Latest news with #EV
Daily Mirror
2 hours ago
- Health
- Daily Mirror
Scientists give mind-blowing explanation about people feeling car sick in EVs
Anticipating the movement of a vehicle is key to avoiding motion sickness, which is why drivers, who should always be able to see what is coming, are less likely to feel sick than passengers Researchers have provided an answer to a baffling phenomenon affecting swathes of electric vehicle (EV) drivers. Increasing numbers of motorists and passengers are experiencing motion sickness while travelling in EVs, sparking scientists to explore what's exactly making these zero-emission rides so stomach-churning. Social media is filled with anecdotes from passengers who have felt sick in the back seat of EVs, as well as questions from potential buyers put off by this potential puking problem. The scientific explanation is rooted in how our brains process motion cues. William Emond, a PhD student researching car sickness at the Université de Technologie de Belfort-Montbéliard in France, told the Guardian: "Greater sickness in EVs can be attributed to a lack of previous experience, as both a driver and as a passenger, where the brain lacks accuracy in estimating the motion forces because it relies on previous experience in other types of cars. "If we are accustomed to traveling in non-EVs, we are used to understanding the car's motion based on signals such as engine revs, engine vibrations, torque, etc. Yet, traveling in an EV for the first time is a new motion environment for the brain, which needs adaptation." So people who have spent most of their lives getting from A to B in internal combustion engine (ICE) vehicles are far more accustomed to anticipating acceleration and deceleration based on engine noise and vibration, cues that are largely absent in EVs. Research supports the idea that specific features of electric vehicles contribute to motion sickness. For example, a 2024 study carried out by the University of Wisconsin—Madison found strong correlations between the severity of motion sickness and the seat vibrations in electric vehicles. While research from 2020 published in ScienceDirect pointed to the lack of engine sound as a major factor causing people in EVs to feel car sick. The absence of these familiar cues leads to a sensory mismatch, where the signals from the eyes, inner ear and body don't align with what the brain is expecting. This is a well-known cause of motion sickness. Another factor is regenerative braking, a technology common in EVS that converts the car's kinetic energy into electricity during deceleration. This process results in low-frequency deceleration, meaning the vehicle slows down gradually and steadily rather than in quick pulses. Studies have shown that this type of braking is also linked to higher levels of motion sickness. A 2024 study published in the International Journal of Human–Computer Interaction concluded: "Our results confirmed that higher levels of RB [regenerative braking] can induce MS [motion sickness]." Anticipating the movement of a vehicle is key to avoiding motion sickness, which is why drivers, who should always be able to see what is coming, are less likely to feel sick than passengers. The lack of familiar cues in EVs means passengers, especially those in the back seat, are more likely to feel car sick. With EV ownership on the rise, researchers are exploring solutions to this 'sickening' situation. Some suggest that using visual signals, such as interactive screens and ambient lighting, as well as vibrational cues, could help passengers anticipate motion changes and reduce the likelihood of feeling sick in EVS.
Time of India
2 hours ago
- Automotive
- Time of India
Tata Motors launches QWD Harrier.ev at ₹28.99 lakh
Tata Motors, the country's largest electric four-wheeler manufacturer, has announced the introductory prices for its highly anticipated Quad Wheel Drive (QWD) variants. The QWD starts at ₹28.99 lakh, with bookings opening on July 2. 'The with its industry-first innovations is truly a breakthrough product,' said Vivek Srivatsa, Chief Commercial Officer of Tata Passenger Electric Mobility Ltd. 'With a starting price of ₹21.49 lakh for the range and a remarkable 627 km MIDC-certified range, the deletes traditional hurdles to EV adoption. It offers fast-charging capabilities of 250 km in just 15 minutes, and even comes with a lifetime warranty on its battery pack.' PersonaPrice (in ₹) (All prices are ex-showroom, pan-India)Adventure 6521.49 LakhAdventure S 6521.99 LakhFearless+ 6523.99 LakhFearless+ 7524.99 LakhEmpowered 7527.49 LakhEmpowered 7528.99 Lakh Features The features dual-motor technology that delivers a combined output of 396 PS and 504 Nm of torque—158 PS at the front and 238 PS at the rear. The SUV accelerates from 0 to 100 km/h in just 6.3 seconds and offers an array of drive options, including six terrain modes, Boost Mode, and Off-Road Assist. Certified with a 5-star Bharat NCAP rating , the sets new safety standards. It scored a perfect 32/32 in Adult Occupant Protection and 45/49 in Child Occupant Protection, making it India's safest all-wheel drive electric SUV. By delivering high performance and advanced features at a competitive price, Tata Motors aims to challenge conventional ICE-powered SUVs and redefine expectations from Indian EVs. With its bold design, unmatched capability, and advanced tech, the QWD looks set to become a benchmark in India's premium SUV market.
