AUTONEWS

The Pope receives a Ford car…and surprises everyone with the joke he told the brand's CEO

Jim and Lia Farley donated a 2026 Ford Explorer Platinum AWD hybrid car to Pope Leo XIV. The Explorer is produced at Chicago Assembly Plant – the historic factory, opened in 1924 by Henry Ford, in the city where the Pope was born.

The award ceremony took place on Saturday morning, February 28, in the presence of the Pontiff. Mr. Farley demonstrated some of the advanced features of the vehicle, as well as a number of custom personalizations prepared with the Pope in mind, which nod to the Vatican and to the Holy Father’s Chicago upbringing.

Among others, the following were present: Sr. Raffaella Petrini, President of the Governorate of the Vatican City State accompanied by the General Secretary, Mr. Giuseppe Puglisi-Alibrandi.

Mr. Farley is the President and CEO of Ford Motor Company. While the gift is from Mr. and Mrs. Farley in their personal capacities, he is proud to represent the Chicago Ford team who produced the Explorer and added several meaningful touches for the Pope.

Beyond the custom personalizations, the new vehicle is powered by a custom hybrid engine that delivers increased sustainability and lowered emissions, and comes packed with advanced technology that makes for a smoother, more digitally integrated driving experience.

A car for 'Da pope'...The Vatican was interested in Farley's offer. There was some back-and-forth discussion on what the vehicle should be and the details it should have on it, Truby said.

"Pope Leo wanted a black vehicle and a hybrid," Truby said. "At the moment, a customer can’t order this system, but we do have hybrid systems for the police vehicle, so they figured out a way to do a hybrid for a Platinum Explorer."

Ford added a lot of special touches to it such as stitching in the Chicago skyline on the interior storage area, adding seat tags that are of the city of Chicago flag and on the skid plate — the step passengers use to enter the SUV — there is etching of the Chicago skyline on one end and St. Peter’s Basilica on the other end.

"Lia and I made the donation personally, but it only became possible because a group of Ford employees helped bring this special vehicle to life," Farley said. "The team in Chicago knew they were customizing a VIP vehicle, but we kept the details tightly held until everything was complete."

Once complete, the team added fun touches such as empty boxes from the pope's favorite pizza place, Aurelio's in Chicago, to remind him of home, Truby said. They added a sign that read "Da pope," a reference to the "Saturday Night Live" skit of the superfans who boast of their love of "Da Bears," Chicago's NFL team. That skit featured Farley's cousin, the late comedian Chris Farley.

A unique car for a unique Pope…and a story no one expected. Pope Leo XIV received a customized Ford Explorer with Vatican motifs, but the most surprising thing wasn't the car, but the joke he told the brand's CEO during the meeting.

The person in charge of revealing this was Jim Farley, the top executive at Ford, who shared the anecdote on the Spike's Car Radio podcast after personally delivering the vehicle to the Pope.

During the meeting, Farley was able to confirm not only that the Pope is a good driver, but also that he has a great sense of humor. And he demonstrated this with a story no one expected.

“The Pope and his driver were driving on the highway. At one point, he said, 'I don't want to drive anymore, let's switch places…', but at that moment the police stopped them for speeding. The policeman looked inside the car, was shocked, and called his superior.”

–Boss, I have a problem… I stopped someone very important. "The president?", the boss asks.

"I don't know," replies the agent, "but he must be someone very important... because the Pope is taking him."

A joke that, according to Farley, perfectly sums up the Pope's approachable and relaxed personality.

An American car for an American Pope...Beyond the anecdote, the vehicle also has its own story. Farley wanted to give him a very special car: an American model for the first American Pope in history.

The chosen vehicle was a Ford Explorer hybrid with four-wheel drive, equipped with a 3.3-liter V6 engine coupled to a ten-speed automatic transmission. But the most remarkable aspect is not the mechanics, but its customization.

Initially, Ford envisioned a white car, following the Vatican tradition. However, it was Leo XIV himself who decided to break with this plan.

"No, no, I want my car to be black," he told the Ford CEO. And so it was.

