BAC

BAC Mono I: the British street single-seater with a 2.3L Ford Duratec Cosworth engine

When the BAC Mono was officially unveiled at the Retro Classics Show in Stuttgart in March 2011, the supercar world was taken by surprise by a concept that was virtually unprecedented. While traditional manufacturers vied for supremacy in power, luxury, and electronic sophistication, a small company from Liverpool chose to take the exact opposite path: creating an extremely lightweight, single-seat, road-legal car developed solely to deliver the purest possible driving experience. Thus was born one of the most radical and innovative sports cars of the 21st century—a vehicle that would quickly become a benchmark for driving enthusiasts and amateur track-day drivers alike.

The story of the Briggs Automotive Company (BAC) began a few years earlier. Founded by brothers Neill and Ian Briggs—both with extensive experience in engineering and design projects for manufacturers such as Porsche, Mercedes-Benz, Bentley, Ford, AMG, Smart, and Maybach—the company emerged from a simple question: was it possible to build a road-legal car that offered the exact sensation of driving a race car? This idea evolved over years, eventually resulting in the Mono, a car whose philosophy BAC itself summarized as "a piece of sports equipment for driving" rather than merely a means of transport.

Visually, the Mono looked as though it had come straight from a Formula 3 paddock. Its extremely narrow bodywork accommodated only one occupant, positioned exactly in the center of the vehicle—a configuration typically reserved for single-seater race cars. The low nose, fenders separated from the main body, fully exposed suspension arms, and absence of any superfluous elements immediately conveyed its purpose: to maximize performance and precision.

Every surface of the bodywork was sculpted to perform a specific aerodynamic function. There were no stylistic excesses or unnecessary ornaments. Airflow was carefully directed to feed the radiators, generate stability at high speeds, and keep the vehicle perfectly balanced. The result was an automobile whose form strictly followed its function, bearing a much stronger resemblance to a racing prototype than to a conventional sports car.

Its structure was also highly sophisticated. The Mono utilized a carbon-fiber monocoque integrated with a high-strength tubular steel safety cell, featuring FIA-approved rollover protection. The engine was mounted as a semi-stressed structural member, further enhancing the vehicle's torsional rigidity—a solution directly inspired by modern race cars.

Thanks to the extensive use of lightweight materials, the total weight came in at just 540 to 545 kg, depending on the specification. For comparison, this was roughly half the weight of a contemporary Porsche 911 and less than a third of the weight of many modern supercars.

The interior took the minimalist concept to the extreme. There were no conventional seats; instead, the seat was individually molded to the owner's measurements, ensuring a perfect driving position. The detachable steering wheel housed virtually all essential controls, while a small digital display provided the driver with only the most critical information.

There was no multimedia system, luxury trim, or elaborate soundproofing. Every component existed solely to enhance the driving experience. Even the small front compartment was designed only to hold a helmet or a few personal items.

Beneath the rear bodywork lay a Ford Duratec inline-4 engine, heavily modified by Cosworth. Featuring a 2.3-liter displacement, dual overhead cams, dry-sump lubrication, and bespoke electronic management, the engine delivered 280 hp at 7,700 rpm and 280 Nm of torque—extraordinary figures for such a lightweight vehicle. The engine revved beyond 8,000 rpm, providing instant throttle response and a distinctive exhaust note. The transmission was a Hewland 6-speed sequential gearbox, operated via paddle shifters behind the steering wheel and developed specifically for racing applications. Gear changes were extremely fast and direct, reinforcing the sensation of driving a single-seater race car.

With a power-to-weight ratio exceeding 500 hp per tonne, its performance impressed even hypercar owners. The BAC Mono accelerated from 0 to 100 km/h in just 2.8 seconds, reached a top speed of 274 km/h, and hit 160 km/h (100 mph) in approximately 6.7 seconds. Even more impressive than the straight-line figures, however, were its cornering speed and braking capability, aided by the vehicle's exceptional lightness.

The suspension utilized pushrod-actuated double wishbones, adjustable Sachs dampers, and anti-roll bars—a setup typical of racing cars. AP Racing brakes with ventilated discs and four-piston calipers ensured extremely vigorous stopping power, while OZ Racing wheels shod with specially developed Kumho tires rounded out a package that made virtually no compromises.

One of the Mono's greatest merits was precisely its ability to deliver extreme performance without relying on massive power outputs or sophisticated electronic systems. Stability control was virtually non-existent, as were intrusive driver aids. The driving experience depended almost entirely on the skill of the person behind the wheel, making the BAC a car capable of teaching a great deal about sports driving.

Its reception by the automotive press was extraordinary. The Mono set numerous track records around the world and won countless awards for its handling dynamics. Journalists frequently described it as one of the most communicative and engaging cars ever built, highlighting its steering precision, chassis balance, and the incredible sense of connection between driver and machine. This success also established BAC as an internationally recognized manufacturer, allowing the Mono to be exported to over 40 markets and paving the way for future evolutions of the design.