Indian Express
4 hours ago
- Politics
- Indian Express
Delhi CM flags off 105 DEVI e-buses; AAP protests vehicle's new ‘saffron' colour over ‘Hindu' sentiments
Delhi Chief Minister Rekha Gupta on Friday flagged off 105 new orange-coloured mini DEVI (Delhi EV Inter-connector) buses while also inaugurating a newly-constructed DTC bus depot at Narela's Sector A9. Addressing mediapersons, Gupta said, 'We had promised to modernise every bus depot and terminal in Delhi and construct new ones to ensure seamless, safe, and widespread transport access. Today's terminal and DEVI buses stand testimony to that commitment.' She claimed that the depot was completed in just 90 days, adding that it is reflective of the government's efficiency. Sharing key features of the new terminal, the CM said it is built on 4,000 sqm of land, includes parking for buses, a new pass section, staff and passenger canteens, medical facilities, clean toilets, RO water plant, pantry, and EV charging stations. Designed as a modern public transport hub, the bus depot has three dedicated bus bays and two high-tech sheds – 34 m and 40 m in length. Built at a cost of Rs 2.63 crore, the terminal will operate 75 buses on 9 major routes, most of which will be electric. These buses will connect areas like Old Delhi Railway Station, Mori Gate, Delhi Secretariat, Uttam Nagar, and border regions of the Capital. Gupta said the low-floor, AC, wheelchair-friendly buses are equipped with panic buttons, CCTV cameras, and real-time tracking features. At 9-m long, these e-buses are specially designed for last-mile connectivity. Delhi Transport Minister Pankaj Singh said the earlier DEVI buses were green in colour, and this is the first time an entire fleet of orange-coloured buses has been introduced. Taking a dig at AAP, the CM said, 'As per the CAG report, DTC currently suffers a loss of over Rs 65,000 crore – equivalent to 65% of Delhi's total budget… While Delhi once had 850 bus routes, the number was cut in half, while operating costs doubled. Massive scams occurred in ticketing and women's free travel due to a lack of transparent systems.' She also accused the previous government of irregularities in the installation of panic buttons, CCTVs, as well as in staff training and recruitment. She claimed that in the previous regime, routes were reduced, while per-kilometre costs were inflated and thousands of DTC employees were rendered jobless. 'The previous governments were more focused on profit than performance. For the first time, the Capital has a government that values work over money,' Gupta claimed. The AAP, meanwhile, citing the saffron colour of the DEVI buses, hit out at the BJP, accusing it of 'hurting Hindu sentiments'. AAP Delhi president Saurabh Bharadwaj said the move would desecrate faith, as buses stained with spit, paan, and vomit cannot be linked to religious symbols. Addressing the media, Bharadwaj said that public spaces are no place for such tokenism. 'If CM Rekha Gupta is so fond of saffron, she should wear saffron clothes every day; we would be happy. She can get all the walls of her office painted saffron, we have no objection. She can even paint all the rooms in her house saffron, and we won't mind.' 'All these DEVI buses were originally mohalla buses. The BJP first renamed them as 'DEVI' and is now going to change their colour to saffron. As a Hindu, I find this decision objectionable,' Bharadwaj said. He added that the buses should not have been renamed DEVI, considering that people board them wearing shoes and slippers.