The car incorporates numerous references to the Pope's life. Inside, there are details featuring the flag of Chicago, the hometown of Robert Francis Prevost, as well as references to the Vatican, his current residence.

The skyline of the American city is engraved on the center console and on the door jambs, where St. Peter's Basilica also appears in clear allusion to his life trajectory: from Chicago to the Vatican.

Beyond the vehicle itself, the story reveals a rare side of the Pope: that of an approachable man, with a sense of humor… and who doesn't hesitate to get behind the wheel. Incidentally, before the Explorer, Leo XIV drove a Ford Fusion: "a car that cost us 4,000 euros per unit sold," Farley revealed as an anecdote.

 

AUTONEWS

Cargo ships willing to travel farther reach greater efficiency, tanker tracking shows

In shipping, efficiency is everything. Take the shortest (safe) route between two points. Offload cargo as quickly as possible to the person who will pay you the most. Pick up your next load as fast as you can and start it all over. But the effective management of these shipping vessels' routes, and the kinds of voyages that really are most efficient, has gone understudied by an industry that can be set in its ways, according to István Z. Kiss, a professor of network science at Northeastern University London.

New research from his team, published in Nature Communications, identifies the most efficient vessels—defined by a higher ratio of time spent carrying cargo than running empty—and the lengths of routes these vessels most regularly undertake. Surprisingly, the vessels more willing to travel farther distances were shown to be more efficient.

The research, which looked at a massive dataset of more than 3,000 crude oil tankers and their journeys over a four-year timespan, could provide the owners and managers of these vessels with valuable input on improving their ships' efficiency, possibly cutting down on costs and increasing profits.

Specifically, the researchers focused on the laden-ballast ratio, which they said is a measure of efficiency. That ratio is calculated by looking at the amount of time a vessel spends with its hold full of cargo, or laden, compared to its total operational time, including when the hold is empty. The ship being empty of cargo is also called the ballast period, as the ship's ballast tanks are filled with seawater to keep it steady.

The more time a vessel spends filled with cargo, and the less time empty, the better that ship is performing. "It tells you that the ship is managed really well," Kiss says, also noting that, from a sustainability perspective, "you don't want the ship to wait around for a long time to seek the next cargo."

The laden-ballast ratio is especially applicable to crude oil tankers. Dry cargo vessels ideally pull into port to offload one kind of good and take on another in the same location, spending minimal time being empty. Crude oil tankers, on the other hand, pick up their oil from an exporter and deliver it to a refinery. They then run empty to another exporter, restock and head back to another refinery.

At first blush, it might seem most efficient to travel back and forth between the same exporter and refinery to avoid extra travel, but the data shows otherwise.

Kevin Teo, a Ph.D. student in the Network Science Institute, was the first author of the study. The research found that ships that travel between regions, for instance, from the Middle East to China, or China to Southeast Asia, spend almost 50% more of their time actively transporting their cargo rather than running empty and seeking cargo.

Some ship owners or managers "seem to be more willing to explore and go to many different places," which translates to much higher performance and efficiency, Kiss says.

Michael Coulon, another author on the paper, is the co-founder and chief technology officer for AlphaOcean, the industry partner that provided Kiss and Teo with the dataset for their work. Coulon says that his company focuses on helping ship managers decide when to refuel.

He sees Kiss and Teo's research as a first step toward predicting where tankers are most likely to go next and in determining optimal routes. "There are so many market factors that are affecting things, and a lot of uncertainty, but there are clearly trends there that can be exploited through academic techniques [and] mathematical tools," Coulon says.

Kiss says that there are several other directions they can take this research. In addition to the predictive work that Coulon envisions, Kiss hopes that adding prices into their measurements will help them achieve a better understanding of regional trends and how prices might impact shippers' decision-making. Second, Kiss notes that nothing is stopping this kind of analysis from being applied to other supply chain industries, like trucking, air freight or non-crude oil cargo shipping.

Teo notes that the team has also been able to identify seasonal trends in the dataset, showing how the vessels congregate within different regions as the forces of supply and demand change crude oil prices. During the Northern Hemisphere's winter, as a simplified example, crude oil prices often increase as the demand for heating also increases, drawing more tankers to ports in Europe or North America, Kiss says.

