AUTONEWS

Researchers establish minimum effective coating thickness for longer-lasting solid-state EV batteries

Researchers at Hanyang University have identified 2.5 nanometers as the minimum coating thickness required to effectively protect cathode materials in sulfide-based all-solid-state batteries—giving the field a quantitative lower bound it has been missing.

The study focused on lithium niobium oxide (LNO) coatings applied to NCM811 cathode powders via rotary powder atomic layer deposition. Sulfide-based solid electrolytes are chemically reactive at the cathode interface—they generate resistive degradation products on contact with cathode active materials, shortening cycle life. Thin LNO coatings act as a diffusion barrier, but the minimum thickness required to actually suppress those side reactions hadn’t been established.

The Hanyang team deposited LNO at three thicknesses—1.0 nm, 2.5 nm and 5.0 nm—using a supercycle ALD method that alternates lithium and niobium deposition with ozone for precise composition control. The resulting cells showed a clear trade-off. The 1.0 nm coating delivered the highest initial discharge capacity at 229 mAh g⁻¹, but cycle life ran 28% shorter than the 2.5 nm cells and interfacial resistance was 59% higher. Spectroscopic analysis confirmed that side reactions were effectively suppressed at 2.5 nm but not at 1.0 nm—the coating was simply too thin to prevent electrolyte contact. The 2.5 nm cells achieved 216 mAh g⁻¹ initial capacity; going to 5.0 nm dropped that further to 207 mAh g⁻¹ with no meaningful cycle life gain.

Against an uncoated cell, the 2.5 nm coating extended cycle life by 43% and cut interfacial resistance to less than half.

“Our results show that the minimum effective thickness of the LNO protective layer to suppress side reactions in sulfide-based ASSBs is 2.5 nm,” said Prof. Tae Joo Park, who led the research. “This provides a practical guideline for cathode–electrolyte interface optimization in next-generation solid-state batteries.”

Sulfide-based all-solid-state batteries (ASSBs), which use a solid electrolyte instead of a liquid one, are emerging as a promising way to overcome the safety and energy-density limitations of conventional lithium-ion batteries. However, a major obstacle to their practical use is the poor chemical compatibility at the interface between the cathode active materials (CAMs) and sulfide-based solid electrolytes.

Why ultra-thin coatings matter...One widely studied solution is to coat the surface of cathode materials with a thin protective layer. This layer can prevent direct contact between the cathode and the electrolyte, reducing harmful side reactions.

Previous studies have shown that precisely controlling the thickness of such protective layers below 5 nanometers (nm) is essential to maintain effective lithium-ion transport and interfacial stability. However, the minimum thickness required for the coating to work effectively has remained unclear.

To address this question, a research team led by Professor Tae Joo Park from the Department of Materials Science and Chemical Engineering at Hanyang University in South Korea systematically examined the minimum effective thickness of cathode protective layers required for sulfide-based ASSBs.

"Our study moves the field beyond the long-standing 'optimal thickness' concept by providing a quantitative basis for thickness-dependent interface design," explains Prof. Park.

How the protective layers were engineered...The researchers employed lithium niobium oxide (LNO) as a model protective layer in the study. Using a rotary-type powder atomic layer deposition (ALD) system, they deposited LNO protective layers with controlled thicknesses onto NCM811 powders, a widely used CAM for sulfide-based ASSBs.

To precisely control the composition and thickness of the layers, the team employed a supercycle method, where lithium and niobium were deposited in alternate cycles, along with ozone (O₃).

Using this technique, they fabricated torque-cell type ASSBs using NCM811 powders coated with LNO protective layers of 1.0 nm (LNO-1), 2.5 nm (LNO-2.5), and 5.0 nm (LNO-5) thicknesses.

The results show that 2.5 nanometers is the minimum thickness required for protective layers to effectively suppress side reactions in sulfide-based all-solid-state batteries. Credit: Professor Tae Joo Park, Hanyang University

What the performance tests revealed...Electrochemical performance analysis showed clear thickness-based trends. The LNO-1 cell exhibited the highest initial discharge capacity of 229 mAh g-1, compared to 216 mAh g⁻¹ for LNO-2.5 and 207 mAh g⁻¹ for LNO-5 nm, indicating a gradual decrease with increasing coating thickness.

On the other hand, the LNO-2.5 and LNO-5 cells showed an approximately 28% longer cycle life than that of the LNO-1 cell. In addition, the LNO-1 cell demonstrated a 59% higher interfacial resistance to ion transport compared to LNO-2.5 and LNO-5 cells.