The 2011 BAC Mono remains one of the boldest interpretations of the British lightweight sports car philosophy. At a time when the industry was moving toward ever-larger, heavier vehicles packed with electronic aids, the small Briggs Automotive Company demonstrated that there was still room for an almost artisanal approach inspired directly by motorsport. More than just a supercar, the Mono became a statement of principle: proving that true driving pleasure stems from lightness, simplicity, and perfect harmony between man and machine.

 

Autonews

 

AUTONEWS

Electric car drivers cover more kilometers than drivers of petrol cars

There is a common belief that we drive electric cars less due to their limited range. But is that really the case?

Motor vehicles registered in Germany covered a total of 674.7 billion kilometers last year. According to data from the Federal Motor Transport Authority (KBA), this is a 0.7 percent increase compared to the previous year. Passenger cars accounted for the largest share, covering 562.3 billion kilometers (or just over 83 percent). Electric cars recorded significant growth in annual mileage over the past year. On average, electric cars covered 11,312 kilometers in 2025, representing a 25.8 percent increase compared to 2024. This means electric cars were driven significantly more than petrol cars, which covered an average of 8,406 kilometers.

Average mileage was even higher for conventional hybrids, standing at 13,526 kilometers; their total annual mileage rose by 26.2 percent. Plug-in hybrids covered an average of 13,575 kilometers. Meanwhile, the total mileage of vehicles with internal combustion engines—which still dominate the market—declined: it fell by 1.3 percent for petrol cars and by 4.1 percent for diesel vehicles. Despite this, petrol cars still accounted for 47.4 percent and diesel cars for 35.4 percent of the total mileage covered by passenger cars. The KBA determines mileage data based on odometer readings recorded during major technical inspections and extrapolates the results to the entire German vehicle fleet.

Research by four universities (Birmingham, Bern, San Diego, and London) analyzed 300 million car inspections and concluded that electric cars drive an average of 200.000 km—more than gasoline cars.

What does this mean for the lifespan and reliability of EVs? 

Lifespan and Mileage: How long does a car last? The study compares the lifespan and mileage of petrol, diesel and electric cars.

Type of car Average lifespan Total number of kilometers driven

Electric car (EV) 18,5 years 200.000 km ⚡

Petrol car 18,7 years 187.000 km 

Diesel car 16,3 years 255.000 km 

Electric cars therefore drive more kilometers on average than gasoline cars!

Diesel cars last less time, but cover the most miles.

Gasoline cars have the longest lifespan, but fewer kilometers than EVs.

Tesla: The Leader Among EVs

The study also compared brands. Teslas drive by far the most kilometers among EVs: 

-Tesla 204.179 km 

-Hyundai 138.463 km

-Nissan 129.523 km

In petrol cars, Audi performs best, and Skoda scores highest in diesel cars.

Electric cars are becoming increasingly reliable...The research also shows that EVs are becoming more reliable every year: EVs have 12% fewer technical problems per year:

-Gasoline cars improve by 6,7% per year

-Diesel cars lag behind, only 1,9% improvement per year

Conclusion: Electric cars are becoming increasingly reliable and will likely cover even more kilometers than gasoline cars in the future.

Trip logging: Perfect for EVs and fuel cars...Whether you drive an electric, petrol, or diesel car, with a TrackJack trip registration system you always have insight into:

-Automatic trip registration

-Real-time location of your car

-Efficient mileage administration for the Tax Authorities

 

DUCATI

Ducati Monster 2026

The first Monster was born from a formula ingenious in its simplicity: "everything you need, nothing more." With a Superbike-derived chassis and the best engine for road use, the 1992 Monster combined character and performance, instantly winning the hearts of countless motorcyclists. Since then, the Monster has created a global community of enthusiasts—the *Monsteristi*—who still cherish its spirit and celebrate its history. Over more than thirty years of evolution, the Monster has managed to reinvent itself without ever losing its identity. From the two-valve 900, 600, and 750 engines to the more recent Desmoquattro and Testastretta versions, each generation has brought technical and stylistic innovations while keeping the original soul intact.

Unmistakable personality...Redesigned from scratch, the new Monster combines lightness and technology with an unmistakable aesthetic, reinterpreting the style of the original Monster with a modern twist. Sleeker, sportier, and more compact, the new Monster captivates by reviving the stylistic features that have always distinguished the quintessential naked bike: the headlight framed by the tank's "shoulders," the single seat for rider and passenger, and the short, lightweight tail.

The bison-back shaped tank—a hallmark of the Borgo Panigale naked bike—has been redesigned to maintain the current Monster's narrow silhouette while restoring the model's signature muscular look and incorporating the front air intakes introduced with the second generation.

The headlight—the bike's true "face"—is fully LED, featuring a modern, robotic look that echoes various stylistic elements found across the Ducati lineup. The double-'C' shape serves as the signature lighting motif uniting Ducati's naked bikes, made even more distinctive here by two side "cuts" that recall the front end of the Panigale V4. The side panel cover connects to the seat—which is narrower and 5 mm lower (815 mm total) to make it easier to plant one's feet on the ground—and channels hot air away from the radiator, improving thermal comfort. At the bottom of the cover, the Ducati shield is flanked by the coordinates of the historic Borgo Panigale factory.

