LAMBORGHINI

Does Lamborghini still see a future for its V12 engines?

Since the Revuelto's debut in 2023, Lamborghini has been promising to keep the V-12 around until 2030. The company wouldn't comment on what might happen after that, suggesting it didn't exactly know where regulations would take the brand. Now, though, Lamborghini insists the 12-cylinder will stay in production for even longer.

"The horizon for us is even more than 2030 now," says product line director Matteo Ortenzi. "It's part of the character of [the Revuelto], we like the responsiveness of the engine, it's a signature for us, so we don't want to change it."

Speaking with Motor1 at the reveal of the Fenomeno at The Quail, Ortenzi points to the Revuelto's hybrid system as the pathway to maintaining its 12-cylinder heart.

"This allows us to comply with the legislation, especially in CO2 and emissions, which would be difficult to comply with if we did not have this kind of technology," he said.

Despite Lamborghini's massive sales achievements in the US, the decision to double down on the V-12 was not influenced by the Trump administration's move to dismiss all penalties for emissions laws.

"For sure, we are keen to comply with every legislation, not just the US—I have in mind C6 in China," Ortenzi says. C6—also known as China VI—is the country's own set of emissions regulations. "So there are different kinds of legislation we have to comply with. We have one bullet that has to work worldwide, because we are a small producer. We have to be realistic."

The news of Lamborghini's recommitment to the V-12 comes alongside its move to scale back its ambitious EV plans. The Italian carmaker previously laid the groundwork to introduce its first purely electric car in 2028, before turning the Urus into an EV in 2029. Earlier this year, CEO Stephan Winkelmann walked back those plans, saying in separate interviews that the two cars could become plug-in hybrids instead.

Amidst the wave of electrification—and with the Sword of Damocles hanging over traditional combustion engines regarding the 2035 deadline—sports car brands like Lamborghini refuse to abandon a core part of their DNA: 12-cylinder engines.

This is evident, for instance, in their latest release, the Lamborghini Revuelto, which is equipped with a naturally aspirated 12-cylinder engine—assisted, of course, by three electric motors that allow the powertrain to exceed 1,000 hp.

Details about this new car were revealed by Lamborghini CEO Stephan Winkelmann, who shared some interesting insights into the future of these engines... a future that isn't as bleak as one might think. In fact, we will continue to see them under the hoods of Sant'Agata models for at least the next 10 years—or perhaps even longer.

"We have the V12 today, and we will have it in the near future. And when I say 'near,' I mean up to the middle of the next decade," the German executive stated.

We are dealing with at least 20 different emissions regulations across various global markets. Stephan Winkelmann, CEO of Lamborghini:

"The Revuelto SV complies with the Euro 7 standard, which will govern emissions control in the near term. Furthermore, we are talking about a global car... and we face at least 20 different emissions regulations across our markets, so manufacturers are working hard to ensure V12 engines can make it to the mid-2020s."

The ban on internal combustion engines in Europe will take effect in 2035...and that moment is crucial for what comes next: "We can't predict anything beyond 2035. But I believe that, even after that, European regulations will allow us to sell combustion-engine cars powered by biofuels. That will be a great opportunity for us to continue homologating cars like this one. In the rest of the world... I don't see any issues after 2035."

Will Lamborghini race at the Nürburgring again? The Revuelto SV arrived with a record under its belt... but, contrary to what one might imagine, not at the Nürburgring—the usual benchmark for measuring sports car performance.

Instead, Lamborghini chose to test its most extreme hypercar on a more conventional track, also in Germany: Hockenheim. There, with Italian driver Marco Mapelli at the wheel, it achieved a lap time of 1:41.6—the fastest time ever recorded by a production car on that circuit (a track less frequently used by manufacturers, it should be noted).

A return to the Green Hell...Lamborghini would likely return to the Green Hell, where it has achieved notable results. For instance, this model's predecessor, the Aventador SV, completed the lap in under 7 minutes, and the SVJ held the record for production sports cars for a time. Winkelmann, however, ruled out that possibility: "At the moment, our focus is on remaining at Hockenheim, due to availability and costs. Furthermore, it was our engineers' choice, and I generally place great importance on their opinion," he concluded. So... it seems we won't be seeing a Lamborghini at the Nürburgring anytime soon...

The future of Lamborghini seems clear, then: Electric assistance all-around, but purebred, high-revving internal combustion engines too.