In comparison, the bare cell showed a 43% shorter cycle life and about 145% higher interfacial resistance than the LNO-2.5 cell. Spectroscopic and microscopic studies further showed that interfacial side reactions were effectively suppressed only when the coating thickness reached at least 2.5 nm.

Design rule and future implications..."Our results show that the minimum effective thickness of the LNO protective layer to suppress side reactions in sulfide-based ASSBs is 2.5 nm," said Prof. Park. "This provides a practical guideline for cathode–electrolyte interface optimization in next-generation solid-state batteries."

This design guideline could enable more durable ASSBs for electric vehicles, potentially extending battery lifespan for longer driving ranges. The precise powder-ALD process shows promise for scalable manufacturing toward commercialization, despite remaining challenges in full gigafactory integration.

Overall, the study offers an important design rule that could help accelerate the development of longer-lasting, high-energy solid-state batteries.

Provided by Hanyang University

RENAULT

How does the Renault Clio E-TECH hybrid perform?

1990 was one of those era-defining years. Germany officially reunified after decades of division, Nelson Mandela was finally released from prison after 27 years, and music began to shift to a new generation of sounds that would define an entire decade. In addition, in Spain, an industrial transformation was underway that would eventually consolidate the automobile as one of the country's main economic engines. And it was precisely in this context that one of the most important cars in recent European history was born: the Renault Clio.

Thirty-six years have passed since the first generation, which had the mission of replacing the Renault 5, and since then, the Clio has survived practically everything. It has withstood economic crises, technological changes, emissions regulations, the SUV boom, and now electrification. While some historic names have disappeared along the way (like the Ford Fiesta) and others have evolved into something completely different (the Peugeot 205 gave way some time ago to the current Peugeot 208), the Clio has remained, adapting without losing its essence.

And perhaps that is precisely one of its greatest virtues: understanding what the European driver really expects from a small car. Because the Clio has never been the most radical, the sportiest, or the most technologically advanced in absolute terms. But, generation after generation, it has managed to maintain something much more difficult: balance.

That same balance is what Renault sought to reinforce with this sixth generation, especially in the 160 hp E-Tech Full Hybrid version that we had the opportunity to test. This variant probably represents better than any other the direction the model is taking: more refined, more efficient, more technologically advanced, and with a distinctly more mature feel.

Furthermore, the Clio has a special significance for Spain. For decades, it was part of the national industry, initially produced in Valladolid and later as one of the most important models for Renault's industrial ecosystem in the country. And although this new generation is produced in Bursa, Turkey, the Clio continues to be part of the recent history of the Spanish and European automotive industry, a distinction that few models in its segment can boast.

Although we already analyzed it at the time, it is worth revisiting the most representative characteristics of the model, among which the exterior design is clearly one of the key points. Because the new Clio has changed considerably more than it appears at first glance. Renault wanted to give it a more solid image, closer to higher segments, moving away somewhat from the youthful aesthetic that has historically characterized the model.

Although it is based on the same platform as its predecessor, it now measures 4.12 meters in length, is wider and adopts more robust proportions, especially at the front. The hood is longer, the front track has increased by 39 mm, and the new diamond-shaped LED light signature gives it a much more distinctive personality.

The result is a car that visually looks more stable on the road. More serious. More imposing. And that's probably exactly what Renault intended: for the Clio to stop being seen as a mere utility vehicle and become a viable alternative as a main car for many drivers, especially now that the Mégane has become electric.

A more mature car inside...This feeling extends directly to the interior, where Renault has clearly raised the perceived quality and technological experience. The dashboard is dominated by the OpenR Link system with two screens of up to 10 inches and integrated Google, something still uncommon in this segment. Google Maps, Assistant, and Play Store are part of the car's ecosystem, significantly reducing the need for a smartphone.

The interface is fast, intuitive, and much more pleasant to use than the multimedia systems of some conventional competitors. In addition, Renault has managed to ensure that the technology does not complicate daily use. There is still a certain physical logic to some of the controls, which is much appreciated.

The compact steering wheel, inherited from higher-end models like the Austral and Rafale, conveys a sporty feel and complements the low, comfortable driving position. There is also a clear improvement in materials, finish, and ambient lighting, especially in the higher trim levels. The Esprit Alpine version adds an extra touch of excitement with specific details, Alcantara, and sports car-inspired finishes. Renault understood that, even in a compact car, the feeling of quality is becoming increasingly important.

