Latest news with #fuelEfficiency
Times
19-07-2025
- Automotive
- Times
VW Tayron review: seven seats and 600 miles on a single tank
Volkswagen's latest sports utility vehicle has lots of good points — spacious, practical and less ugly than its rivals — but no one is talking about it, possibly because it has the least memorable name in motoring history. The Tayron follows the Taigun, Taos, Tiguan, T-Roc, T-Cross and Touareg — all two-syllable names beginning with T and all easily confused. The industry joke is that VW's next two models will the Taser and the Toenail. What's behind this naming strategy no one at the company's group HQ seems able to say, but the Tayron deserves better because it's a seven-seater SUV that can go for up to 600 miles between fill-ups on just a 55-litre tank, an impressive rate of up to 50mpg. Automotive technology has progressed in leaps and bounds, and no more so than in cutting fuel consumption of bigger cars. And the Tayron is big — a veritable warehouse on wheels. If you've ever faced the problem that the stuff you stow in your boot to take on holiday mysteriously swells in volume and won't fit when it's time to return, the Tayron may be the answer. Collapsing the second and third rows of seats gives you nearly two cubic metres of storage — enough for a couple of washing machines or a decent-sized wardrobe. Even with all the seats in place there's as much luggage room as in a Mercedes A-class. Short of buying a van, it's hard to think of a vehicle that offers more boot for your buck. For its size it's reasonably inexpensive too, starting at £40,130 for the 'Life' trim. But there's a catch: £40,000 is the threshold for the government's 'expensive car supplement', or luxury car tax, which means it will cost you an extra £425 a year in vehicle excise duty for five years. Yet the Tayron is hardly the epitome of mink-lined opulence. It's actually a rather practical and down-to-earth family bus that's cheaper than the £45,218 average price of a new petrol car. The eTSI version is powered by an ingenious combination of 1.5-litre combustion engine and an electric motor that gives extra oomph when you're accelerating, then, when you're slowing down, it charges the car's battery. The energy recovery system is linked to the car's electronic brain and knows when you're approaching a junction or entering a lower speed limit. As you lift your foot off the accelerator it reduces your speed at a controlled rate, turning the car's momentum into electricity. It's an odd sensation at first, as though there are phantom feet on the pedals, but you can override it at any time by putting your foot back on the throttle. • Ford Puma Gen E review — Britain's bestselling car goes electric And here's the rub. Pressured by governments into lowering fuel consumption, carmakers have been inventive in coming up with new hybrid engine designs such as this to eke out the miles. In doing so they've become victims of their own success. More miles per gallon equals less fuel duty for Treasury coffers. So governments are imposing new taxes such as the luxury car tax to plug the gap. For a jumbo SUV, the Tayron is remarkably easy to drive around town, relentlessly cushioning speed bumps and potholes. It's also good on motorways, where at cruising speed it's silent, boring even, thanks to acoustic insulation and double-glazed glass. The only time it gets noisy is when you mash your foot into the floor mat getting up to speed on a motorway slip road. Then the 1.5-litre engine struggles even with electrical assistance. The Tayron's bad points are mainly to do with the shonky infotainment system. VW has been criticised by its own customers for a 'driver interface' that is distracting when you're trying to adjust settings on the move. The company says it's taken the complaints on board but it's still a faff to perform basic tasks such as turning on air recirculation when you get stuck behind a lorry belching fumes. To make things worse, the touch controls on the display try to anticipate your command, so you go to jab the screen and it's changed before your finger has made contact. The international safety organisation NCAP is pressuring manufacturers to bring back buttons and switches to encourage drivers to keep their eyes on the road. • Porsche Cayenne review — a family hybrid with oomph Another annoyance is the cheesily named 'mood' settings that turn up the ambient lighting and music volume. You can toggle through Lounge, Joy and Me. VW's target customers — parents with big families — are likely to wonder who exactly these were designed for. A mood called Stressed might be more appropriate. Then there's the Tayron name. A few times while I was testing the car people wandered over at petrol stations to ask what I was driving. After chatting a while, they'd try to recall the name and never could. 'It's the T'ai chi? Tie pin?' So, the Tayron. A good car, solidly put together and a faithful load-lugger. If you're no fan of big SUVs you won't like it. If you're an exhausted parent you may find it just the job. Don't worry if you can't recall the name — no one else can.