The new V2 twin-cylinder engine—modern and defined by a clean aesthetic resulting from precise technical choices—is the perfect engine for the Monster. The naked bike from Borgo Panigale has always featured the V-twin—a premium engine characterized by its narrow profile, ideal weight distribution, and reduced vibrations thanks to perfect primary force balancing—as one of its technical and stylistic pillars.

The Ducati V2 is lightweight (5.9 kg lighter than the previous Testastretta Evoluzione) and high-performing, thanks to IVT (Intake Variable Timing), while also boasting very low operating costs: the 45,000 km (28,000-mile) maintenance interval for valve clearance checks sets the benchmark for the category.

The IVT variable valve timing system allows the Monster's engine to combine smoothness at low RPM, vigor at mid-range, and power at high RPM (111 hp at 9,000 rpm; 110.7 hp/81.4 kW for the US version), delivering over 80% of its peak torque between 4,000 and 10,000 rpm. Thanks to this responsive power delivery—a traditional Monster trait—and comprehensive, sophisticated electronic management, the new V2 delivers performance safely without ever being overly demanding for the rider.

Few models enjoy the renown of the Ducati Monster—whose technical specifications you can find at this link—and even fewer have managed to retain their essence over the years while evolving alongside the technology of each era. The original version featured an air-cooled, two-valve engine and a trellis frame, both derived from the Super Sport bikes of the time. In the current version, the only mechanically unchanged element is the use of a 90° V-twin engine.

Each mechanical change sparked criticism at the time: the switch from the trellis frame to an aluminum twin-spar frame caused a rift, and this sentiment has intensified with the new structure, which bears little mechanical resemblance to Miguel Ángel Galuzzi’s original design and lacks desmodromic valve actuation.

However, this does not mean the essence of the Monster has changed; its spirit remains, though it is now a thoroughly modern motorcycle in every respect. Its structure is shared with the brand's V-twin family, utilizing the same engine, chassis, electronics platform, and—in many cases—components.

The brand's new V-twin engine retains the 90° configuration, albeit with a more centralized crankshaft and a relatively short stroke. Each cylinder head features dual overhead camshafts driven by chains, actuating the valves against spring pressure. It boasts a peak output of 111 hp, compared to the Multistrada’s 115 hp and the 120 hp found in sportier versions. On our dynamometer, it produced 105 hp at the clutch, versus the 113 hp of the more powerful versions, which reach their peak power at higher engine speeds.

The new engine assembly weighs just under 55 kg—nearly six kilograms less than its predecessor. The electronic management system utilizes a six-axis IMU to govern engine and rider aids. Completely new concepts were applied to the chassis, which consists of a hollow aluminum box—incorporating the steering head—that attaches to the engine at the cylinder heads and houses the airbox internally. The swingarm mounts directly to the crankcase. The rear subframe features a unique construction, combining tubing with polymer elements.

Compared to its new-generation siblings, the Monster can be considered the least sport-oriented model. Ducati equipped it with a slightly more relaxed engine and simpler chassis components, featuring softer, non-adjustable suspension settings—save for rear shock preload. The Brembo brakes offer a less aggressive feel.

The Ducati Monster is not a tall motorcycle. The seat height is 815 mm, but it can be lowered by another 20 mm with a fork and shock spring kit, and down to 775 mm with other options. These characteristics, combined with a narrower mid-section at the front of the seat, make the bike easier to ride for shorter individuals and women. The instrument cluster is similar to that of the brand's other models.

The current Monster departs from the mechanical design principles of its predecessors, yet this evolution has resulted in improved dynamic performance. The engine note is also different, though the reduced volume is mandated by regulations. Where this engine has clearly improved over previous models is in its smoothness and its ability to rev freely from low engine speeds.

You can now ride smoothly, without jerkiness or the need to constantly work the clutch, which operates flawlessly. It responds gently to throttle inputs when desired, yet delivers power when you open the throttle fully. While there is still some instability at very low revs, it pulls away smoothly below 3,000 rpm. The inclusion of a variable valve timing system on the intake camshafts contributes to these improvements. Once you hit the sweet spot in the mid-range, you get constant torque without needing to push the throttle hard. The two-way quickshifter is fast and precise; you can forget about the clutch. The wide handlebars feature ends that sit parallel to the ground—raising your elbows—while your feet are positioned slightly rearward. It isn't the most aggressive riding position we’ve seen in the family, but it remains sporty, keeping your body well-centered and slightly leaned forward, which helps provide excellent feedback on what the front wheel is doing.

The front suspension is firm enough to prevent the front wheel from washing out under braking, and thanks to years of ABS refinement, you can brake hard deep into a corner without issues. Furthermore, with the Bridgestone S23 tires, there is no tendency to stand up, even during heavy braking while leaned over. The chassis reacts quickly yet remains stable and composed during sudden changes of direction; it transitions effortlessly from side to side and leans as far as needed.