Hybrid mechanics: the best Clio to date...Let's analyze what, for me, is the star of this test: the new 160 hp E-Tech hybrid powertrain (and probably also the car's strong point). Renault has significantly improved the hybrid system compared to the previous 145 hp E-Tech. Now, it uses a new naturally aspirated 1.8 engine, combined with two electric motors and a 1.4 kWh battery. The result is 160 hp and a much more refined response.

The improvement is not limited to performance (it accelerates from 0 to 100 km/h in 8.3 seconds), but above all to the way the power is delivered. The system now works much more smoothly and naturally than before. The multi-mode gearbox still has a unique operation compared to other traditional hybrids, but Renault has significantly refined the transition between engines, making the overall experience much more enjoyable. Furthermore, the hybrid Clio achieves something very difficult: being fast when needed and efficient almost always.

However, if there is one thing that defines the 160 hp Clio E-Tech, it is precisely its balance. It doesn't try to be the sportiest, like some versions of the SEAT Ibiza, nor the most radical in design, like the Peugeot 208, nor the most obsessed with absolute efficiency, like the Toyota Yaris. What it does is combine practically everything in a reasonable way.

In the city, it moves with great ease thanks to its electric operation. In fact, Renault claims that it can operate in electric mode up to 80% of the time in urban environments and, although this depends a lot on traffic and driving style, it is true that the car spends a significant amount of time without the combustion engine being activated.

On the road, the behavior is surprisingly balanced. The suspension absorbs road irregularities very well, the sound insulation is remarkable, and the steering has a very natural feel. It doesn't convey pure sportiness, but it offers a lot of confidence and a sense of maturity for a B-segment car. In addition, the Smart mode automatically manages the different driving profiles and adapts the car's response quite effectively according to the pace and environment.

But perhaps the best part is fuel consumption. During the test, it was relatively easy to achieve around 5.5 l/100 km in real driving, a truly impressive figure for a 160 hp car with this level of performance. This is where the hybrid Clio truly stands out from traditional gasoline models.

In short, the Renault Clio could have disappeared years ago, like so many other historic names in European motoring. However, 36 years after its birth, it is still here because it has evolved without losing its essence. And this sixth generation probably represents better than ever what the Clio has always been: a balanced, practical, comfortable and incredibly easy-to-recommend car.

Compared to its direct rivals, the Clio E-Tech 160 may not have the dynamic charisma of the Ibiza, nor the hybrid fame of the Yaris, or the visual impact of the 208 (although I think it does now), but what it achieves is something probably more important: being the car that best balances all these aspects.

That's why it remains one of the last great survivors in the segment… and also because of its price. The range starts at €18,900 for the 115 hp petrol version, rises to €20,340 if you opt for the automatic transmission and reaches €23,270 for our hybrid, all with the Evolution trim. The most expensive Clio starts at €27,690 for the Esprit Alpine trim, which is exclusive to the full hybrid E-Tech 160.

by Autonews

AUTONEWS

In the EU, you can get a fine for just touching your phone while driving: Where are the strictest rules?

Using a mobile phone while driving has been one of the most common causes of driver distraction for years. That's why some European countries are going a step further with sanctions. It's no longer just about holding your phone in your hand. In some countries, even touching the screen while the device is in a holder is punishable.

The strictest rules currently apply in Spain, where authorities warn that drivers are not allowed to use their mobile phones even when they are stopped at traffic lights or in traffic jams.

According to the rules of the Spanish Directorate General of Transport (DGT), it is a crime to type, change music, use apps or otherwise manipulate your phone while driving. And not only while driving, but also when stopped at traffic lights or in traffic jams.

The fines for drivers who do not follow the rules are not small: 200 euros and six penalty points for holding a phone in your hand, 200 euros and three points for using a phone while it is in a holder.

Spain is not the only country to tighten its rules. A similar trend is visible throughout Europe.

In the UK, rules have been introduced since 2022 according to which a driver can be fined even for briefly touching his phone while driving or waiting at traffic lights. The fine is 200 pounds and six penalty points.

The Netherlands also uses special cameras that can detect the use of a mobile phone behind the wheel, while Italy and France have high fines and the possibility of temporary withdrawal of the driver's license for serious or repeated violations.

Although the rules are not identical in all European Union countries, the common message is that the focus is increasingly shifting to driver distraction, and not just holding the phone in his hand. In other words, even "just briefly checking a message" can lead to a fine.

According to data from European traffic institutions, using a mobile phone significantly increases the reaction time of drivers and increases the risk of accidents, which is why many countries are introducing stricter controls and automatic cameras to detect phone use.