Car and Driver
07-07-2025
- Automotive
- Car and Driver
2026 Honda Civic Review, Pricing, and Specs
Specs See all specs Seating 5 Seats Cargo Capacity 15 Cubic Feet Powertrain Gas Drivetrain Front-Wheel Drive Limited Warranty 3 Years/36,000 Miles Overview The Honda Civic and Civic Hybrid are not only affordable but also smart-looking, agile, and nice to drive. The available powertrains—a 150-hp four-cylinder engine and a 200-hp hybrid setup—use fuel sparingly, and models equipped with electric assistance are quite quick. You can have either in sedan or hatchback form, and both body styles offer roomy cabins with lots of storage options and generous cargo holds. Many desirable driver aids come standard, too, though the base infotainment system is on the small side for the class. Expert Tip: Manual-transmission Civics still exist, though not in the regular car's lineup. You'll need to shop the Civic Si and Type R performance specials. What's New for 2026? The Civic sedan and hatchback carry over into 2026 with no notable changes. Pricing and Which One to Buy We'd choose the Civic Hybrid over the gas-only one, as the hybrid model is quicker, more powerful, and more fuel-efficient. Passenger volume doesn't differ between the body styles, but cargo volume does, and it's more generous in the hatchback. As for trim level, the Sport Hybrid gets our vote because it has everything you need, including heated front seats, dual-zone automatic climate control, and most driver aids. That said, moving up to the top Sport Touring Hybrid trim level is tempting; it gets you wireless smartphone-mirroring tech (versus wired) and a larger infotainment screen. Engine, Transmission, and Performance Engine: 150-hp 2.0-liter four-cylinder (nonhybrid); 200-hp 2.0-liter four-cylinder with two electric motors (hybrid) 150-hp 2.0-liter four-cylinder (nonhybrid); 200-hp 2.0-liter four-cylinder with two electric motors (hybrid) Transmission: continuously variable automatic (CVT) continuously variable automatic (CVT) Drivetrain: front-wheel drive Boasting a 150-hp 2.0-liter four-cylinder engine and a CVT, the front-drive-only nonhybrid model is the least powerful Civic, and it's not particularly quick. It nevertheless feels perky enough to keep up with urban traffic, thanks in part to the car's nimble handling and well-balanced ride. The Civic Hybrid, meanwhile, comes with an electrified powertrain that pairs a 2.0-liter four-cylinder with two electric motors for a combined 200 horsepower. (Honda uses a similar setup in the mid-size Accord Hybrid sedan and CR-V Hybrid compact crossover.) Like the gas-only engine, this powertrain sends torque exclusively to the front wheels via a CVT. In our test drive of a Civic Hybrid, we found it to be quick, smooth, and nearly as enjoyable as the sportier Civic Si. 0–60-MPH Times C/D 60-mph Tests: 6.2 seconds (hybrid sedan); 8.9 seconds (nonhybrid sedan) In Comparison: In our testing, the Civic Sport Touring Hybrid sedan delivered an impressive 60-mph time of 6.2 seconds. (For reference, the sportier Civic Si hits the mark in 6.6 seconds.) The nonhybrid is much slower, requiring 8.9 seconds to reach 60 mph at our test track. Most rivals can beat that. View Photos Honda Fuel Economy and Real-World MPG C/D 75-mph Highway Fuel-Economy Test : 47 mpg (hybrid sedan) 47 mpg (hybrid sedan) EPA City Ratings: 30-50 mpg 30-50 mpg EPA Highway Ratings: 38-47 mpg The EPA hasn't released fuel-economy information for the 2026 Honda Civic yet, but we don't expect anything to change from last year's model. In our real-world 75-mph highway fuel-economy test, a Civic Hybrid Sport Touring sedan returned 47 mpg, which is right in line with the car's EPA estimate: The 2025 hybrid sedan earns ratings of 50 mpg city and 47 mpg highway, while the nonhybrid model sees 32 mpg and 41 mpg, respectively. For more information about the Civic's fuel economy, visit the EPA's website. Interior, Comfort, and Cargo First Row: Both the sedan and hatchback models seat five. The cabin layout is straightforward, the design is clean, and the storage cubbies are amply sized. Passenger space in the front seats is generous, and the Civic's seats will be comfortable for a range of body shapes, although we'd love an adjustable lumbar support feature. Second Row: The rear bench is roomy enough to carry a pair of adults; three would be a squeeze. Cloth upholstery is standard on the Civic, but higher-end models come with leather. Cargo Capacity: Whether you choose a Civic