Autonews

INFINITI

Infiniti Q45: More than a luxury sedan, it was a statement of intent

In the late 1980s, the Japanese automotive industry decided it no longer wanted to compete with European manufacturers solely on quality and reliability; it wanted to challenge them in the market's most sophisticated segment as well. It was against this backdrop that Infiniti—Nissan's new luxury division—was born, and its first major offering was the Q45, unveiled in November 1989 as a 1990 model. More than just a luxury sedan, it was a statement of intent. Nissan had set benchmarks using models like the BMW 7 Series and the Mercedes-Benz 560 SEL, yet it chose a distinctive path: rather than copying European luxury conventions, the Q45 emphasized technology, performance, and a minimalist interpretation of Japanese refinement.

Visually, the Q45 was almost startling for its time. Its clean design dispensed with the traditional front grille, while the cloisonné emblem on the car's nose was a direct nod to Japanese craftsmanship. The interior followed the same philosophy: there was no excess of wood trim, chrome, or traditional ornamentation. The aim was to convey sophistication through material quality, a quiet cabin, and technology. Infiniti even collaborated with the Italian firm Poltrona Frau on the interior's development. It was a bold approach, especially given the conservative nature of the large luxury sedans of that era.

However, it was under the hood that the Q45 truly revealed its personality. The sedan featured the sophisticated VH45DE engine—a 4.5-liter (4,494 cc) V8 with dual overhead cams and 32 valves, fed by multi-point electronic fuel injection. In its North American specification, it delivered 280 hp at 6,000 rpm and 396 Nm of torque at 4,000 rpm—impressive figures for a luxury sedan of that size. It featured a 4-speed automatic transmission and rear-wheel drive. Weighing in at around 1,790 kg, the Q45 delivered highly respectable performance: period tests recorded 0–96 km/h acceleration in approximately 6.7 seconds, making it clear that this was not merely a car designed to transport occupants in silence.

The chassis engineering also revealed Nissan's ambition. The Q45 employed a four-wheel independent multi-link suspension—a sophisticated solution derived from the internal "901" program, an initiative launched by Nissan with the goal of achieving the industry's best driving dynamics by 1990. The model also featured a viscous limited-slip rear differential and ventilated front disc brakes, and was available with the Super HICAS four-wheel steering system—a technology that had already become one of Nissan's specialties.

Then there was an even more extraordinary version: the Q45a, equipped with what was known as Hydraulic Active Suspension(video below). Using sensors and electronically controlled hydraulic actuators, the system sought to minimize body roll, dive, and pitch, anticipating by many years similar technologies that would only later become common in the luxury segment. Infiniti itself later highlighted the Q45 as the world's first production car equipped with hydraulic active suspension.

Measuring 5,070 mm in length, 1,830 mm in width, and 1,430 mm in height, with a wheelbase of 2,880 mm, the Q45 possessed a presence worthy of a true flagship. Yet, its personality differed significantly from that of a Mercedes-Benz or a Jaguar. The aim was not to flaunt wealth, but to demonstrate that Japanese engineering could produce a car as sophisticated as any European competitor. This philosophy also explained Infiniti's unique positioning: the Q45 was fast, technologically advanced, and extremely refined, yet deliberately understated. Interestingly, the very qualities that made the Q45 so special also hindered its commercial success. American luxury car buyers still expected certain visual symbols of status, and the absence of a traditional grille and conventional interior trim struck some consumers as odd. While the newly launched Lexus LS 400 adhered to a more familiar interpretation of luxury, the Infiniti embraced a far more experimental design language. Infiniti itself would later introduce a chrome grille and wood trim in subsequent updates—an indication that the market perhaps wasn't quite ready for the radical departure represented by the original Q45.

However, even without achieving the expected sales volumes, the 1990 Infiniti Q45 remains one of the most interesting Japanese cars of that era. It marked the moment Nissan decided to dive headfirst into the realm of large luxury sedans, bringing with it a sophisticated V8 engine, multi-link suspension, four-wheel steering, active suspension, and an aesthetic philosophy that favored understatement over ostentation. More than three decades later, the Q45 is still remembered for precisely that reason: it did not try to be a Japanese Mercedes or a Japanese BMW; it sought to show the world how Nissan envisioned the luxury car of the future.

