Enlarge (credit: Petmal / Getty Images )

As the world races to decarbonize everything from the electricity grid to industry, it faces particular problems with transportation—which alone is responsible for about a quarter of our planet’s energy-related greenhouse gas emissions . The fuels for transport need to be not just green, cheap, and powerful, but also lightweight and safe enough to be carried around.

Fossil fuels—mainly gasoline and diesel—have been extraordinarily effective at powering a diverse range of mobile machines. Since the Industrial Revolution, humanity has perfected the art of dredging these up, refining them, distributing them and combusting them in engines, creating a vast and hard-to-budge industry. Now we have to step away from fossil fuels , and the world is finding no one-size-fits-all replacement.

Each type of transportation has its own peculiarities—which is one reason we have different formulations of hydrocarbons today, from gasoline to diesel, bunker fuel to jet fuel. Cars need a convenient, lightweight power source; container ships need enough oomph to last months; planes absolutely need to be reliable and to work at subzero temperatures. As the fossil fuels are phased out, the transport fuel landscape is “getting more diverse,” says Timothy Lipman, co-director of the Transportation Sustainability Research Center at the University of California, Berkeley.

Enlarge / In the past, car companies engaged in "horsepower wars." Now it seems they're competing in a screen size war. (credit: Jonathan Gitlin)

It's important to try to approach a review car with an open mind, but I'll admit my preconceptions were stacked against the Lincoln Nautilus. It's on the larger end of the midsize SUV segment, bigger than I like them, and my last encounter with a Lincoln wasn't entirely positive. And then there's the whole giant screen. Not to be outdone by Cadillac and its 33-inch display, Nautilus has a 48-inch screen that stretches between the A pillars, which sounds like a recipe for distraction. And yet, this hybrid SUV won me over rapidly.

We tested the hybrid Nautilus, a $1,500 option for a model that starts at $50,415. The hybrid system combines a 2.0 L turbocharged four-cylinder direct-injection engine with an electric motor in parallel, sending torque to all four wheels via a continuously variable transmission. Total output is 310 hp (231 kW), with a maximum output of 300 hp (223 kW) from the internal combustion engine, or 134 hp (100 kW) from the electric motor.

It's quite efficient, too. The EPA rates the hybrid Nautilus at a combined 30 mpg (7.84 L/100 km), although a combination of 22-inch wheels and oppressive Washington, DC, summer temperatures meant that I averaged a little bit less than that.

Enlarge / The introduction of model year 2025 brings a retractable hard-top option for the McLaren Artura, plus a host of other upgrades. (credit: McLaren)

McLaren provided flights from Washington to Nice and accommodation so Ars could drive the Artura Spider. Ars does not accept paid editorial content.

MONACO—The idea of an "entry-level" supercar might sound like a contradiction in terms, but every car company's range has to start somewhere, and in McLaren's case, that's the Artura. When Ars first tested this mid-engined plug-in hybrid in 2022 , It was only available as a coupe. But for those who prefer things al fresco , the British automaker has now given you that option with the addition of the Artura Spider.

The Artura represented a step forward for McLaren. There's a brand-new carbon fiber chassis tub, an advanced electronic architecture (with a handful of domain controllers that replace the dozens of individual ECUs you might find in some of its other models), and a highly capable hybrid powertrain that combines a twin-turbo V6 gasoline engine with an axial flux electric motor.

More power, faster shifts

For model year 2025 and the launch of the $273,800 Spider version, the engineering team at McLaren have given it a spruce-up, despite only being a couple of years old. Overall power output has increased by 19 hp (14 kW) thanks to new engine maps for the V6, which now has a bit more surge from 4,000 rpm all the way to the 8,500 rpm redline. Our test car was fitted with the new sports exhaust, which isn't obnoxiously loud. It makes some interesting noises as you lift the throttle in the middle of the rev range, but like most turbo engines, it's not particularly mellifluous.

Enlarge / The Mod Easy Sidecar (credit: Mod Bikes )

As some Ars readers may recall, I reviewed The Maven Cargo e-bike earlier this year as a complete newb to e-bikes. For my second foray into the world of e-bikes, I took an entirely different path.

The stylish Maven was designed with utility in mind—it's safe, user-friendly, and practical for accomplishing all the daily transportation needs of a busy family. The second bike, the $4,299 Mod Easy Sidecar 3 , is on the other end of the spectrum. Just a cursory glance makes it clear: This bike is built for pure, head-turning fun.

The Mod Easy 3 is a retro-style Class 2 bike—complete with a sidecar that looks like it's straight out of Indiana Jones and the Last Crusade . Nailing this look wasn't the initial goal of Mod Bike founder Dor Korngold. In an interview with Ars, Korngold said the Mod Easy was the first bike he designed for himself. "It started with me wanting to have this classic cruiser," he said, but he didn't have a sketch or final design in mind at the outset. Instead, the design was based on what parts he had in his garage.