with a trunklid or one with a liftgate, you should be able to fit a large grocery haul or a road trip's worth of suitcases behind the seats. We fit six carry-on suitcases in the sedan's trunk and 17 in total with the rear seats folded. The hatchback model held the same six cases in its trunk but managed to squeeze an extra carry-on inside with its rear seats folded down. View Photos Honda Infotainment and Connectivity Infotainment: 7.0-inch touchscreen (standard); 9.0-inch touchscreen (optional) 7.0-inch touchscreen (standard); 9.0-inch touchscreen (optional) Connectivity: Bluetooth, wired Apple CarPlay and Android Auto compatibility (standard), wireless Apple CarPlay and Android Auto compatibility (optional) Bluetooth, wired Apple CarPlay and Android Auto compatibility (standard), wireless Apple CarPlay and Android Auto compatibility (optional) Audio Systems: 4-speaker stereo (standard); 8-speaker stereo (optional); 12-speaker Bose stereo (optional) The Civic comes standard with a 7.0-inch touchscreen infotainment display, which supports wired Apple CarPlay and Android Auto smartphone mirroring, but a larger 9.0-inch unit with wireless connectivity is available on the Civic Hybrid, as is a 10.2-inch digital gauge display. Other options for the Civic Hybrid include in-dash navigation, a wireless smartphone charging pad, and a 12-speaker Bose stereo system. The entry-level sedan makes do with a four-speaker stereo system, but all other models have at least eight speakers. Safety and Driver-Assistance Features The Honda Civic is one of few vehicles in this class to come with standard adaptive cruise control. If blind-spot monitoring is a must-have, though, you can cross the base LX sedan off your list. Standard Safety Features: automated emergency braking, lane-keeping assist, adaptive cruise control automated emergency braking, lane-keeping assist, adaptive cruise control Optional Safety Features: blind-spot monitoring, rear-cross-traffic alert, front and rear parking sensors For information about the Civic's crash-test results, visit the National Highway Traffic Safety Administration (NHTSA) and Insurance Institute for Highway Safety (IIHS) websites. Warranty and Maintenance Coverage The Honda Civic has fairly typical warranty terms, but rivals such as the Hyundai Elantra and Kia K4 offer more comprehensive coverage. Limited Warranty: three years or 36,000 miles three years or 36,000 miles Powertrain Warranty: five years or 60,000 miles five years or 60,000 miles Hybrid-Component Warranty: eight years or 100,000 miles eight years or 100,000 miles Complimentary Maintenance: one year or 12,000 miles C/D Test Results and Specs Whenever a model debuts or sees significant revisions, we test it and publish the results. While the chart below may list data for an earlier model year, the numbers still apply to the current model, as it hasn't seen meaningful changes and doesn't warrant a new test. Specifications Specifications 2025 Honda Civic Sport Touring Hybrid Vehicle Type: front-engine, front-motor, front-wheel-drive, 5-passenger, 4-door sedan PRICE Base/As Tested: $32,845/$33,300 POWERTRAIN DOHC 16-valve 2.0-liter Atkinson-cycle inline-4, 141 hp, 134 lb-ft + AC motor, 181 hp, 232 lb-ft (combined output: 200 hp, 232 lb-ft; 1.1-kWh lithium-ion battery pack) Transmission: direct-drive CHASSIS Suspension, F/R: struts/multilink Brakes, F/R: 11.1-in vented disc/10.2-in disc Tires: Continental ProContact RX 235/40R-18 91W M+S DIMENSIONS Wheelbase: 107.7 in Length: 184.8 in Width: 70.9 in Height: 55.7 in Passenger Volume, F/R: 52/44 ft3 Trunk Volume: 15 ft3 Curb Weight: 3225 lb C/D TEST RESULTS 60 mph: 6.2 sec 1/4-Mile: 14.9 sec @ 92 mph 100 mph: 18.0 sec Results above omit 1-ft rollout of 0.3 sec. Rolling Start, 5–60 mph: 7.2 sec Top Gear, 30–50 mph: 3.4 sec Top Gear, 50–70 mph: 4.7 sec Top Speed (gov ltd): 114 mph Braking, 70–0 mph: 180 ft Roadholding, 300-ft Skidpad: 0.84 g C/D FUEL ECONOMY Observed: 38 mpg 75-mph Highway Driving: 47 mpg 75-mph Highway Range: 490 mi EPA FUEL ECONOMY Combined/City/Highway: 49/50/47 mpg C/D TESTING EXPLAINED More Features and Specs
Auto Blog
06-07-2025
- Automotive
- Auto Blog
Amazon is selling a ‘high-quality' $15 tire pressure gauge for $8, and shoppers say it's ‘extraordinarily accurate'