All EU countries prohibit holding and touching a mobile phone while driving—even when stopped at traffic lights or stuck in slow traffic. The strictest rules and highest penalties for handling your phone are enforced in the following countries:

Italy: Italy imposes some of the heaviest fines, ranging from €422 up to €1,697. First-time offenders face automatic driver’s license suspension for 15 days to two months, which doubles for repeat offenses.

Great Britain (Non-EU, but notable in Europe): Fines can reach up to £1,000 (around €1,170) alongside a mandatory 6 penalty points on your license, which is enough to revoke the license for newly qualified drivers.

The Netherlands: Fines for hand-held phone use are officially €430 (plus administrative fees). The country also actively deploys automated, AI-powered traffic cameras ("focus cameras") designed specifically to catch and automatically fine drivers touching their phones.

France: Drivers face a flat €135 fine but, in certain regions (such as Landes and Lot-et-Garonne), authorities enforce immediate 6-month license suspensions on top of standard fines. France also completely bans wearing headphones or earphones while operating a vehicle.

What exactly counts as "touching" it?Almost all European authorities state that simply holding the phone, unlocking the screen, checking notifications, or changing a music playlist constitutes an offense. In many countries, even if your phone is mounted in a dashboard cradle, actively tapping the screen can still result in a ticket for not having proper control of the vehicle.

For details on the exact penalties and driving laws, you can check the European Commission's Road Safety Database or look up local regulations on platforms like the UK's GOV.UK Driving Guidelines.

TUNNING

Brabus Bodo

What happens when you follow your dream, your passion, your ambition – and you absolutely refuse to let anyone or anything stand in your way? This story begins with one person. With one man who saw possibility where others saw limits. That man was Bodo Buschmann. Today, his name is being honored by Brabus bringing his vision to life. And, of course, this creation can only bear one name: Bodo.

49 years after its founding in Bottrop in 1977, Brabus is finally presenting its first in-house production car: Bodo. A name that pays homage to its founder, Bodo Buschmann.

Built to honor a legacy much bigger than performance. This is a story of obsession. Of pressure. Of legacy. Of building something timeless. From the hand-crafted carbon fiber bodywork to the engineering behind the rear-wheel drive V12 platform.

A Grand Tourer with a 1,000 hp 5.2-liter V12 twin-turbo engine, capable of 360 km/h, which took Konstantin Busman and his team almost 10 years to develop.

This sophisticated powertrain produces a maximum performance of 735 kW/1,000 hp at 6,400 rpm, as well as a maximum torque of 1,200 Nm. From a standstill, the 2+2-seater accelerates to 100 km/h in just 3.0 seconds. Top speed is electronically limited to 360 km/h.

The bespoke body is entirely carbon fibre (black), slung over an aluminium chassis (probably painted black, though you can’t see it). Most of the interior is carbon fibre (black). The wheels are black. Some of the engine elements (airboxes and the front of the cam covers) are black carbon fibre, and have actual real gold freckles impregnated into the weave for no other reason than it looks cool, the kind of nonsensical detail that makes absolute sense. The interior is baby blue. Sorry, black. You get the idea.

The engine lives under the acreage of bonnet, stuffed so far back in the chassis that cylinder 11 looks as if it should warm your right knee, and consists of a 5.2-litre, twin-turbo V12 developing that headline 1,000hp and 885lb ft, providing a 0-62mph time in the low-threes for a car that weighs 1,910kg. Top speed is 224mph, enough to see off quite a few notionally faster supercars. And yet it’s a 2+2 (‘ish’, there’s not much human-sized room back there) with a boot, big, comfortable front seats and enough street presence to make the Batmobile look like a Cozy Coupe. An old-school, full-fat, rear-wheel drive V12 GT in a world that seems increasingly populated with low-calorie, efficient fast cars. There’s nothing wrong with an electrically-assisted V6 with big power, but a turbo V12 it ‘ain’t.

The Bodo isn’t a completely clean sheet, though. If some of the elements sound familiar, that’s because this car is the wayward son of an Aston Martin Vanquish - you can see it in the profile of the glass - re-worked from new. But the big Brabus gets a more menacing, squarer front end with a vented bonnet, the same tight windowline and an almost boat-tail rear that drops away to knee height. A rear that incorporates a pop-up spoiler in the almost 911-ish rear aero. But it’s the profile that’ll get you. It’s concept car exceptional, hunkered over 21in multi-spoke, dished Monoblocks with bespoke Continental tyres, reminiscent of the Mercedes Maybach Vision 6 (remember that?) or even the Maybach Excelero of 2005. Both leggy, low and slinky, outrageous concepts that have an almost gothic sense of occasion. A sense of theatre that the Bodo revels in.