Car and Driver
10 hours ago
- Automotive
- Car and Driver
Hyundai Ioniq 9 vs. Volkswagen ID.Buzz Tested: 3-Row EVs Compared
The EV landscape is starting to offer variety for buyers looking for a versatile three-row vehicle. Previously, only a select few EVs could seat more than five people, but now there's a raft of entries in a variety of forms. Look at these two new options, for instance: The Volkswagen is a retro yet modern take on the old Microbus, while the Hyundai Ioniq 9 is a futuristic-looking SUV that now serves as the flagship of the Korean automaker's electric subbrand. They couldn't really look more different from each other, but they're competitors nonetheless thanks to their price points, intended missions, and specifications. For this test, we matched up the top dual-motor versions of these electric family-mobiles. The Volkswagen's optional 4Motion all-wheel-drive setup produces 335 horsepower, while the Hyundai's most potent setup has 422 horsepower. They may be priced like luxury vehicles, with both coming in above $70,000, but they are also equipped like them. The Ioniq 9's fully loaded Calligraphy trim has power-operated second-row seats, multicolor ambient lighting, a head-up display, and a Bose premium audio system. The we tested was also in its top trim, called Pro S Plus. view exterior photos Michael Simari | Car and Driver view interior Photos Michael Simari | Car and Driver Interior and Exterior Both vehicles have distinctive design themes inside and out. The is instantly recognizable both as a van and as a throwback, with its two-tone paint scheme, slab-sided bodywork, and chunky wheel designs. The Ioniq 9, meanwhile, incorporates the same pixelated motif as the smaller Ioniq 5 and Ioniq 6 models, with little squares found everywhere from the headlights to the center console to the steering wheel. Its shape is almost wagon-like, and the odd-looking rear end has Volvo-style vertical taillights. Inside, it's tough to choose between the two in terms of build quality and materials. The Ioniq 9 is plush and straightforward in its approach, with soft leather and interestingly textured inserts in the dashboard. It has a familiar set of easy-to-use controls and navigable screens for the gauge cluster and central infotainment display. The Buzz, meanwhile, is more kitschy thanks to its colored panels and an interesting mix of plastic and rubber materials. We don't prefer its user interface, as the touch-sensitive buttons on the steering wheel and the sometimes confusing infotainment menus don't make it simple to operate the radio or the navigation system on the fly. view interior Photos Greg Pajo | Car and Driver view interior Photos Greg Pajo | Car and Driver It's immediately clear, however, that the feels far more spacious inside. It's a minivan, after all, and the second- and third-row seats are more accommodating for adults. Even the third-row seats have a reasonably upright seating position with plenty of headroom. The Ioniq 9's second-row seats are quite comfy and feature lounge-style extendable ottomans in the top Calligraphy trim, but the functionality of this feature is questionable, as there's really only enough room for kids to be able to stretch their legs with the footrests extended. The Ioniq 9 has the advantage in terms of ease of cargo adaptability. The second- and third-row seats fold flat at the push of a button, creating a relatively expansive load floor. While the might appear to be a cargo-carrying maven on paper, the configurability of the seats is clunky. To collapse the seats, which don't fold flat into the floor, you have to pull various straps. Behind the third row is a false cargo floor with bins underneath that creates a flush surface with the folded third-row seatbacks, which is a bit of a weird solution. view exterior photos Michael Simari | Car and Driver Powertrain and Performance If the words "dual-motor, all-wheel-drive powertrain" are