By signing up I agree to the Terms of Use and acknowledge that I have read the Privacy Policy . You may unsubscribe from email communication at anytime. Autoblog aims to feature only the best products and services. If you buy something via one of our links, we may earn a commission. Keeping your tires properly inflated is one of the simplest ways to improve fuel efficiency, extend tread life, and make sure your vehicle is as safe as possible. Yet most drivers overlook it until a warning light comes on or a tire starts to wear unevenly, or worse, blows out entirely. A good tire pressure gauge takes the guesswork out of the equation and gives you accurate readings anytime you need them. The Etenwolf T300 Digital Tire Pressure Gauge is a smart addition to any glove box or garage. It's compact, affordable, and tough enough to handle real-world use, making it a practical tool for everyday drivers and gearheads alike. Etenwolf T300 Digital Tire Pressure Gauge, $8 (was $15) at Amazon This digital gauge is calibrated to professional-grade standards with a margin of error of just one PSI, even in extreme pressure ranges from 3 to 200 PSI. Whether you're checking tires on a sedan or a heavy-duty truck, the readings are accurate, even in freezing cold or sweltering heat, thanks to its internal thermal-compensated AI chip. The LED light makes it easy to use at night or in low-light conditions, and the auto shut-off function helps save battery life. It runs on AAA batteries so it's easy to keep it going, and the housing is so rugged that the manufacturer claims it can survive being run over by a car without missing a beat. Buyers seem to love just about everything about this gauge, with one calling it 'accurate, easy to use, and built to last,' while another said it's 'the best tire pressure gauge that I have used.' Others praised its durability and compact design, calling it 'rugged' and 'a must-have tool' for anyone who owns a car. Arguably its best feature, according to many reviewers, is just how precise it is. Comments like 'extraordinarily accurate' and 'what really sets this gauge apart is its accuracy' highlight its ability to provide true pressure readings consistently. This bestselling garage essential is only going to be 47% off for a limited time, so act fast and head over to Amazon so you can snag the Etenwolf Digital Tire Pressure Gauge for just $8 before the price nearly doubles again. About the Author Andrew Koopman View Profile
Yahoo
06-07-2025
- Automotive
- Yahoo
This Hybrid Sedan Doesn't Turn Heads, but It Goes the Distance
Hybrid cars are having a moment—and it's easy to see why. They're fuel-efficient, low-maintenance, and offer a great stepping stone to full EV life without giving up gas entirely. The catch? Sticker shock. But that's where used hybrids shine: you get a lower entry price, strong long-term value, and a track record you can actually check. If you're after one that'll go the distance without drama, start with Toyota. One midsize sedan in particular has built a reputation for rock-solid reliability, a no-fuss hybrid system, and the kind of dependability you'll be thankful for year after year. To give you the most up-to-date and accurate information possible, the data used to compile this article was sourced from Toyota and other authoritative sources, including Edmunds, the EPA, IIHS, Kelley Blue Book, and the NHTSA. The 2020 Toyota Camry Hybrid isn't just efficient—it's quietly one of the most fuel-savvy sedans of its year. Especially in the LE trim, which pulls off an impressive 51 MPG city and 53 MPG on the highway. That adds up to a whopping 686 miles on a single tank. With a 13.2-gallon capacity, you could drive from L.A. to San Francisco and back, without refueling. According to the EPA, that kind of efficiency could save you around $3,750 in fuel over five years. And at just $1.54 per 25 miles, it keeps your wallet as calm as your commute. The other Camry Hybrid trims aren't far behind in the fuel-sipping game. They return up to 47 MPG on the highway, with a still-impressive 607-mile range. Over five years, that could save you around $3,250 at the pump—plus, it only costs about $1.74 to drive every 25 miles. Not bad for a midsize sedan with real-world comfort. For comparison, the ultra-efficient Toyota Prius edges it out slightly with up to 57 MPG and a 644-mile range from a smaller tank. But if you want space and savings, the Camry still holds its ground. The car is virtually trouble-free (did have to replace front carpeting under warranty). 