 

by: Autonews

AUTONEWS

Many cars have a hidden feature that is a lifesaver on hot days, and drivers often don't know about it

A car that has been sitting in the summer sun for a few hours can turn into a real sauna. However, before you turn on the air conditioning, you can quickly cool the cabin with a simple trick - in many cars, all the windows can be lowered using a remote control, and many drivers don't even know about this feature.

The most common method is very simple. In many vehicles, it is enough to press and hold the unlock button on the remote control for a few seconds. Then all the electric windows will be lowered simultaneously, and in some models the sunroof will also open, writes Jutarnji.hr/Autoklub.

However, the procedure differs from manufacturer to manufacturer. For example, many Ford models use the "Global Opening" system; after unlocking the car, you press and hold the button again until the windows start to open. In some Honda models, the procedure requires you to press the unlock button once, then press and hold it again within ten seconds.

The main advantage is the rapid ventilation of the overheated passenger compartment. When a car is parked in the sun, the air temperature inside can significantly exceed the outside temperature. By rolling down all the windows before getting to the vehicle, most of that hot air escapes, making it much easier for the air conditioning to work after starting the car. Of course, the seats, dashboard and steering wheel remain hot, so this trick cannot replace air conditioning; however, it can make the first few minutes of driving much more pleasant.

An even more useful version allows you to close all the windows using the remote control. On many Ford models, for example, all you have to do is hold down the lock button. A number of Volkswagen Group models have also offered a similar function for years. However, closing the windows is not as common as opening them; for safety reasons, some manufacturers only allow the windows to be rolled down.

The fact that nothing happens when you hold down the button does not necessarily mean that the car does not have this feature. On some newer models, this feature must first be activated in the vehicle menu.

In the age of apps that can remotely turn on the air conditioning, this feature no longer seems revolutionary. However, it exists in many cars that are 10, 15 or more years old; it requires no app or internet connection, and it works in just a few seconds. So it's worth taking out your key and trying it out - maybe your car has had a very useful summer feature for years that you just didn't know about.

 

AUTONEWS

HydroGym trains, assesses AI for actively controlling fluid dynamics

A platform for training and comparing machine learning models for actively reducing drag, improving lift, cutting noise and managing heat has been launched by an international team including researchers at the University of Washington, University of Michigan Engineering, RWTH Aachen University and the Technical University of Munich.

“Fluid flows are central to several trillion-dollar industries, including energy, transportation, health and defense. An improved ability to understand and control these flows could have an immense economic and ecological impact, helping us to enable a better future,” said Steven Brunton, senior co-corresponding author of the study in Nature and the Boeing Professor in AI & Data-Driven Engineering within UW mechanical engineering. 

The large number of variables typically makes it impossible to directly calculate fluid behaviors in realistic scenarios. Now, the international team has built a platform focused on solving this problem through reinforcement learning, a form of machine learning that has already revolutionized fields like protein folding and nuclear fusion by training AI agents through interactions with their environments.

Proving ground for reinforcement learning controllers...By incorporating physics knowledge into the training of AI agents that actively modify fluid flows over surfaces, the new platform reduced the amount of trial-and-error needed to optimize reinforcement learning control strategies by as much as 65%. Called HydroGym, it also compares control strategies on a level playing field, helping identify the best available approaches for solving problems such as improving the efficiency of airplanes and wind turbines, making jet engines quieter and cooling supercomputers.

“I hope this helps move the field from individual demonstrations towards a more systematic and collaborative approach to discovering general principles for controlling complex flows,” said Christian Lagemann, first author of the study and former postdoctoral researcher at UW under Brunton, the HydroGym principal investigator.

“Instead of developing controllers for isolated flow problems with no common framework for comparison, we can now study how control strategies transfer across different geometric shapes and types of flow, or train in inexpensive surrogate environments and test in much more realistic scenarios.”

HydroGym focuses on training and testing active methods for controlling fluid flows, such as shape morphing, tiny flaps or spinning elements, or systems of jets that counter or redirect turbulence. Its development was primarily funded by the U.S. National Science Foundation and the Boeing Co., with additional funding from the University of Michigan and others.

From simple flows to realistic applications...In one demonstration, the team explored how a channel formed of two flat surfaces, peppered with holes like air hockey tables, could keep surface friction to a minimum. They trained a machine learning model to control the air entering and exiting the holes, disrupting the turbulent flows that increase friction while always keeping the incoming and outgoing air in balance.