With this information, Teo says, "we can try to predict where [it] would be a good place to position our ship at a particular time of the year."

Provided by Northeastern University

AUTONEWS

What is more profitable when you have a flat tire - repair or replacement?

There are things that nobody likes, and a flat tire definitely falls into that category.

In addition to taking your nerves and time, a flat tire can also fill up the bill. However, it does not mean that you have to buy a new one right away. At least that's what DEKRA claims, the largest independent vehicle testing and certification organization in the world.

"In principle, there are many things that can be repaired on tires," explains Christian Koch, tire expert at DEKRA, and adds that a small defect does not have to immediately mean replacing the entire tire. If properly repaired, it can often be used for a long time.

He also busts one of the myths:

"It is not true that only tires approved for a certain speed can be repaired. It always depends on the extent of the damage and the general condition of the tire.

Expert assessment is key

"The most important thing when repairing a tire is not the procedure itself, but the expert assessment of whether the damage can be repaired at all. This is a complex issue and should be left to trained service personnel," emphasizes Koh.

In order to assess whether a tire is suitable for repair, it is prescribed that it must be removed from the rim. Only then can an expert thoroughly inspect the tire and the interior, including the sidewalls, to determine whether they are undamaged.

"From a technical point of view, tire repair is no longer a mystery today," says Koh, but he still advises drivers not to try it themselves.

In addition to professional knowledge and experience, technical equipment is also required, which not every workshop has.

Mistakes that make it impossible to repair...Those who want to preserve the possibility of repairing a tire should avoid making these mistakes. “If, for example, you pour sealant into a tire to seal a puncture from the inside, you can’t repair it later – the tire has to be replaced,” explains Koh. He adds that a flat tire should never be driven without pressure, even for short distances, as this can permanently damage the tire.

The best solution when a puncture occurs is to fit a spare or temporary tire immediately. This way, the damaged tire can be repaired later and its lifespan extended.

Repairing a flat tire is generally more profitable and cost-effective than replacing it, provided the damage is minor and located within the safe repairable zone. A typical repair cost is roughly $20-$30, whereas a new tire can cost upwards of $100. 

However, the decision depends on safety and the extent of the damage. Here is a breakdown of when to choose each option based on profitability and safety:

When repair is most profitable...Small punctures: A nail or screw in the center tread area (about 1/4 inch or smaller) can usually be repaired with a patch-plug combo, maintaining the tire’s longevity.

Good tread remaining: If the tire is relatively new, repairing it saves the cost of a new tire.

Free repair programs: Many tire shops offer free repair if you bought the tires from them, making it the most profitable option. 

When replacement is necessary (Less Profitable, Safer)

-Sidewall or shoulder damage: Punctures or cuts on the edge or sidewall cannot be safely repaired and require replacement.

-Run-Flat damage: If the tire was driven while totally flat, the inner lining may be destroyed, making repair impossible.

-Low tread depth: If the tread is already close to the limit (below 4/32 inch), it is better to replace the tire than to invest in repairing an old one.

-AWD vehicles: Some All-Wheel Drive vehicles require replacing all four tires if one is destroyed, making repair highly desirable if possible. 

-Key takeaway: Always have a professional inspect the flat tire. A "patch-plug" repair from the inside is preferred over a simple exterior plug for long-term safety. 

 

GENERAL DYNAMICS

General Dynamics-led team unveils self-driving truck with microwave counter-drone tech 

General Dynamics Land Systems, Epirus and Kodiak AI unveiled today a new mobile, autonomous vehicle for counter unmanned aerial system (UAS) missions, dubbed the Leonidas Autonomous Ground Vehicle (AGV). 

The prototype AGV shown here in Huntsville, Ala., consists of a commercial Ford F600 model truck tricked out with Kodiak’s autonomous driving software and Epirus’ Leonidas high-power microwave (HPM) c-UAS platform. GDLS serves as the lead systems integrator for the product, responsible for ensuring all the platforms work together. 