Complementing its low, wide stance, the Bodo rides on 21-inch concave Brabus Monoblock Z-GT “Shadow Edition” forged wheels, equipped with high-performance Continental SportContact 7 Force tires in size 275/35 ZR 21, developed exclusively for the Brabus Bodo. On the rear axle, 325/30 ZR 21 tires ensure optimal grip for the rear wheels and outstanding lateral stability during fast cornering.

In pursuit of the goal of reaching a top speed of 360 km/h, the entire body is constructed from high-strength carbon fiber with a focus on aerodynamic efficiency. The front is defined by unique LED matrix headlights and a striking radiator grille with a total of 13 vertical slats. At higher speeds, the rear spoiler automatically extends in multiple stages and continuously adjusts its position to the aerodynamic requirements.

That feels like what we’re seeing here - Brabus seeding the idea of change. Brabus has gone from a small ‘tuner’ dealership incorporated in 1977 to a large, well-resourced outfit that does big business with OEMs like Smart, tuning, modifying and refining various marques, from Porsches to Range Rovers, as well as its mainstay of ‘Benz products. That varies from a 900bhp S-Class with minimal external warning signs (usually black, natch), to peach-coloured Rangies on 23s. The GTS Coupe and Bodo elevate that idea to the idea of a fully coachbuilt vehicle, which in turn might beget a fully independent project. Indeed, Brabus actually produces its own chassis for the off-road only Brabus Crawler, even if the drivetrain is sourced from a G63.

The Bodo is the current star, mind. Even though it sounds faintly ridiculous, a million euros for a car that is likely to only ever run to 77 units (in honour of Brabus’ birth year), that looks this spectacular and is based on the proven mechanicals of a not-inexpensive GT, isn’t actually that much. Especially for a car that comes with a cast-iron guarantee; wherever you turn up, jaws are going to drop.

In keeping with the “Piano Black” exterior finish, the cabin is upholstered in smooth black leather and contrasting black Nubuck leather, highlighted by a selection of carbon fiber elements.

The “77” logo placed below the rear window commemorates 1977, the year Bodo Buschmann founded Brabus.

Production is therefore limited to 77 units, with an annual production volume of between 10 and 15 vehicles.

Prices start at 1,152,800 euros...

Autonews

BMW

Vision BMW Alpina

A new chapter in the great journey begins – where every place you pass, every landscape, leaves its mark. The Vision BMW Alpina is presented.

Created as a unique car that embodies the pinnacle of performance and comfort. It combines extraordinary speed with effortless ease, inviting those behind the wheel to drive far, travel fast and seek the extraordinary.

Unveiled at the Concorso d’Eleganza Villa d’Este 2026, the Vision BMW Alpina signals a new chapter for the brand and represents the starting line for its journey into the future.

The Vision BMW Alpina is a design study that heralds a new era for a brand defined by extreme capabilities, sophistication and mastery of performance and comfort. It is a respectful interpretation of the brand’s heritage, shaped by cutting-edge creative instincts. At 5200 mm long, its presence is significant: wide, low and confident. The coupé roofline is long and sloping, its shape immediately signaling both speed and the ability to accommodate four adults in true comfort.

The V8 powertrain drives the experience, tuned to produce the characteristic notes of the Alpina exhaust system: rich and deep at low speed, sonorous at high revs.

This interplay between purity and opulence defines the BMW Alpina design approach. The front is defined by powerful volumes and a forward-leaning stance that promises speed without exaggeration. The “shark nose” – a signature that dates back to the Alpine B7 – reinterprets BMW’s kidney grille as a three-dimensional sculpture that spearheads the car’s shape and frames the brand emblem with quiet confidence. From this “shark nose”, the exterior is organized around a single visual axis: the speed line. Rising from the lower front corners at a six-degree angle, it extends along the side of the body and wraps around the rear – assertive enough to suggest movement, controlled enough to remain refined.

Subtle secondary details reward attention without demanding it. This principle of “Second Reading” permeates the entire Vision BMW Alpina.

The interior-facing surfaces have been treated with particular care, finished in a dark metallic tone. This approach is inspired by the BMW 507, which uses chrome only on the inside of its kidney grilles. The shark’s nose embodies the same sophistication: the interior surfaces feature finely scaled, distinctive Deco Line graphics, while a hidden, softly backlit rim reveals itself only when active.