The researchers then applied the controller to a much more complex scenario: a section of a simulated airplane wing. It reduced the surface friction across the wing by 38% and the overall drag by 11%, while training in a simpler scenario was 100 times faster and 10,000 times cheaper than training directly on the wing. 

Open cavity flow modeled in HydroGym, displaying rolling shear layers over the cavity and strong circular flows inside it. This environment tests reinforcement learning agents on stabilizing acoustic and pressure oscillations. Credit: Christian Lagemann, University of Washington

“One of the key findings is zero-shot transfer: in other words, learning in simple geometries to distill the key physics, and deploying the models in very complex geometries with very high control performance,” said Ricardo Vinuesa, co-corresponding author of the study and a U-M associate professor of aerospace engineering. 

He served as co-principal investigator of the HydroGym project with Wolfgang Schröder, professor of fluid mechanics at RWTH Aachen, and Nikolaus Adams, professor of aerodynamics and fluid mechanics at TUM.

The ability to apply the model to a new situation without additional training indicates the potential for progress toward a single model of fluid dynamics—one that captures enough physics to apply to different levels of turbulence, on any surface shape, and to liquid and gas flows or even a mixture of the two.

HydroGym is not restricted to models that run as one central “brain.” It can also train and test distributed control systems in which individual controllers manage regions of a surface while coordinating with their neighbors. This is important because on large surfaces, there is too much information for a centralized model to manage. A system of smaller controllers, trained through multi-agent reinforcement learning, takes advantage of the fact that though the flow may differ in time and space, it follows the same rules over the whole surface.

Rather than drawing from historical datasets for model training, HydroGym generates simulated datasets on the fly, enabling users to choose from multiple physics modeling strategies, including lattice Boltzmann, finite-volume, spectral-element and finite-element. Because several of these solvers—including JAX-Fluids—support automatic differentiation, they can be embedded directly into HydroGym’s training loop, opening the door to gradient-based and hybrid optimization strategies alongside standard reinforcement learning. 

Latest news and developments...The team prepared more than 60 testing environments—with various control strategies, surfaces and flows—in which HydroGym users can train their models and compare them against the competition. HydroGym’s code, documentation and full set of environments are freely available on GitHub, and the team is actively growing the platform together with the wider fluid-dynamics community.

University of Washington, University of Michigan Engineering, RWTH Aachen University and the Technical University of Munich

 

TOYOTA

New Toyota Hilux

The Toyota Hilux, one of the most famous and durable pickup models on the planet, has officially arrived on the Serbian market in its ninth generation. The model, which has been produced for more than seven decades and has sold over 27 million units worldwide, now brings a completely refreshed design, a modernized interior, advanced safety systems and, for the first time in history, a hybrid powertrain.

Despite numerous innovations, the Hilux has retained its key values ​​on which the myth was built - uncompromising quality, extreme durability and superior reliability. There are cars that change radically with each generation, and there are those that remain faithful to their original philosophy that made them a legend. The Toyota Hilux belongs to the latter group. The new model, which is now available to customers in Serbia, brings one of the greatest evolutions in its long history.

The biggest evolution in history...Engineers have managed to combine the recognizable robustness and extraordinary off-road capabilities with a significantly higher level of comfort, cutting-edge technology and smart electrification. The Japanese manufacturer proudly claims that before us is the same, indestructible Hilux, only more capable than ever before.

The new model was developed around Toyota's proven philosophy of quality, durability and reliability. At the same time, the ninth generation also brings a completely new design. The front is dominated by new narrow LED lights characteristic of sports cars, connected by a recognizable brand inscription, while the wide hexagonal radiator grille in body color further emphasizes the strong character of the vehicle, regardless of whether you are in the city center or in deep mud.

So nothing fundamentally different then? Not massively. The 2.8-litre 4cyl diesel engine with 48v mild hybrid assistance is your only option and like before it’s good for 201bhp at 3,400rpm and 369lb ft between 1,600 and 2,800rpm. Having said that, Toyota claims it’s marginally quieter and smoother than before, with fuel economy creeping up to 28.8-29.1mpg and CO2 falling slightly to 254-258g/km. No manual this time – it’s a six-speed auto only now.

It’ll accelerate from 0-62mph in 11.9 seconds, which is nearly three whole seconds slower than the electric one.