Andrew Brown, Epirus’ US Army growth lead, told Breaking Defense in an interview that the three companies teamed up to make the AGV after the Army’s former Rapid Capabilities Critical Technologies Office gave a “definitive direction” that it wanted a prototype of a mobile HMP solution. 

Brown said the companies hope to embed the product with the Army-led Joint Interagency Task Force (JIATF) 401, responsible for the Defense Department’s counter-drone efforts regarding homeland defense, as well as the broader Army. 

“We’re tight and close with the Army and the other services, but also JIATF 401,” Brown said. “So we see the AGV as part of that solution for defense and homeland security, both for military installations, but also can be used for airports, air bases, railheads, national infrastructure [and] critical infrastructure.” 

An appeal of the product, Brown said, is that it can take down drones without causing much surrounding damage and it is cheaper than exquisite interceptor systems. The option for unmanned navigation means soldiers can stay out of harm’s way, he said.

This isn’t Epirus’ first team-up with GD. In 2022, the big-time prime and Epirus rolled out the Leonidas Stryker, a mobile c-UAS system that (you guessed it) put Leonidas on a Stryker, and last October, the Leonidas Autonomous Robotic (AR), which put Leonidas on a robotic ground vehicle. 

Before we get ahead of ourselves, Leonidas AGV isn’t operational just yet. 

“This is an initial proof-of-concept prototype developed by the three companies on our own dime,” Epirus told Tectonic via email. “We’ll continue to mature the system and demonstrate it to potential customers in the coming months.”

“The integration took less than four months, which speaks to the agility of companies like Epirus and Kodiak and the systems integration expertise of GDLS,” the company added. “With their industry-leading autonomy stack and expanding defense business arm, [Kodiak was] the right partner at the right time to add to Epirus’ + GDLS’ long-standing partnership.

Looks like two things remain true in 2026: Autonomy is king, and the prime-startup love-fest is still in full swing.

Ray Moldovan, business development manager at GDLS, acknowledged that the AGV is in the prototyping phase at this point and has not yet been tested to take down drones while driving autonomously, but he said the team is hoping to conduct testing with JIATF 401 sometime this year, depending on the Army’s interest. 

“As a team here, we’re looking for that definitive signal from the Army customer to go. I think it’s akin to holding back race horses here, we’re ready to answer the call of the Army when it comes,” he said. 

Brown said that the first generation of the Epirus’ HPM system was used in the Indo-Pacific theater last year as part of the Army’s Balikatan exercise. The second generation recently completed testing in February with the Army, and the service owns two of those systems, he said. 

In regards to Kodiak’s autonomous driving solution, Chet Gryczan, the managing director of Kodiak Defense, said it allows the AGV to drive on terrain ranging from highways to off-road environments without endangering a driver.

Currently, Kodiak is on contract with the Marines to integrate its autonomous driving system into Joint Light Tactical Vehicles for the service’s Remotely Operated Ground Unit for Expeditionary Fires platform. The company also provides its autonomous system to the commercial market, Gryczan added. 

“The partnership here is really that this vehicle is delivering capability to the warfighter that’s, frankly, faster. We’re doing it faster and smarter and and really at a scale that we can kind of address the Army’s needs and what they’re asking for right now, where we see perhaps there’s a gap,” he said. “The fact that we’re leveraging a commercial platform and a commercial driver, and bringing Epirus’ Leonidas to this as well is a match made in heaven, so to speak.” 

In addition to making sure every aspect of the AGV fits together, GDLS is also in charge of modifying the commercial vehicles so they can receive the various sensors to connect with the autonomy, Moldovan told Breaking Defense. Though the current prototype uses a F600 truck, he said the system can work with any commercial truck.

Leonidas Autonomous Ground Vehicle (AGV), a mobile and fully autonomous system designed for defense and security missions.

Manufacturers: Developed through a partnership between General Dynamics Land Systems, Epirus, and Kodiak AI.

Defense technology: Integrates Epirus' high-power microwave platform, capable of neutralizing drones and unmanned aerial systems (C-UAS).

Autonomy: Utilizes the Kodiak Driver autonomous driving system, powered by artificial intelligence.