Compared to its predecessor, this motorcycle is better suited for relaxed riding thanks to smoother low-end torque and more refined power delivery, while also being more powerful and easier to handle at high RPMs. Weighing 186 kg with a full tank—a modest figure for a naked bike of nearly one liter—it boasts impressive performance: a top speed exceeding 230 km/h and a 0–400 meter time of under 13 seconds. The Monster may be the most laid-back of the new V2 series, but it still possesses undeniable sporty qualities.

Key standard equipment:

890 cc V-twin engine

Maximum power: 111 hp (110.7 hp / 81.4 kW for the US version) @ 9,000 rpm

Maximum torque: 91.1 Nm @ 7,250 rpm

Curb weight (dry): 175 kg (4 kg lighter than the previous Monster)

Monocoque frame

43 mm Showa upside-down fork

Showa monoshock, adjustable for preload

Front brakes: dual 320 mm discs with Brembo M4.32 calipers and PR18/21 radial master cylinder

Pirelli Diablo Rosso IV tires (120/70 and 180/55)

State-of-the-art electronics package with 6-axis Inertial Measurement Unit (6D IMU): Cornering ABS; Ducati Traction Control (DTC); Ducati Wheelie Control (DWC); Ducati Quick Shift (DQS) 2.0; Engine Brake Control (EBC).

New petal-style joystick

New 5" full-TFT instrument cluster (16:9 aspect ratio, 800x400 resolution)

4 Riding Modes (Sport, Road, Urban, Wet)

Full-LED headlight with DRL and dynamic turn signals (where homologated)

Ducati Multimedia System (DMS), turn-by-turn navigation, Cruise Control ready

 

by Autonews

 

AUTONEWS

Study: Why colder temps can be better for removing ice

With winter approaching fast, there will be changes in how airlines and airports run their operations in the Northern Hemisphere. The main difference will be the deicing of aircraft before departure, ensuring that crucial flight control surfaces are free from ice that could impact their performance. At the same time, engine performance is also affected during cold weather operations, including, surprisingly, some improvements when the temperature outside is less comfortable for those who walk the earth on their two feet.

Much like with an aircraft’s control surfaces, engines are also susceptible to ice buildup on the nacelles and in the core. According to SKYbrary, a project initiated by EUROCONTROL, ice contamination of an engine can happen before or even during a flight. If ice is spotted during a pre-flight check, it must be removed from the nacelles. The site pointed out that “blowing snow, precipitation, freezing fog, slush, and other ground contaminants or airport snow removal operations can all result in the contamination of jet engine intakes and components.” As such, it must be removed.

However, the situation is more complicated because, unlike the fluids used to de-ice control surfaces, “engines cannot be de-iced with glycol-based fluids” due to potential contamination of the bleed air system. Usually, any loose ice is removed with a brush or a broom, while any ice within the engine should be melted with external heat sources, such as a Herman Nelson unit. Another option is to accelerate the engine to a specific engine fan speed (N1) for a brief period.

During cold air operations, the outside air is denser since air molecules move slower. As a result, more air molecules enter an aircraft’s engine, requiring less fuel to maintain a proper air-fuel ratio. As a result, runway takeoff distances are shorter when the temperature is colder. According to a document by the United Nations Conference on Trade and Development (UNCTAD), the runway length requirements for a Boeing 737-800 during a standard day (15 °C, 59 °F) is 2,377 meters (7,800 feet). At 30 °C (86 °F), the runway length requirements increase to 2,469 m (8,100 ft), going up to 3,078 m (10,100 ft) at 40 °C (104 °F).

Notably, denser air also means that the wings can generate more lift compared to operations at high and hot airports, where the atmosphere is sparser, contributing to the shortened runway length requirements. According to a EUROCONTROL paper, “thrust and lift are proportional to air density, which is determined by the atmospheric pressure, OAT [outside air temperature – ed. note], and humidity at the considered elevation.”

Deicing technologies often rely on heat to melt ice. But University of Texas at Dallas researchers have found that, under extreme cold, making ice even colder can weaken its grip on surfaces.

“Our work shows that under extremely cold conditions, rapid cooling can actually make ice much easier to remove,” said Dr. Hongbing Lu, professor of mechanical engineering and the Louis Beecherl Jr. Chair in the Erik Jonsson School of Engineering and Computer Science.

The discovery, published online May 29 in the journal Newton, reveals that a material’s thermal properties play a critical role in determining whether ice remains attached to a surface. The finding could guide the design of future deicing systems for aircraft, wind turbines and other applications in extreme cold.

Lu, who directs the Mechanics of Advanced Materials Laboratory, is a co-corresponding author of the study with Dr. Xianming “Simon” Dai, associate professor of engineering technology and industrial distribution at Texas A&M University and a former associate professor of mechanical engineering at UT Dallas.

Ice accumulation on aircraft, wind turbines and power infrastructure can ground flights, reduce energy production and damage equipment. While heating can be an effective method for removing ice, supplying enough heat in very cold environments can be difficult and energy intensive.

In addition to using heat to melt ice, deicing procedures also can involve changing the chemistry of surfaces to prevent ice from sticking. Those methods, however, become less effective in extremely cold conditions, when ice still can form strong bonds with the surface.