The new Hilux is equipped with a 2.8L direct-injection clean diesel engine (1GD-FTV). Paired with a six-speed automatic transmission (6 Super ECT), it achieves fuel efficiency and powerful acceleration during takeoff while also ensuring a quiet ride.

A part-time 4WD system has been adopted that allows the driving mode to be selected simply by operating the transfer case switch. It comes standard with Multi-Terrain Select and Multi-Terrain Monitor, ensuring excellent off-road performance across a wide range of road conditions.

The biggest change comes from the inside...It is available with a powerful 2.8L diesel engine enriched with hybrid 48V technology. This advanced system combines the proven diesel engine with an electric motor-generator, a 48V lithium-ion battery and a DC-DC converter. The powertrain delivers 204 horsepower and an impressive 500 Nm of torque. In practice, electrification brings significantly smoother and quieter starting, more refined start-stop system operation and smart regenerative braking that effectively returns kinetic energy during deceleration directly to the battery.

However, with the Hilux, electrification was never meant to mean a compromise in performance. The new hybrid retains permanent all-wheel drive, a top payload of more than one ton and an impressive ability to tow a trailer with brakes of up to 3,500 kilograms. For rough off-road driving, “Multi-Terrain Select” is responsible, a smart system that adapts the vehicle’s behavior to a wide variety of surfaces such as sand, mud, rocks, dust and deep snow. At the same time, the Hilux retains its rugged off-road capabilities with a ground clearance of 309 millimeters and the ability to pass through water up to 700 millimeters deep.

Although it has always been an absolute synonym for Spartan durability, the new model shows that robustness and high comfort are no longer opposing categories. The completely new interior is directly inspired by the design of the new Land Cruiser, bringing noticeably higher quality materials, significantly more storage space and a more modern digital cockpit. The driver has at his disposal a fully digital instrument panel of up to 12.3 inches and a central multimedia screen of the same size, while support for Apple CarPlay and Android Auto, wireless phone charging and seat heating have become the standard of luxury in a pickup. On the Serbian market, the new Hilux Hybrid 48V is available in four rich equipment levels – Comfort, City, Adventure and Invincible. 

Prices start at 54,900 euros (promotional price) for the entry-level Comfort equipment package. The very top of the range is the most luxurious Invincible version, for which domestic buyers have to set aside around 71,900 euros. The fully electric version costs from 73,900 euros.

Autonews

 

HONDA

Honda NX500 2026: a multi-purpose crossover

There is a growing demand for versatile motorcycles capable of meeting the increasingly diverse needs of their riders. This trend requires constant refinement to incorporate new technologies without compromising the defining characteristics that made the preceding models so successful.

The Honda NX 500 embodies this concept perfectly, introducing significant technical and stylistic advancements over the acclaimed CB 500X—a model that, since its launch over a decade ago, has earned widespread acclaim for combining versatility, mechanical reliability, and excellent performance.

A key feature is the 471cc, DOHC, eight-valve twin-cylinder engine—carried over from the CB 500X to the new NX 500 but retuned for improved performance. The chassis also underwent targeted refinements designed to enhance agility while preserving the bike's fundamental handling characteristics.

The decision to name the new model "NX" highlights its fresh identity, characterized by a more aggressive look, advanced technology, and a wide range of detailed improvements.

The Honda NX 500 reaches a new level of dynamic efficiency and features a design that reflects this evolution, yet it remains an ideal entry point into the Adventure segment, paving the way for new riders to step up to larger-displacement motorcycles.

Here is another motorcycle with a track record in the market: the NX500, launched in 2024 as the successor to the former CB500X.

The Japanese brand revived the "NX" designation to evoke the legendary Dominator, adopting a concept dubbed "New X-Over."

The technical foundation remained largely the same as the CBX, though with specific modifications across several areas. Honda managed to reduce the total weight by 3 kilograms, primarily thanks to new five-spoke alloy wheels, which shaved off 1.5 kg. They also fine-tuned the suspension, utilizing the well-known Showa components.

The 471cc twin-cylinder engine also remained mechanically unchanged, aside from the modifications required for Euro 5+ homologation. In terms of electronics, the NX500 took a significant step forward by adopting the HSTC traction control system, which could be deactivated via a dedicated handlebar button.

Furthermore, the Japanese giant incorporated a 5-inch TFT display featuring the Honda RoadSync connectivity system, paired with a new handlebar control.