Application: Designed for critical point defense and internal security.

by Autonews

AUTONEWS

After 100,000 km, tests with 100% plant-based biodiesel indicate technical viability in Brazilian fleets

Partnership between EcoRodovias and Volkswagen Trucks and Buses registers availability exceeding 95% and reinforces B100 as an alternative for decarbonization in transportation; testing began with four trucks from Ecovias Noroeste Paulista, which are refueled on the SP-310 highway in Araraquara.

The milestone of 100,000 kilometers driven exclusively with B100 biodiesel in the operational fleet of the Ecovias Noroeste Paulista concessionaire provides concrete data for discussions on decarbonization of road transport in Brazil. The result, achieved in the first five months of the pilot project, conducted in partnership with Volkswagen Trucks and Buses, points to high vehicle performance and technical availability exceeding 95%, with no record of significant incidents. In other words, on average, vehicles were under maintenance for only 5% of the period, an indicator considered excellent for the sector.

The test involves four trucks used in activities such as towing and operational support for Ecovias Noroeste Paulista, a concessionaire that is part of the EcoRodovias group and operates on 600 kilometers in the interior of São Paulo state. The initiative continues a project started in 2025, when the companies announced the evaluation of 100% plant-based biodiesel as an alternative to fossil diesel under real-world driving conditions. In the case of serving highway users, B100 could be another solution in the pursuit of decarbonizing the sector.

The vehicles continue to be refueled by a fuel truck, with a tank installed at the User Service Center (SAU 2) base, located at kilometer 272 of the northbound lane (towards the interior of the state) of the Washington Luís Highway (SP-310), in Araraquara (SP), ensuring quality control and traceability of the fuel throughout the testing period.

The companies are continuing with the pilot project, which is expected to extend until August, completing 12 months of assisted operation. Experiments are being conducted on four vehicles from the manufacturer: a Meteor 29.530, configured as a tow truck; two Delivery 11.180s, also in tow truck versions; and a Constellation 17.190, used as a tanker truck, all used by the Ecovias Noroeste Paulista customer service teams.

In this initial phase, indicators such as performance, consumption, logistics costs, fuel quality, and fleet technical availability were monitored. According to the companies, the results confirm the technical and operational viability of B100, reinforcing its potential as a complementary solution in the sector's energy transition.

Produced from soybeans, B100 can reduce CO2 emissions by up to 90% compared to conventional diesel, according to data from the National Petroleum Agency (ANP), Abiove, and the Energy Research Company (EPE). Unlike technologies that require complete fleet replacement or charging infrastructure, as is the case with electric vehicles, biodiesel can be implemented with specific technical adaptations and dedicated supply logistics.

For Monica Jaén, Sustainability Director at EcoRodovias, this project reinforces the role of concessionaires in the climate agenda. “Reaching 100,000 kilometers with availability above 95% demonstrates that it is possible to reduce emissions immediately, while maintaining efficiency and operational safety. From this, we can begin to think about expanding the solution within the concessionaire itself and in other operations of the group,” she states.

The B100 test is part of the climate strategy defined in EcoRodovias' ESG 2030 Agenda, which aims for reductions of 25% by 2026 and 42% by 2030 in direct emissions from operations and emissions associated with energy purchased by the company.

From the manufacturer's side, the Vice President of Engineering at Volkswagen Trucks and Buses, Rodrigo Chaves, assesses the results positively. According to him, the data obtained so far indicate consistent performance, good operational stability, and mechanical reliability. "These results reinforce the potential of the B100 and contribute to building a technically and operationally viable path for its application in heavy transport," he states.

Volkswagen and Amaggi begin tests with B100...Volkswagen Trucks and Buses (VWCO) and Amaggi, a Brazilian grain and fiber producer, have begun testing pure biodiesel (B100) on roads in the Midwest and North of the country, the companies announced this Monday (March 16).

The companies will conduct the tests on a truck for 12 months, on the typical grain transport route used by the producer, which connects Sinop (MT) to Matupá (MT), and continues to Miritituba (PA).

The objective is to test, in heavy road operation, the behavior of soybean oil biodiesel manufactured by Amaggi. The information collected will guide future applications and operating practices with renewable fuels.