Mechanical engineering research associate Dr. Yao Ren(image above) exposes an ice-covered metal surface to dry ice to cool it further. Researchers found that a material’s thermal properties play a critical role in determining whether ice remains attached to a surface — a discovery that may lead to the design of future deicing systems for aircraft and wind turbines(University of Texas at Dallas)

UT Dallas researchers made their discovery while conducting experiments to develop ice-resistant surfaces for cold environments.

The team cooled ice on metal, glass and plastic surfaces to minus 76 degrees Fahrenheit (minus 60 degrees Celsius) to investigate whether rapid temperature changes could weaken ice adhesion. Many materials, including solid ice, contract as they get colder, but how much they change size depends on the material.

Metal and glass have similar thermal expansion properties, so researchers expected the ice to behave similarly on both surfaces. Instead, the ice released easily from the cooled metal but remained firmly attached to the glass.

At first, the result didn’t make sense.

“It puzzled us for a long time,” Lu said.

As team members looked for explanations for the unexpected behavior, they determined that the thermal conductivity of the surface played a critical role in whether the ice would detach.

In particular, the way a surface transfers heat determines the temperature change at the ice-surface interface. In general, materials that transfer heat more efficiently can cool the ice more rapidly.

“We determined that the observed behavior is the result of differences in thermal conductivity of the substrate,” Lu said. “So, simply put, the ice touching steel gets colder much faster than ice touching glass.”

“The observed behavior is the result of differences in thermal conductivity of the substrate. So, simply put, the ice touching steel gets colder much faster than ice touching glass.”said Dr. Hongbing Lu, professor of mechanical engineering

Because the metal conducted heat more efficiently than glass or plastic, the ice on the metal surface cooled and contracted more than on the other surfaces. This created stresses that fractured the ice, reducing its adhesion to nearly zero.

“The ice wants to shrink more than the steel does, but because they are bonded together, the steel holds it back, putting the ice under tensile stress,” Lu said.

The study’s findings challenge conventional thinking by showing that the speed at which a surface conducts heat is an important factor in determining whether ice will detach.

“On a surface with very high thermal conductivity, we don’t want to warm the ice — we may actually want to cool it,” Lu said. “The larger temperature drop creates greater stresses in the ice, which, combined with the mismatch in how the materials contract, can cause the ice to fracture.”

The researchers developed a model that predicts how different materials will behave during rapid cooling, which could help engineers design future deicing systems.

The researchers also tested composite materials relevant to aircraft and wind turbine blades and found that carbon fiber composites, which have higher thermal conductivity than glass fiber composites, created weaker ice interfaces, making ice easier to detach.

Although additional research will be needed before the approach could be incorporated into practical deicing systems, the findings suggest that in extremely cold environments, making ice colder rather than warmer may be a better approach.

“Conventional wisdom says we need to introduce heat,” Lu said. “In some cases, however, the colder the better.”

University of Texas at Dallas

TREK

Trek launches new lightweight commuter e-bike with 85 km of range

The Trek Inbound+ is a new commuter electric bike with Bosch’s Hub Line motor. Available in seven configurations and two frame options, the Inbound+ has a 600 Wh Bosch PowerTube battery and a Bosch Purio display. Plus, the e-bike is said to offer 85 km (53 miles) of range on a single charge.

Trek is on a roll with e-bikes, launching new models to the market one after another. To recall, Trek recently unveiled the District+ and the Allant+ FS full-suspension e-bike. Now, the American e-bike has launched the Inbound+ electric bike in Europe. Designed for daily commuters, the Inbound+ is available in step-thru as well as step-over frame options. 

A Bosch Hub Line 250 W motor powers the Inbound+, assisting you at speeds up to 25 km/h (16 mph) and delivering up to 85 Nm of torque. Trek offers two battery options for the e-bike, 360 Wh and 600 Wh, which are said to offer 50 km (31 miles) and 85 km (53 miles) of range on a single charge, respectively. Shock absorber features of the e-bike include a rigid aluminum fork and Bontrager Giron Comp tires. Stopping power comes from hydraulic disc brakes. 

Furthermore, the Trek’s new commuter e-bike is equipped with a Bosch Purion display, showing information such as battery level, current, speed, and more. Plus, it uses a Gates Sidetrack belt drive, which replaces a conventional chain and is designed to reduce maintenance. Other features include an adjustable stem, an SP Connect mount, and integrated lights and fenders. The e-bike features an alpha smooth aluminum frame, which weighs 18.40 kg (40.57 lbs). The aluminum frame is capable of handling a maximum payload of 300 lbs (136 kg), which is similar to the Trek’s District+ e-bike. 

Available in seven different configurations, the Trek Inbound+ starts at €2,099. Buyers can choose from dark star, lavender haze, buff beige, and desert sage color options. It’s now available for purchase directly from Trek’s official website.

 

by Autonews

AUDI

Audi RS 3 Competition Limited: driving pleasure and the adrenaline of speed and performance still exist

They are becoming increasingly rare...but cars that reignite the passion for driving pleasure and the adrenaline of speed and performance still exist. Yet, they are rarities—like the Audi RS 3 Competition Limited—that transport us back a few years in time.