Braking duties were handled by dual 296mm front discs with Nissin calipers. It is also worth noting that the innovative E-Clutch automatic clutch system is expected to be added in 2026.

In terms of dynamics, the Honda NX500 confirms the Japanese manufacturer's mastery in creating versatile, highly practical motorcycles. The twin-cylinder engine is a model of smoothness and refinement, offering a linear and predictable feel that leads most riders to describe it as "pure smoothness."

This engine stands out not only for its consistent power delivery across the entire rev range—as demonstrated by Dynojet measurements—but also for its excellent efficiency; With real-world fuel consumption of under 4 liters per 100 kilometers, the range easily exceeds 400 km, making it an excellent companion for long-distance adventures.

Once seated, the 825 mm seat is very accessible thanks to its narrow profile, allowing riders of various heights to reach the ground securely. The ergonomics are natural and relaxed, with the windscreen offering adequate aerodynamic protection on highways, although it may feel a bit narrow at shoulder height.

On the open road, the NX 500 feels much lighter than its 199 kg weight suggests, displaying enviable agility and exceptional maneuverability in city traffic and on winding roads. Much of this agility is due to the chassis design and the generous steering lock, which makes maneuvering in tight spaces and navigating traffic easy.

The Showa suspension has a slightly firm setup, providing stability and precision on paved roads, though it falls short on impact absorption when leaving the tarmac. However, considering the 19-inch front wheel and alloy rims, it is clear that the NX's off-road capabilities are geared more toward occasional use on light dirt trails.

In this off-road environment, the ability to disable traction control is welcome, but the option to do the same with the rear ABS is sorely missed. The brakes, for their part, offer firm and reliable stopping power that matches the bike's performance.

In short, the Honda NX 500 performs like an all-around machine: it is smooth and economical for daily use, stable and fun on back roads, and capable enough off-road that we don't have to turn back when our adventure takes us onto unpaved sections.

by: Autonews

 

AUTONEWS

Modern cars feature expensive equipment that few drivers use or appreciate

From safety systems designed to protect occupants during crashes to solutions aimed at preventing accidents—such as those protecting pedestrians and cyclists approaching from the front or rear, or preventing collisions with a car ahead that brakes suddenly while the driver is distracted—modern vehicles are packed with features that enhance comfort or save lives by reducing both the frequency and severity of accidents. However, many drivers choose not to use these systems to avoid being annoyed.

A study conducted by Censuswide surveyed 1,350 British drivers in the summer of 2026 to determine which safety and driver-assistance features they used regularly and which ones they disabled to avoid the discomfort of constant audible warnings, steering wheel vibrations, or visual alerts. Many drivers opt to turn off these warnings—even those with unquestionable utility, such as alerts for signs of drowsiness—thereby endangering both their passengers and oncoming traffic.

The study was commissioned by the Dick Lovett Group, one of the UK's largest automotive retail groups. It found that, despite driving vehicles equipped with adaptive cruise control, 25.9% of users prefer to switch it off. Furthermore, as many as 7% do not even know how to activate the system should they need it.

Highly useful systems—such as lane-centering technology that prevents accidents caused by inattention, or emergency braking that stops the car to avoid collisions when the driver is distracted—are not properly appreciated. This lack of appreciation explains why 18% of drivers disable the former and 21.3% deactivate the latter. Regarding systems like voice assistants—which are becoming increasingly functional and efficient—17.8% of users do not use them; meanwhile, 17.1% shun augmented reality head-up displays, and 7% do not know how they work or how to activate them. Even a clear comfort feature like massage seats—which are not standard equipment in 67.3% of vehicles—is used in only 22.4% of the cars actually equipped with them.

Among the most popular features, some of the simplest and least expensive solutions stand out: Bluetooth (for connecting mobile phones to the car) is considered essential by 58.3% of users, and 45.7% admit to regularly using rearview cameras. While 44.5% of respondents state they rely on navigation systems to reach their destinations, only 27.3% use driving modes—settings that can make the vehicle more comfortable and fuel-efficient in one mode, or sportier, faster, and more fuel-hungry in another.

The study concludes, therefore, that most drivers actually pay for features they neither appreciate nor use—sometimes because they do not understand how the systems work or how to turn them on. Furthermore, safety and driver-assistance systems are not valued by those behind the wheel, even though their lives—and the lives of their loved ones—might one day depend on them.