“As we advance in testing with 100% biodiesel, in partnership with Amaggi, we seek to validate an effective decarbonization route, improving the performance, efficiency, and operational reliability of our vehicles,” stated Rodrigo Chaves, Vice President of Engineering at VWCO.

Amaggi sees the use of biodiesel as both a business and sustainability strategy.

“We already use pure biodiesel in part of our fleet and now we will begin testing with a truck in partnership with VWCO. We expect the result of this test to be positive, given the strategic importance of replacing diesel with a renewable and less polluting fuel for Brazil's energy self-sufficiency,” said Claudinei Zenatti, Director of Logistics and Operations at Amaggi.

VWCO is already testing, in partnership with the Ecovias Noroeste Paulista concessionaire, the use of B100 in trucks. According to Volkswagen, the vehicles are showing high performance and technical availability exceeding 95%.

 Autonews and Mundoquatrorodas

TOYOTA

1HZ: The legendary 1990 Toyota engine that's still in production

In a world where engines shrink in displacement, gain turbochargers, hybrid systems, and increasingly complex filters, there's one engine that whistles to the side—like the song by Carlão, formerly of Da Weasel, sorry for the reference.

It's called the 1HZ, it's produced by Toyota, and it was born in the early 90s. It continues in production and is far from retirement. We're talking about a diesel engine, with six cylinders in line, 4.2 liters of displacement, naturally aspirated, cast iron block, mechanical injection, and a philosophy that prioritizes durability above all else.

In an era where terms like "planned obsolescence" or "artificial intelligence" mark everyday life, this engine doesn't care. It's doing well, it's doing well…

An engine built to last...This 1HZ diesel engine was launched in 1990 to equip the Toyota Land Cruiser 70 Series. It wasn't designed to impress with numbers, but to survive in conditions where technical assistance isn't just a quick click away via the My Toyota app. Eventually, it doesn't even exist.

It develops 130 hp and approximately 285 Nm of torque, depending on the specification and the market. Modest figures for a 4.2L engine. But the absence of a turbo, the high compression ratio, and the simplicity of the mechanical injection pump translate into remarkable tolerance for lower-quality fuel and basic maintenance.

The 1HZ engine does not meet European standards. Like it or not, sustainability is a concern for developed countries—that's why economic growth is so important; without it, there are no environmental policies.

Therefore, the natural market for this Toyota diesel engine is in regions of the world where structural reliability and ease of repair are the priority. In mining fleets, humanitarian organizations, or remote rural areas, mechanical predictability is worth more than absolute efficiency. It can even be a matter of life or death.

Toyota itself sells the Land Cruiser 70 Series in more modern versions in other markets with the 2.8 turbodiesel (1GD-FTV) engine producing 204 hp, compatible with modern environmental requirements. This engine reminds us that the planet doesn't all rotate at the same speed. There are places where progress is slower, and so are engines.

The Toyota 1HZ is a 4.2L, 6-cylinder in-line diesel engine, widely recognized for its extreme reliability and robustness, introduced in 1990. It is a naturally aspirated (non-turbocharged) engine with indirect injection, single overhead camshaft (SOHC), and 12 valves, designed for durability, with a cast iron block and cylinder head.

Application: Primarily used in the Toyota Land Cruiser 70 and 80/105 Series and the Toyota Coaster.

Reliability: Known as "indestructible," the 1HZ was designed to operate on low-quality fuel and be repaired with basic tools, making it popular for remote use.

Structure: Uses a rubber timing belt to drive the camshaft.

Versatility: Although naturally aspirated from the factory, it is common to install aftermarket turbo kits to increase torque.

Sometimes we like it that way. And speaking of slow and reliable cars…

AUTONEWS

Why the next lane moves 'faster' than yours in a traffic jam: the scientific explanation

You're stuck in a traffic jam, you look to your left and notice that the cars ahead are moving much more quickly. You decide to change lanes. As soon as you do, the lane you left seems to flow more freely, while yours gives the impression of being slower. Thousands and thousands of drivers experience this scene daily, especially in cities. Everyone arrives at their destination with the feeling of having spent a lot of time in the wrong lane. But the reality is quite different from what we imagine; it's quite distinct.