Back to a time when gasoline, noise, and internal combustion power stirred admiration in drivers and fans alike; when there was no guilt in burning fuel, in forcing downshifts just to hear the engine roar (aided by the sports exhaust), or in accelerating hard just to feel the thrust of this special RS 3’s fabulous five-cylinder engine.

It is an engine without frills—no hybridization to mask its explosive character, and no efficiency strategies designed merely to boast unrealistic fuel economy figures. It offers raw power (and torque), yet retains enough refinement to keep the driving experience composed, true to Audi tradition.

The dampers feature three-way adjustability: two settings for compression and one for rebound. The car sits 10 mm lower than a standard RS3 and leaves the factory with a preset road-focused setup. For those wishing to explore the extensive adjustment possibilities, the car comes with a tool kit and instructions.

To further enhance agility, Audi installs a thicker, stiffer tubular anti-roll bar on the rear axle. Up front, carbon-ceramic brake discs with red calipers come as standard. Pirelli P Zero Trofeo R semi-slick tires are also available as an option.

That is the concept behind the RS 3 Competition Limited, a special run of 750 units worldwide (ours was number 55, as certified by an engraving—not a plaque—on the center console). It allows you to put Audi’s entire dynamic arsenal to the test: from the engine and the rear Torque Splitter (which facilitates controlled drifts) to the specialized suspension and standard ceramic brakes.

It all makes sense the moment you press the start button and the five-cylinder engine’s pistons resonate—a sound that deepens as you cycle through the driving modes (Efficiency, Comfort, Auto, and Dynamic) and reach the three modes that feel most natural for this RS 3: RS Individual, RS Performance, and RS Torque Rear.

Essentially, these are modes where the driver can customize key vehicle parameters; in the first one, virtually all of them (steering, engine, stability control, and rear differential) offer three adjustment options...in the second, we can modify only the steering and stability control; and the last one is the drift program.

An engine that outshines everything...or almost everything... The familiarity of the RS 3 Competition Limited’s 400-horsepower, five-cylinder 2.5 TFSI engine hasn't diminished its impact. And that is likely for the best, because its lifecycle may be coming to an end: Euro 7 emissions standards, mandatory starting mid-next year, could make it unviable (the brand hasn't confirmed this, but things don't look good)...and we would have to say goodbye to it, probably forever. At least in Europe...

Back in 1983, the Audi Sport quattro developed 225 kW (306 PS) and 350 Nm from 2.1 liters of displacement. Today, the inline five-cylinder engine of the Audi RS 323 comes with 2.5 liters of displacement and boasts 294 kW (400 PS) and 500 Nm. Coming curtesy of an engine that is the only one of its kind in this segment, these figures lend the RS 3 competition limited extraordinary performance. The model accelerates from 0 to 100 km/h in 3.8 seconds and reaches a top speed of 290 km/h. Along the way, the unmistakable sound of the five-cylinder turbo engine provides extra emotion. It stems from the firing order 1-2-4-5-3. This means that the engine’s cylinders ignite in an alternating pattern — some that are next to each other and some that are further apart.

To understand what lies behind this "supercharged" RS3, one must look back 50 years. The first five-cylinder engine debuted in 1976 in the second-generation Audi 100. The engine gained true fame in the 1980s with the Ur-Quattro and Sport Quattro. In 1994, the RS2 Avant—developed with Porsche's involvement—brought this powertrain into the high-performance wagon league.

In 2011, Audi fitted the new 2.5 TFSI engine into the compact segment, giving birth to the first RS3 (the 8P generation). Today, we are in the final stretch of the third-generation RS3's lifecycle, and the five-cylinder engine remains revered for its punchy power delivery and an inimitable exhaust note. Another reason for driving enthusiasts to take notice lies hidden beneath the fenders: for the first time, Audi equips the RS3 as standard with a specially calibrated coilover suspension.

With its fully variable flap control, the RS sports exhaust system broaden the spectrum of the exhaust note while reduced insulation around the firewall means the engine sound reaches the occupants even more directly. The flaps open earlier in the Audi drive select modes dynamic, RS Performance, and RS Torque Rear, meaning that the car’s throaty sound is even more pronounced than in other modes.

Perhaps that’s why Audi added a special touch...to the headlights. The RS 3 Competition Limited’s headlights incorporate digital technology, allowing for the customization of the light signature (with four designs) and various welcome animations. One of them simulates the engine's firing sequence, activating the cylinders in this order: 1-2-4-5-3.

The figures it boasts are sensational for a compact car: 400 horsepower, 500 Nm of torque, a top speed of 290 km/h, and acceleration from 0 to 100 km/h in 3.8 seconds. These are numbers you can truly feel... when the car presses you hard against the seat during rapid acceleration—using Launch Control, for instance. Another figure you’ll certainly notice is fuel consumption... especially if you indulge in sportier driving (and believe me, you will). The figures displayed by the onboard computer during spirited driving are almost unspeakable... though for daily use—and if you’re careful—it is possible to keep consumption around eight liters per 100 km in Efficiency mode.