46 MPG around town, 50 MPG on the highway. If you're thinking about a Prius, the Camry Hybrid is a lot more car for only slightly more money. – 2020 Toyota Camry Hybrid Owner via Edmunds According to the EPA, the 2025 Toyota Camry Hybrid LE with front-wheel drive is now the most fuel-efficient of the bunch. It returns up to 53 MPG in the city and a claimed 663 miles of range from its 13-gallon tank. That kind of efficiency could save you around $4,000 in fuel over five years, with an estimated cost of $1.59 per 25 miles. Pretty impressive for a roomy midsize sedan. Opting for all-wheel drive dials things down just a notch—MPG drops slightly to 50 combined, and range dips to 650 miles. The fuel savings stay nearly identical, though the cost per 25 miles nudges up to $1.57. The front-wheel-drive SE, XLE, and XSE trims all hit the same solid numbers—48 MPG city, 47 highway, and a 611-mile range. That adds up to about $1,000 in fuel costs per year and $3,500 in savings over five years. Step up to all-wheel drive in the SE or XSE, and efficiency takes a slight dip to 46 MPG across the board with a still-respectable 598-mile range. You'll spend around $1.68 every 25 miles—not bad for the added traction. The least frugal of the lineup? That would be the all-wheel-drive XSE, but it's only a small drop. It clocks in at 44 MPG combined, covers 572 miles per tank, and still saves you about $3,250 over five years. According to Kelley Blue Book, a used 2020 Toyota Camry will set you back somewhere between $22,700 and $26,500, depending on the trim. Not bad for a well-rounded hybrid with a solid reputation. Edmunds' True Cost to Own calculator shows a LE model loses about $10,610 in value over five years. For a midsize hybrid sedan, that's a pretty solid number. Some pricier alternatives? They can drop more than that in just the first year. In 2020, the base Toyota Camry Hybrid LE cost $28,430. Fast-forward a few years, and it's holding its value better than most rivals in the segment. That kind of resale strength isn't just luck—it's backed by rock-solid reliability and low depreciation. The Camry Hybrid edges out the Honda Accord Hybrid and Hyundai Sonata Hybrid by a noticeable margin. The Camry Hybrid takes everything people already love about the Camry—comfort, space, and reliability—and adds seriously impressive fuel efficiency. It's perfect for drivers who want to go green without giving up the practical stuff. Thanks to Toyota's rock-solid reputation, the Camry Hybrid has become a go-to for families, commuters, and even fleet buyers who need a car they can count on. When gas prices spike, its strong MPG numbers make it even more appealing. Toyota didn't reinvent the wheel—they just made it more efficient. By building on decades of Camry success and refining its hybrid tech along the way, they've created a sedan that's smooth, dependable, and smartly electrified. If you're shopping for a used hybrid, the 2020 Toyota Camry Hybrid tops the list. It's one of the highest-rated gasoline-electric models you can get your hands on. Under the hood, it runs Toyota's well-proven hybrid tech—notably efficient, impressively smooth, and built with long-term ownership in mind. It's known for striking the right balance between dependability and day-to-day affordability. On Kelley Blue Book, it holds a solid 3.9 out of 5 overall from real-world owners. Ratings include 4.1 for reliability, 4.3 for styling, and 4.0 across the board for value, performance, and comfort—pretty impressive for a five-year-old sedan. It's all part of Toyota's bigger play: offer eco-friendly options that still feel familiar and durable. The result? A hybrid that fits right into American driveways—and stays there for years. Under the hood, the 2020 Toyota Camry Hybrid pairs a 2.5-liter four-cylinder engine with a permanent-magnet electric motor. Power goes to the front wheels through a smooth direct-drive eCVT system. Together, they deliver a combined 208 horsepower at 5,700 RPM—plenty for a confident, everyday drive. Toyota keeps the full torque figures under wraps, but the gas engine alone puts out 163 lb-ft. All that electric boost comes from a compact 1.0 kWh lithium-ion battery pack. It's tucked away and does its job quietly, just like the rest of the car. Toyota keeps official performance numbers under wraps, but reviewers show the front-wheel-drive Camry Hybrid hits 0-60 MPH in about eight seconds. It's quick enough for most daily drives. The top speed is capped at 115 MPH, keeping things safe and efficient. While this generation skips all-wheel drive, the latest hybrid models offer a dual-motor setup for those wanting extra grip.