A warm white hue characterizes the daytime running lights and follows the contours of the kidneys, inspired by the first light over the Bavarian Alps. Brightly illuminated crystals add precise emphasis within the slender headlights. The elliptical four-pipe exhaust system remains, as does the “ALPINA” lettering – reinterpreted as a machined, polished metal element on the lower front apron. The 22-inch front and 23-inch rear wheels feature the 20-spoke design that has been a constant at Alpine since 1971.

The cabin is generous in every sense: space, quality of materials and the care with which technology is integrated. Architectural volumes define the layout, with each element designed as a standalone form rather than absorbed into a homogeneous interior.

The six-speed line continues throughout the interior, dividing a darker upper segment and a lighter lower segment. The leather – sourced from manufacturers across the Alpine region – is paired with stitching inspired by Deco lines.

The craftsmanship details are restrained but well thought out: the stitching on the bridge inspired by the historic hand stitching of the steering wheel appears in blue and green, while a watchmaking-inspired technique has been used for the metal components, combining satin and polished finishes. Clear crystal is reserved for controls that shape the way the car drives, underlining the value that BMW Alpina places on the driving experience itself.

Behind the rear console, a glass water bottle sits alongside BMW Alpina crystal glasses. Each glass is engraved with 20 decorative lines and has a six-degree rim profile and is softly illuminated by the open-grain center console.

Alpina offers Comfort+, a setting beyond the standard BMW comfort calibration that provides a more supple, refined character, and that is retained here.

BMW Panoramic iDrive, including a new passenger display, envelops the dashboard with a digital user interface created specifically for BMW Alpina. Blue and green are introduced in a disciplined manner, intensifying as the driver switches from Comfort+ to Speed ​​​​mode within the BMW Panoramic Vision head-up display.

BMW Alpina became an exclusive brand within the BMW Group in 2026, bringing proven management and a clear responsibility: to understand what Alpina means to those who appreciate it and to respect it in what comes next. “BMW Alpina fills the gap in our portfolio between BMW and Rolls-Royce, as we see even greater potential in the high-end segment. With Alpina, we have a strong heritage and a global community on which we want to build, while preserving the essence of what the brand stands for – speed, comfort and sophistication,” says Oliver Willehner, Head of BMW Alpina.

Autonews

DOSSIER

AUTONEWS

ADAC: How dangerous is the smell of a new car?

The typical smell of a new car is insidious, as it is caused, among other things, by chemicals that evaporate after production, primarily from the plastic and glue used - literally dissolving in the air.

This process also releases substances that can be hazardous to health in certain concentrations. The German automobile club ADAC, in cooperation with the Fraunhofer Institute for Building Physics, investigated the concentration of pollutants in various vehicles and conducted a subjective assessment of the smell.

For the tests, four vehicles between 39 and 216 days old were tested in a climate-controlled measuring chamber. This chamber allows the emission of pollutants in the vehicle interior to be measured at different temperatures. Among the substances tested, total organic carbon dioxide (TVOC) is an important indicator for describing indoor air quality. TVOC include potentially harmful chemicals such as formaldehyde, benzene and xylene.

The newer the vehicle, the higher the concentration of pollutants in the interior. Although all the cars tested exceeded the reference value set by the German Federal Environment Agency (UBA) when TVOC values ​​were taken into account, none reached dangerous concentrations. In a Golf e-TSI, which was about a month old, the concentration of all hydrocarbons in the air was more than five times higher than in a vehicle of the same type that was 200 days old.

Measurements of a 116-day-old BYD Seal 6 Touring also yielded relatively high values. There is currently only a legally binding limit for formaldehyde – but even that will not come into force until 2027. In addition to the two models mentioned, a Hyundai Kona Hybrid (216 days old) and a Dacia Spring (92 days old) were also tested. All the vehicles tested were below the future limit in ambient mode – i.e. at 23 degrees Celsius.

However, when the vehicles were artificially heated, for example as if they were standing in the sun, the levels rose. The highest concentration was again measured in the new Golf. In all cases, switching on the ventilation system resulted in a significant reduction in the measured values. This is particularly important for new car buyers: if there is an unpleasant smell in the vehicle, airing it out before driving will noticeably reduce the pollutants in the air.

If an unusually strong smell persists after several weeks, buyers can file a written complaint with the dealer. The exact age of the vehicle can only be determined from the Certificate of Conformity (COC), as this document records the date of the final inspection at the factory. The vehicle registration document usually only shows the date of first registration. However, depending on how long the car has been in storage, this date can differ from the date of manufacture by several months.