Clearly, all of this—translated into sensations—evokes the kind of emotions typical of sports cars that, in theory, possess greater substance. The engine's power makes you feel like the car could unleash its full potential at any moment... yet it never quite does. It remains manageable even for less experienced drivers, however, because its cornering response is simply breathtaking.

The quattro all-wheel-drive system makes everything easier. It is the same system found in the latest-generation RS models, featuring a rear differential capable of sending all the torque to a single rear wheel (which guarantees controlled slides). This is the "Torque Splitter," which—beyond the controlled drift function (recommended for track use only)—makes cornering much more efficient, as the electronic systems can intervene more actively, often without the driver even noticing.

For instance, in a right-hand turn, the Torque Splitter can increase torque to the left wheel, improving stability...and vice versa. The car becomes far more agile, exhibiting less understeer and allowing the rear end to track through the corner with greater precision. And the driver can definitely feel the difference.

The chassis makes no concessions to comfort (as becomes evident whenever driving over a speed bump), but in return, it corners like a rollercoaster—delivering precision transmitted to the driver's hands through firm, accurate steering that allows you to feel every millimeter of the curve. The new rear stabilizer bar also contributes to greater rear-end stability.

This is where we find one of the defining features of the RS 3 Competition Limited: the coilover suspension. By integrating the spring around the shock absorber into a single unit, it offers key advantages for an ultra-sporty car like this: a lower center of gravity and reduced body roll. In short: precision.

An Audi A3 for the price of a Porsche Taycan...Forget everything you’ve read so far. What will impress you most about the Audi RS 3 Competition Limited is... the price. The 750 buyers paid a staggering €135,000. In other words, we are talking about an A3 that costs the same as a Porsche Taycan, a BMW 7 Series, or a Mercedes S-Class.

Of course, everything comes standard—including, for instance, a premium Sonos sound system that attempts to compete with the orchestra under the hood. But perhaps more than the equipment, it is the aesthetics that make it special: the matte gold wheels that seem to cradle the ceramic brakes (which offer wonderful responsiveness) like a treasure; the matte carbon fiber aerodynamic elements, ranging from the DTM-style side winglets to the roof spoiler; and the massive oval exhaust tips (fortunately not quite as exaggerated as those on the RS 5). Inside, we find semi-bucket seats (offering the best of both worlds: as attractive as bucket seats, yet as comfortable as conventional ones) featuring the model name embossed below the headrest, carbon fiber trim, an Alcantara-wrapped steering wheel (a material also used on the seats, combined with synthetic leather), and floor mats bearing the model name...

The only downside (though through no fault of anyone's) is that the interior—featuring a digital cockpit and a 10.1-inch central screen that even includes a menu displaying the temperatures of key mechanical components—has become dated compared to the new generation of Audis.

Let’s be clear: while it is true that many of its core components (engine, transmission) are identical to those of the standard RS 3, the price is significantly higher (over a third more expensive). Whether or not it is worth it is a matter of personal opinion.

 

Autonews

 

AUTONEWS

Material composition of cars mapped to assess resource impact

A passenger car contains far more materials than its weight alone would suggest. Beyond the steel and aluminum are small amounts of gold, palladium and molybdenum—elements that can become highly significant when resource scarcity is assessed. In his doctoral thesis, Felipe B. Oliveira mapped the material composition of cars and examined why the level of detail in material data matters for what a life cycle assessment can tell us.

"Felipe's work is truly unique. Thanks to the collaboration between Volvo Cars and Chalmers, he has been able to conduct life cycle assessments at a level of detail that was previously impossible. This gives us a new understanding of the complexity and environmental performance of cars that goes far beyond exhaust emissions and electrification, taking into account all material choices and laying the groundwork for the industry to address future challenges related to resource use and the circular economy," says Björn Sandén, examiner and professor of innovation and sustainability at the Division of Environmental Systems Analysis at Chalmers.

"What surprised me most was that a car can be highly complex from a resource perspective even though just a few materials dominate by weight. Behind all the steel and aluminum lies a kind of hidden periodic table containing more than 50 other metals and metalloids. Sometimes they are present in quantities of just a few grams or even less, yet they can still be crucial to the car's function and dominate its profile in terms of long-term resource scarcity," says Felipe B. Oliveira, who completed his doctorate at Chalmers with the thesis Inventory Resolution and the Interpretive Scope of Life Cycle Assessment—Environmental and Resource Profiles of Passenger Cars. He conducted his research as an industrial Ph.D. student at Volvo Cars and a doctoral student at the Division of Environmental Systems Analysis at Chalmers.

In the most highly equipped car included in the study, 55 different metals and metalloids were identified. Iron and aluminum together accounted for around 90% of the total mass of metals, while many of the other elements were present only in very small quantities.

These elements also serve different functions in the car. Copper is found in more than 700 components, mainly in wiring, while molybdenum, niobium and vanadium are used as alloying elements in high-strength steels. Even a few grams of gold can have a significant impact when the car's contribution to long-term resource scarcity is calculated.

Your research shows that the level of detail in material data affects what a life cycle assessment can tell us. Why does this matter, and what do we risk overlooking when we use less detailed data?