Yahoo
04-07-2025
- Automotive
- Yahoo
The hyper-futuristic jet you'll soon be flying on
Some 101 years after the world's first 'blended-wing body' aircraft took flight (before promptly crashing back down to earth), a flurry of major manufacturers are designing planes in the unique aerodynamic style. This week, we gained a fresh look into how one of these planes might take shape. The aviation start-up Natilus has published rendered images of its blended-wing body aircraft, a design concept which would allow for more spacious, fuel-efficient and potentially cheaper flights. Natilus is a San Diego-based startup, co-founded in 2016 by aircraft design engineers Aleksey Matyushev and Anatoly Starikov. The mock-ups show a seating configuration that would see three aisles running through the plane, with futuristic booths allowing for in-flight video conferencing. Aviators have theorised over the potential for a blended-wing body (BWB) jet for more than a century. But in recent years, with a sharpened onus on lowering emissions, airline manufacturers including Airbus, Bombardier and Boeing – plus a suite of start-ups – have begun exploring options for blended-wing designs. In simple terms, a BWB aircraft has no clear dividing line between the main body and the wings, which are instead smoothly blended together. The result is an aerodynamic shape, which allows for a more fuel-efficient flight. The blended wing differs from the 'flying wing' – the design used for the B-2 Bomber – which sees an aircraft's entire payload within the wing structure. But they are similar, in that they are both tailless. The idea of the BWB was first dreamt up in the 1920s by Russian inventor Nicolas Woyevodsky. The result of his designs was the Westland Dreadnought, a single-engined fixed-winged monoplane. Only one was built, and it crashed on its maiden flight in Yeovil, Somerset, in May 1924, badly injuring the test pilot in the process. Other prototypes were developed in the decades that followed, including designs by Vincent Burnelli, British manufacturer Miles, and a long-range interceptor aircraft called the 'Moonbat'. The latter was designed for the US Air Force, but its production was cancelled after the prototype was destroyed by an engine fire. As the decades passed, the BWB design was sidelined in preference of the 'tube and wing' design which Boeing and Airbus have adopted. But now, with airlines under pressure to meet net zero targets by 2050, the fuel-efficient BWB aircraft is back on the table. Natilus is one of the smaller firms in the mix. Its Horizon aircraft will have a range of 3,500 nautical miles with a capacity of up to 196 passengers. This puts this particular BWB in a similar playing field to the Boeing 737-800, which has a capacity of 189 seats and a range of 2,500 to 3,850 nautical miles. But it is the other numbers that will catch the attention of prospective buyers. According to Natilus, the Horizon will reduce operating costs by 50 per cent, and the aircraft is 25 per cent lighter than conventional jets. Natilus says: 'Blended-wing bodyaircraft outperform traditional tube-and-wing aircraft in the areas of efficiency, performance, and environmental impact, resulting in improved fleet operations while protecting our planet for future generations.' At a configuration of 196 passengers, the Horizon would have space for 108 in economy class (at 31in pitch), 48 in economy-plus (34in) and 40 in first class (38in). Natilus renderings show the potential for 'video conference pods', while there are also plans for 'club seating' configurations which would allow groups to sit together during longer flights. Crucially for prospective buyers, Natilus says its planes are being designed in a way that they can use existing airport infrastructure, plus they will use the same engines as conventional aircraft. In a 2024 interview with CNN, co-founder Matyushev said the plan is for the Horizon to go into service in the early 2030s. It appears that another manufacturer might beat them to it. California-based startup JetZero has similar ambitions to Natilus. The firm has received the backing of United Airlines, which has pre-ordered 200 of its 250-passenger Z4 plane (which is, as yet, uncertified), which it hopes to launch by 2030. At this size, the aircraft would be bigger than the single-aisle Boeing 737 and Airbus A320, but smaller than their twin-aisle designs, allowing it to fill a vital gap in the market. The managing director of United Airlines's Venture has previously said the Z4's width would create a 'living room in the sky'. But it is not only focusing on producing commercial jets. JetZero received a further boost when the US Air Force put in a $235 million (£172 million) contract for