New car smell...The new car smell is a scent that is commonly encountered in the interiors of new automobiles and other vehicles. The smell is caused by gases emitted from various manufactured materials, such as leather, plastics and textiles. Some people find the smell pleasant, which has led some automobile manufacturers to mimic the desired scents and utilize them to attract customers in show rooms. However, concerns have been raised about the potential health risks of the chemicals associated with new car smell. For example, a study in 2023 found that formaldehyde and acetaldehyde gases exceeded Chinese government safety standards in new car interiors, and researchers recommended that new car owners drive with windows open.

Chemical composition...Both the scent and its origins vary among different kinds of cars, depending on the materials found in the interior—for example, leather versus cloth seats. Typically, however, most of the interior of an automobile consists of plastic held together with a number of adhesives and sealers, and such materials are known to release volatile organic compounds via off-gassing. These fumes are generally attributed to mixtures of many different gases as well as plasticizers, (although DEHP, widely used in PVC, is not very volatile).

Researchers tested more than 200 U.S. vehicles of model years 2011–2012 for chemicals such as organobromine compounds (associated with brominated flame retardants, or BFRs), organochlorine compounds (e.g., polyvinyl chloride, or PVC), and heavy metals that off-gas from various parts such as the steering wheel, dashboard, armrests, and seats.

It is recommended to keep new cars well-ventilated while driving, especially during the summer. A 1995 analysis of the air from a new Lincoln Continental found over 50 volatile organic compounds, which were identified as coming from sources such as cleaning and lubricating compounds, paint, carpeting, leather and vinyl treatments, latex glue, and gasoline and exhaust fumes. An analysis two months after the initial one found a significant reduction in the chemicals. The researchers observed that the potential toxicity of many of these compounds could pose a danger to human health.

In a 2005 study, over sixty chemical compounds were identified inside the interiors of four tested vehicles, with the total volatile organic compound levels in one vehicle reaching 7,500 micrograms per cubic meter. Concentrations decayed by approximately 90% over a three-week period.

In some instances, the odor results from a manufacturing defect. According to official documents of Bentley Motors (BT26), an "obnoxious odor" in Bentley cars for model years 1999–2002 was traced to a rust inhibitor.[6] In some cultures, e.g. the Chinese culture, the new car smell is not considered desirable and manufacturers work to eliminate it.

Health hazards(CSIRO)...The chemicals responsible for new car smell may pose health risks to the occupants of new vehicles. A two-year study released in 2001 by the CSIRO in Australia found several health problems associated with these chemicals. CSIRO research scientist, Dr. Stephen Brown, reported anecdotal accounts of disorientation, headache, and irritation in some drivers of new cars. He measured pollutant levels in new cars that were sufficient to cause similar effects within minutes in controlled experiments by other researchers. Chemicals found in the cars included the carcinogen benzene, two other possible carcinogens cyclohexanone and styrene, and several other toxic chemicals.

A more recent study in Japan found that the volatile organic chemicals in a new minivan were over 35 times the health limit the day after its delivery. After four months, levels had fallen under the limit, but they increased again in the hot summer months, taking three years to permanently remain below the limit. The limits were set by the Japanese health ministry in response to more car owners suffering from sick building syndrome. A Daily Telegraph article on the study described the enjoyment of new car smell as "akin to glue-sniffing".

However, another study showed no toxicity from new car odors in lab grown cells. The odors did trigger an immune system reaction.

The most common side effects of the new car smell are headaches, sore throats, nausea, and drowsiness.

The smell of a new car is considered dangerous because it is a cocktail of toxic chemicals released by the vehicle's interior materials. While many people associate the scent with luxury, it is actually the result of a process called off-gassing, where volatile compounds evaporate into a small, enclosed space.

The Chemical Breakdown...The signature scent is made up of dozens of Volatile Organic Compounds (VOCs). These chemicals leak out from materials like plastics, polyurethane, synthetic fabrics, leather treatments, sealants, and heavy adhesives used during manufacturing.

The most hazardous chemicals commonly found in this mixture include(below):

Benzene: A known human carcinogen used in plastics and nylon, which can also cause immediate dizziness.

Formaldehyde: A highly toxic chemical used in molded parts and fabrics, linked to respiratory irritation and cancer.

Toluene: A solvent found in paints and glues known to impact the central nervous system.

Styrene: A compound used in synthetic resins and rubber that can cause neurological side effects.Health Risks

Health risks...A study by the Beijing Institute of Technology found that the combination of VOCs in a brand-new car can create an indoor environment that significantly exceeds safe national air quality limits.

Short-term effects: Exposure in an unventilated cabin can quickly trigger headaches, dizziness, nausea, sore throats, and allergic reactions.