starting to sound repetitive, then you've probably been reading a lot about EVs. Both the Ioniq 9 and the use this ubiquitous setup, although there are notable differences in their performance. Although both models come standard with lower-powered single-motor, rear-wheel-drive configurations, the Ioniq 9's top dual-motor configuration has 422 horsepower, far more than the 335 horsepower. Hyundai Ioniq 9 Calligraphy HIGHS: Comfortable and quiet ride, strong acceleration, good EPA range, fast charging. LOWS: Third-row space is compromised, interior is too similar to cheaper Ioniq models, weird styling isn't for everyone. VERDICT: The Ioniq 9 delivers a complete package, with the range, features, and performance to please most buyers. Both test vehicles weigh over 6000 pounds, with the coming in at 6174 pounds and the Ioniq 9 at 6034 pounds. That makes them considerably heavier than conventional gas-powered minivans and three-row SUVs, but their electric motors are still powerful enough to provide snappy acceleration. The Hyundai is the hot rod of the two, getting to 60 mph in 4.4 seconds and running the quarter-mile in 13.1 seconds at 104 mph. The meanwhile, got to 60 mph in 5.5 seconds and ran the quarter-mile in 14.2 seconds at 97 mph. view exterior photos Greg Pajo | Car and Driver Despite being more powerful, the Ioniq 9 also holds the edge in terms of range. The EPA rates the Ioniq 9 at 311 miles and the at 231 miles. The Buzz delivered just 190 miles of range on our real-world 75-mph highway test, and while we haven't yet tested the Ioniq 9's highway range, we expect it to easily beat the Volkswagen's. Driving Experience The Ioniq 9 provides a cushier ride. This vehicle is supremely smooth and floats over bumps, while the Volkswagen rides firmly and transmits a bit more road texture into the cabin. Both are quiet and comfortable on the highway, with the VW letting in a bit of extra wind noise because of its blunt front end. view interior Photos Greg Pajo | Car and Driver view interior Photos Greg Pajo | Car and Driver Though neither of these family-mobiles is intended to be sporty, they don't completely keel over when you take them on a twisty road. As you'd expect from such a tall, upright vehicle, the exhibits plenty of body roll and managed only 0.80 g on the skidpad compared with the Ioniq 9's 0.88 g. One editor commented that "the Buzz is best when you drive it like an old Microbus." The Hyundai is more planted and doesn't feel like as much of, well, a bus. But we like the VW's steering better, as it's a bit more communicative and better weighted compared with the Hyundai's numb, light-effort helm. Volkswagen 4Motion Pro S Plus HIGHS: Charming personality, tons of passenger space, pleasant driving experience. LOWS: Annoying screens and controls, lack of cargo configurability, unimpressive range. VERDICT: The is the emotional play, with tons of charisma, but its feature content and range performance don't measure up. While driving the Ioniq 9 feels much like driving a Hyundai Palisade, only quicker and quieter, the has an entirely distinctive feel unlike any other modern vehicle. The high seating position and the view out the expansive front windows will be delightful to some and off-putting for others, but we count ourselves in the former camp. It's altogether nostalgic and charming and will put a smile on your face. view interior Photos Michael Simari | Car and Driver view interior Photos Michael Simari | Car and Driver And the Winner Is . . . The Hyundai Ioniq 9 is the logical choice between the two, and it takes the win thanks to its superior performance, intuitive user interface, and overall competence. Yes, the Hyundai costs more, but it has far more features than the Volkswagen and delivers more driving range and faster charging. It's the vehicle we'd want to live with every day. The on the other hand, is the irrational choice, as it tugs on our heartstrings