The key lies in how our brain perceives movement and progress. It seems a little strange, but don't worry, it's easy to understand: Canadian doctor Donald Redelmeier, along with statistician Robert Tibshirani, studied this phenomenon and discovered that, in most cases, this feeling of being in the slower lane is just an illusion. They analyzed real traffic and concluded that, objectively speaking, lanes tend to move at similar speeds. Even so, your perception as a driver tells a different story. Why?

The so-called "selection bias" also plays an important role. This means that we only notice the lanes that are moving faster at a given moment. But if there is another lane next to us that is moving more slowly, we don't even notice it, because it ceases to be a visual reference point. It's a kind of automatic filter that prevents us from realizing that we are not always the slowest.

It turns out that impatience also plays an important role. When changing lanes, you have a certain sense of control because you feel you are doing something to move forward (even if, in practice, the benefit is minimal or even nonexistent). This need for action drives you to make quick decisions from which you expect to obtain benefits. And if, in the end, this benefit does not materialize, or you do not perceive it as such, the persistent feeling is that, once again, you made the wrong choice.

In the few stretches of our highways with three lanes in each direction, the phenomenon intensifies, because the more lanes, the more comparisons the brain makes. And each of these comparisons reinforces the idea that there is always a better option than the one we choose.

Which lane is the fastest? The one you're not in…Math explains when the lane next to you is actually faster: it's a matter of probability. On a two-lane highway, you have a 50% chance of being in the faster lane—which means you also have a 50% chance of being in the slower lane.

On three-lane highways, the probability of being in the faster lane is one in three, or 33%. With four lanes, the chances of hitting the fast lane drop to 25%. And on five-lane highways, it drops to 20%.

But there's a variable in this calculation: when drivers in the slower lanes start changing lanes, they have to cut in front of another car, which will reduce its speed and start a ripple effect that will eventually stop the line. So, in addition to the fixed probability of being in the wrong lane, this probability varies with each car that decides to change lanes, which reduces the chances of you being in the fast lane to almost zero.

The other situation is when all lanes are truly slow, something that happens in narrowed lanes where drivers "zip" (take turns to pass through the bottleneck). Most of the time the speed of the lines is the same, but the line next to you seems to move faster simply because we are selfish. And that's not wrong or bad. It's just a natural perception explained by what psychology calls illusory correlation.

Illusory correlation is the assumption that there is a clear correlation between two items when, in fact, there isn't. It's something we do when we need/want to make decisions but have limited information.

That's why we think there's a correlation that doesn't exist, for example, thinking that the rain always decides to fall at the time we leave work/school/university. Obviously, it doesn't fall at 6 PM because you need to leave a covered and protected place, but because coincidentally the vapor condensed at 6 PM and returned to the ground as rain.

Similarly, when we are stuck in traffic and see the line next to us moving, our intuition relates the fact that our line is stopped to the most evident element in our environment: ourselves, our desire to arrive quickly, our wish to be moving.

This makes us notice more how many cars pass us in the moving line than how many cars we pass when our line is actually moving. And this also has a logical explanation: when we are stopped, we are the point of view. We see five, ten, fifteen cars passing by and, thinking about ourselves (our desire to arrive, our wish to be moving), we realize that we are standing still and falling behind.

The feeling that the lane next to you is moving faster in a traffic jam is often an optical and memory illusion, known as confirmation bias. The neighboring lane seems faster because you notice when it moves forward, but ignore when it stops, focusing only on your frustration at being stuck.

Point of View Illusion: When stopped, we perceive cars passing us more intensely.

Confirmation Bias: You only remember the times when you changed lanes and the old lane became faster, and not the times when changing was indifferent.

Momentary Effect: The next lane may move faster momentarily when a car changes lanes, but in the long term the average speed between lanes is usually the same.

"Zipper" Effect: Constantly changing lanes may, in some scenarios, be a little faster, but it is a risky maneuver and increases the risk of accidents.

In summary: in most cases, all lanes are moving (or stopping) at the same average speed, and changing lanes only increases stress and the risk of collisions.