a demonstrator aircraft. This, according to Frank Kendall, the US secretary of the air force, was all about 'maintaining our edge over China'. It could be that these military aircraft are developed first, paving the way for the commercial jets in the future. Other manufacturers are involved in the race. JetZero traces its origins to a Nasa-McDonnell Douglas project in the early 1990s, which culminated in a successful test-flight of a 17ft demonstrator in 1997 (the JetZero co-founder, Mark Page, led this project). Boeing went on to take on the designs after merging with McDonnell, creating the unmanned X-48B and X48-C aircraft, which were tested more than 100 times. But, ultimately, these were never put into service, as other research initiatives took precedence. Airbus has revealed plans for a BWB prototype called Maveric, showcased at a Singapore air show in 2020. While Bombardier is the first business jet manufacturer to explore the potential of the blended-wing design with its 'EcoJet' project. Despite Boeing pausing its plans, the blended-wing dream remains alive. Fuel efficiency is the chief reason. Blended-wing jets are considerably more efficient compared with tube-and-wing aircraft, because they can generate more lift at take-off and face less drag as they fly. This means the aircraft is cheaper to run and produces lower emissions. 'They do offer significant fuel savings over conventional aircraft, at least in theory, as they avoid all the common joints and fillets that create form drag, or the loss of energy from wind resistance,' says pilot Brian Smith, who flies for a British cargo airline and has previously flown with Ryanair, Emirates and Air2000 (later, First Choice). From a passenger point of view, there will be exciting bonuses. The interior would be wider and more spacious, given that the plane is not structured around a long, thin tube. This could allow for some game-changing configurations, impossible in a tubular design. Given that the wider cabin design allows for multiple aisles, the boarding and disembarkation process would likely be much quicker and more pleasant for passengers, too. By all accounts, BWB aircraft could be quieter than traditional jets. Because they are more aerodynamically efficient, they will be able to use smaller engines that generate less noise. The location of the engines above the fuselage would also shield passengers from excessive noise. Natilus estimates that its planes would be around 40 per cent quieter than tube-and-wing aircraft. And if, as Natilus suggests, the aircraft can run with 50 per cent lower operating costs, this could also allow airlines flying BWB aircraft to be priced more competitively than traditional tube-and-wing services. But there are, inevitably, some downfalls to the BWB design. Due to the plane's wider interior, fewer passengers will have a window seat. There are also concerns that evacuating a blended wing aircraft would be more difficult, given that there would be fewer exit doors available. Another challenge that BWB aircraft face is stability and control, due perhaps to the absence of a traditional tail. To counter this, designers may need to incorporate sophisticated flight control systems. There are also technical challenges around how to manage the pressurisation in a non-cylindrical fuselage. It is generally thought that the traditional tube-shaped design is better equipped to handle this. And last, but certainly not least, is the question of whether such a design would ever pass through regulators. Conventional tube-and-wing aircraft, produced by manufacturers such as Airbus and Boeing which have been building them for more than half a century, must meet strict requirements before they can fly. Sometimes, these checks are so rigorous that they can lead to delivery delays. With a unique design, and chequered 100-year history, it is safe to assume there would be significant regulatory hurdles facing BWB manufacturers before they can safely take flight. Brian Smith is optimistic that airlines could be flying BWB planes in the near future: 'If they can be scaled up and produced in large enough numbers, and prove at least as high a degree of safety as conventional types, then it is likely that they will gain serious attention from airlines, both passenger and cargo,' he says. 'They will certainly be heavily computerised, and may even be the vanguard of pilotless aircraft, but they would be interesting to fly, and no self-respecting pilot would turn down the opportunity to fly one. They'll come too late for me, alas, but I am sure I will see them fly commercially in my lifetime.' Broaden your horizons with award-winning British journalism. 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