but just isn't quite well equipped enough, versatile enough, or technologically advanced enough to keep up with its newer three-row competitor. Michael Simari | Car and Driver Want to see these vehicles' specs side-by-side? Check out the Hyundai Ioniq 9 & Volkswagen on our new compare tool. Compare Cars Specifications 2026 Hyundai Ioniq 9 Performance Calligraphy Design Vehicle Type: front- and rear-motor, all-wheel-drive, 6-passenger, 4-door wagon PRICE Base/As Tested: $79,090/$79,570 Options: carpeted floor mats, $245; CCS to NACS charging adapter, $235 POWERTRAIN Front Motor: permanent-magnet synchronous AC, 211 hp Rear Motor: permanent-magnet synchronous AC, 215 hp Combined Power: 422 hp Combined Torque: 516 lb-ft Battery Pack: liquid-cooled lithium-ion, 110 kWh Onboard Charger: 11.0 kW Peak DC Fast-Charge Rate: 350 kW Transmissions, F/R: direct-drive CHASSIS Suspension, F/R: struts/multilink Brakes, F/R: 14.2-in vented disc/13.6-in vented disc Tires: Hankook Ion Evo AS SUV 285/45R-21 113V M+S Sound Absorber DIMENSIONS Wheelbase: 123.2 in Length: 199.2 in Width: 78.0 in Height: 70.5 in Passenger Volume, F/M/R: 58/61/37 ft3 Cargo Volume, Behind F/M/R: 87/47/22 ft3 Curb Weight: 6034 lb C/D TEST RESULTS 60 mph: 4.4 sec 100 mph: 12.0 sec 1/4-Mile: 13.1 sec @ 104 mph Results above omit 1-ft rollout of 0.3 sec. Rolling Start, 5–60 mph: 4.6 sec Top Gear, 30–50 mph: 2.3 sec Top Gear, 50–70 mph: 3.0 sec Top Speed (gov ltd): 129 mph Braking, 70–0 mph: 173 ft Roadholding, 300-ft Skidpad: 0.88 g C/D FUEL ECONOMY AND CHARGING Observed: 62 MPGe EPA FUEL ECONOMY Combined/City/Highway: 85/91/79 MPGe Range: 311 miles 2025 Volkswagen Pro S Plus 4Motion Vehicle Type: front- and rear-motor, all-wheel-drive, 6-passenger, 4-door van PRICE Base/As Tested: $69,545/$72,035 Options: panoramic glass roof, $1495; two-tone paint, $995 POWERTRAIN Front Motor: induction AC, 107 hp, 99 lb-ft Rear Motor: permanent-magnet synchronous AC, 282 hp, 413 lb-ft Combined Power: 335 hp Battery Pack: liquid-cooled lithium-ion, 86 kWh Onboard Charger: 11.0 kW Peak DC Fast-Charge Rate: 200 kW Transmissions, F/R: direct-drive CHASSIS Suspension, F/R: control arms/multilink Brakes, F/R: 15.0-in vented disc/13.0-in drum Tires: Continental ProContact TX10 F: HL235/50R-20 107T M+S + R: HL265/45R-20 111T M+S + DIMENSIONS Wheelbase: 131.1 in Length: 195.4 in Width: 78.1 in Height: 76.2 in Passenger Volume, F/M/R: 54/60/49 ft3 Cargo Volume, Behind F/M/R: 146/76/19 ft3 Curb Weight: 6174 lb C/D TEST RESULTS 60 mph: 5.5 sec 1/4-Mile: 14.2 sec @ 97 mph 100 mph: 16.3 sec Results above omit 1-ft rollout of 0.3 sec. Rolling Start, 5–60 mph: 5.4 sec Top Gear, 30–50 mph: 2.2 sec Top Gear, 50–70 mph: 3.3 sec Top Speed (gov ltd): 101 mph Braking, 70–0 mph: 174 ft Roadholding, 300-ft Skidpad: 0.80 g C/D FUEL ECONOMY AND CHARGING Observed: 78 MPGe 75-mph Highway Range: 190 mi EPA FUEL ECONOMY Combined/City/Highway: 80/87/74 MPGe Range: 231 mi C/D TESTING EXPLAINED Reviewed by Joey Capparella Deputy Editor, Rankings Content Despite being raised on a steady diet of base-model Hondas and Toyotas—or perhaps because of it—Joey Capparella nonetheless cultivated an obsession for the automotive industry throughout his childhood in Nashville, Tennessee. He found a way to write about cars for the school newspaper during his college years at Rice University, which eventually led him to move to Ann Arbor, Michigan, for his first professional auto-writing gig at Automobile Magazine. He has been part of the Car and Driver team since 2016 and now lives in New York City. Read full bio
Bloomberg
11 hours ago
- Business
- Bloomberg
Building Microgrids to Power AI Demand
Crusoe and Redwood Materials have teamed up to create North America's largest microgrid powered by large-scale solar and recycled EV batteries. Crusoe CEO Chase Lochmiller and Redwood's CEO JB Straubel discuss powering the AI revolution with Ed Ludlow on 'Bloomberg Tech.' (Source: Bloomberg)