"A life cycle assessment can only capture what is represented in its data. If, for example, materials are grouped into broad categories, you can still get a reasonable picture of impacts such as climate change, but it is easy to lose sight of the small amounts of gold, molybdenum, palladium and other elements that are important from a resource perspective. The result is not simply less precise; the analysis also has a narrower scope. The level of detail determines not only how accurate the results are, but also which questions the analysis can answer."

Oliveira also compared the material-related environmental and resource profiles of cars from the 2012, 2016, 2020 and 2024 model years. Over this period, the weight of the parts of the car included in the study increased by around 20%, while the climate impact from material production increased by around 42%. One important reason was the increased use of aluminum.

At the same time, long-term resource scarcity changed considerably less. Behind the overall figure, however, there were substantial shifts in which materials accounted for the impact.

How do you interpret this development, and what do you think is the most important lesson to take from it?

"It shows that the picture becomes more nuanced when we consider several perspectives at the same time. We found that the climate impact from material production increased significantly, partly because of the increased use of aluminum. At the same time, long-term resource scarcity changed considerably less, although the materials dominating the impact shifted over time. The most important lesson is that different sustainability challenges do not always follow the same trajectory. If we want to understand the consequences of future material choices, we therefore need to analyze both environmental and resource aspects rather than relying on a single indicator."

You conducted your research both at Chalmers and within Volvo Cars. What did that combination make possible—and how can the results be applied in practice in the automotive industry?

"At Environmental Systems Analysis, I was able to develop and critically evaluate the method, while the industry collaboration gave us access to specific material data from real vehicles. That access was crucial. Without such data, it would not have been possible to move from general assumptions about a typical car to analyzing how actual material choices and their environmental and resource implications change between vehicle generations. The results can provide the automotive industry with a better basis for prioritizing measures in areas such as design, material selection, recycling and supply chains."

Detailed lifecycle assessments (LCAs) mapping passenger car material composition identify up to 55 different metals, metalloids, and minor elements that dictate a vehicle's long-term resource scarcity profile

Key material breakdown:

-Mass dominance: Iron and aluminum account for roughly 90% of a car's total metal mass

-Bulk vs. minor elements: While bulk materials control general metrics like climate impact, minor and trace elements—such as copper (wiring across 700+ components), gold, molybdenum, niobium, vanadium, and rare earths—dominate long-term resource depletion metrics

-Evolution over time: Studies tracking car models (e.g., from 2012 to 2024) show that overall vehicle weight increased by about 20% and material-production climate impact rose by 42%, heavily driven by increased aluminum adoption, while long-term resource scarcity shifted considerably among minor alloying and electronic elements

An extensive research initiative has successfully mapped the detailed material composition of passenger cars across generations, providing a powerful foundation for evaluating their long-term environmental and resource scarcity impacts. Spearheaded by researcher Felipe B. Oliveira in collaboration with Chalmers University of Technology and Volvo Cars, the study highlights that while the shift toward alternative materials like aluminum drastically increases short-term manufacturing carbon footprints, the trajectory of long-term resource depletion behaves entirely differently

Key findings of the resource mapping study:

The research shifts the focus from broad assumptions about a "typical car" to precise, data-backed models utilizing real vehicle specifications across product generations

The Aluminum Paradox: Increasing aluminum usage to achieve lightweight designs has significantly escalated the immediate climate impact of material production

Diverging Sustainability Metrics: Long-term resource scarcity has changed much less than climate impact over time, though the specific materials driving that scarcity have fundamentally shifted. The study highlights that individual environmental challenges do not follow the same trajectory

The "Micro-Material" Threat: Highly critical raw materials are often embedded within automotive electronics in quantities of just a few grams or less. Despite their minute volume, they dominate the vehicle’s long-term profile regarding resource depletion and scarcity

Shifts in modern automotive compositions...The broader scientific landscape corroborates this shift, treating modern vehicles as "road mines" due to the volume and variety of their elements

Drivetrain / Component	Material Count & Mass	Core Scarcity Drivers
Conventional (ICEV)	~50 distinct metals; 800 kg total metal content	Rise of minor alloying elements, copper, and actuators.
Battery Electric (BEV)	~50 distinct metals; 1,200 kg total metal content	Driven heavily by lithium-ion battery packs, power modules, and electric drives.
EV Powertrains	Concentrated exergy	Critical reliance on nickel, manganese, cobalt, lithium, and graphite.

Industry application and circular economy...By bridging top-down and bottom-up fleet datasets (such as the harmonized European Passenger Car Fleet Dataset (1980–2050)), the automotive industry can utilize these indicators to steer proactive ecodesign, supply chain mitigation, and targeted recycling strategies

For instance, optimizing battery chemistry has already successfully reduced the "thermodynamic rarity" value of EV battery modules from 275 to 100 Gigajoules primarily by substituting or minimizing cobalt. Experts suggest that alongside recycling, upstream design interventions—like downsizing car batteries, reducing variations in steel alloys, and deploying high-purity recycled aluminum—remain the most effective ways to lower cumulative material demand before vehicles ever hit the assembly line

Chalmers University---Division of Environmental Systems Analysis at Chalmers