Long-term risks: Research from institutions like the University of California, Riverside indicates that spending even 20 minutes a day in a high-VOC environment can significantly elevate long-term cancer risks and cause reproductive or developmental issues.

How to protect yourself...Fortunately, off-gassing naturally decreases over time, dropping roughly 20% each week after production. You can lower your exposure with a few simple steps(below):

Roll down the windows: For the first six months, drive with the windows cracked to flush out trapped gases.

Avoid the heat: Heat accelerates off-gassing. If your car has been sitting in the sun, open all the doors and let the cabin air out for a few minutes before stepping inside.

Use the "fresh air" setting: Keep your AC setting on fresh exterior air intake instead of recirculating the contaminated cabin air.If you are currently driving a brand-new vehicle, let me know how old it is and how much time you spend inside it daily. I can give you more specific advice on how to accelerate the air purification process.

Autonews

LADA

Lada Azimut: If it weren't for the war in Ukraine, this Russian SUV would have been available across Europe this year

Lada is trying to open a new chapter after years marked by sanctions and technological problems. The new Azimut brings a modern SUV look, richer equipment and the ambition to bring the Russian brand closer to the standards offered today by Dacia and similar European manufacturers.

Serial production of the Lada Azimut at AvtoVAZ's main plant in Tolyatti is set to begin in September, and the new model is expected to go on sale before the end of this year.

AvtoVAZ will be able to produce up to 70,000 of this crossover annually. This was announced by Sergei Chemezov, head of the state corporation Rostec (AvtoVAZ's largest shareholder), who expressed confidence that the new model will improve the image of the Russian automotive industry among consumers.

The Lada Azimut should cost less than 20 million rubles or around 20,000 euros in Russia, which is acceptable considering the vehicle's dimensions and equipment. The length is 4.42 m, the width is 1.84 m, the height is 1.61 m, and the wheelbase is 2.67 meters.

Due to the harsh winters, with heavy snow drifts, Russian cars usually have higher ground clearance than others. For sedans, it is an average of 17 cm, for Azimut it is almost 21 cm. 18-inch wheels are standard.

The quality of materials and manufacturing precision have been improved, and nanotechnologies have also been applied. The precision is on the order of 0.2 millimeters. The appearance is in line with current trends in the global automotive industry and is defined by diode light clusters and a general futuristic form.

The suspension is typical for the class of people's vehicles. The front has a McPherson suspension, the rear has a torsion beam. The Russian company Itelma supplies ABS and electronic stability control. Automatic braking and lane change control systems are also installed as standard.

In front, typical for this era, two screens with a diagonal of 10 inches are connected, both of which are made in Russia. As everyone knows, one is used to display the speedometer and tachometer, the other is a control and is touch-sensitive. Automatic air conditioning, a six-speaker audio system with voice commands are standard, and all devices are products of the Russian companies Zber and Navio. The list of additional equipment includes automatic dual-zone air conditioning, a panoramic roof, an automatic opening of the tailgate and cameras that record at an angle of 360 degrees.

Only gasoline and no electrification for now... At launch, the Azimut will only be offered with gasoline engines. Three options are planned: a 1.6 naturally aspirated engine with 120 hp, a 1.8 with 132 hp, and later, a 1.5 turbo with 150 hp. For the transmission, a six-speed manual gearbox, a CVT automatic, or a conventional automatic exclusively for the most powerful engine will be used.

The SUV uses an updated version of the Vesta platform, already in production since 2015 and revised in 2022. Ground clearance is 208 mm, sufficient to handle potholes and uneven surfaces without problems. The chassis has been revised in terms of rear suspension, and there are approximately 1,000 new or modified components compared to the original base.

The company's director Maksim Sokolov said that they chose atmospheric engines because maintenance is 50 percent cheaper than turbocharged engines. However, there is also a 1.5-liter turbo engine on offer, which develops 150 hp and 300 Nm, and in the basic model there is an atmospheric 1.6-liter engine that develops 122 hp and 154 Nm. The more powerful 1.8-liter version develops 132 hp and 178 Nm. All engines have four cylinders and are connected to a manual transmission with six gears.

Lada and Aurus are completely Russian products, unlike Moskvich and Volga. The Azimut model was designed by Nikiforov, Suslov, Suslayev and Glotov. The Russians have so far sold more than 200,000 Granta models annually on the local market, and with the Azimut they could eventually surpass those results.

Despite its off-road styling, the drive will initially be front-wheel drive only. Lada, however, speaks of "off-road capability" and an "all-terrain concept," leaving the door open for a future all-wheel drive version.

Autonews