Enlarge (credit: Tenways)

I enjoyed riding the Tenways CGO800S far more once I stopped thinking of it as a bike, and more like the e-bike version of a reasonable four-door sedan.

It is a bike, to be sure. It has two wheels, handlebars, pedals, and a drivetrain between feet and rear cog. It's just not the kind of bike I'm used to. There are no gears to shift between, just a belt drive and five power modes. The ride is intentionally "Dutch-style" (from a Dutch company, no less), with a wide saddle and upright posture, and kept fairly smooth by suspension on the front fork. It ships with puncture-proof tires, sensible mud guards, and integrated lights. And its 350 W motor is just enough to make pedaling feel effortless, but you'll never quite feel like you're winning a race.

I also didn't feel like I was conquering the road when I was on the CGO800S so much as borrowing my aunt's car for an errand. The "Sky Blue" color helped cement the image of a modern-day Mercury Sable in my head. It's not meant for no-power riding, and its battery isn't a long-hauler, with a stated 53-mile range. It's comfortable, it's capable, and maybe we've long since reached the stage of the e-bike market where some bikes are just capital-F Fine, instead of them all being quirky experiments.

Enlarge (credit: Getty Images)

One of the major data brokers engaged in the deeply alienating practice of selling detailed driver behavior data to insurers has shut down that business.

Verisk , which had collected data from cars made by General Motors, Honda, and Hyundai, has stopped receiving that data, according to The Record , a news site run by security firm Recorded Future. According to a statement provided to Privacy4Cars , and reported by The Record, Verisk will no longer provide a "Driving Behavior Data History Report" to insurers.

Skeptics have long assumed that car companies had at least some plan to monetize the rich data regularly sent from cars back to their manufacturers, or telematics. But a concrete example of this was reported by The New York Times' Kashmir Hill , in which drivers of GM vehicles were finding insurance more expensive, or impossible to acquire, because of the kinds of reports sent along the chain from GM to data brokers to insurers. Those who requested their collected data from the brokers found details of every trip they took: times, distances, and every "hard acceleration" or "hard braking event," among other data points.

Enlarge / The cheapest version of Volvo's affordable EX30 is rear-wheel drive, but there's no reason to be afraid of that. (credit: Tim Stevens)

Volvo provided flights from Newark, New Jersey, to Sweden and accommodation so Ars could drive the EX30. Ars does not accept paid editorial content.

Rear-wheel drive cars long ago earned a reputation for being a bit of a nightmare to live with in snowy, icy conditions. That's partly why Volvo stopped making the things way back in the 1990s, so it was a surprise that the brand returned to rear-drive for its latest EVs, like its upcoming subcompact SUV, the EX30.

Why the throwback layout? Next-generation stability and traction-control systems, aided by the precise torque delivery of electric motors, allow for advanced modulation of power and braking that would have been impossible on those '90s icons. To see just how well Volvo's engineers succeeded at the task, I headed to northern Sweden to catch the tail of an Arctic winter and see whether this return to RWD was a success.

The driven wheel dilemma

Thanks to inertia, having the engine of a car drive the rear wheels actually provides the acceleration. When you accelerate, the car's mass effectively shifts rearward. That additional weight on the rear wheels gives them more grip—and gives you more speed.

Enlarge / After a 10-year gap, Lola is back developing an electric racecar, or at least the powertrain for one, as it will enter Formula E next season. (credit: Lola)

In 2022, we brought news that Lola, a once-famous racing company, was planning its renaissance . Lola never really cracked Formula 1, but it did have success in IndyCar and sports car racing with cars it designed and built from the 1960s until it ceased trading in 2012. Now, under new ownership, the company has been rebuilding its engineering facilities and expertise. And together with Yamaha as its technical partner, it has chosen Formula E for its official return to professional motorsport.

Formula E's dart-shaped electric single-seaters are getting a bit of an update before they start season 11 next year. We expect new bodywork, better tires, and perhaps the ability to use the front electric motor to send power to the wheels instead of just acting as regenerative brakes on the front axle, but those components are all spec parts, meaning every team has to use the same ones without modifying them.

That goes for the battery, too, but there is freedom when it comes to the 470 hp (350 kW) electric motor that powers the rear wheels. And then there's the software, without which the car won't go anywhere.

Enlarge / The Polestar 4 went on sale in China late last year, then in Europe and Australia in January. Now it's North America's turn. (credit: Jonathan Gitlin)

NEW YORK—On Wednesday, Polestar formally launched its next electric vehicle in the North American market at the New York International Auto Show. Until now, Polestar's range has been a little limited—there was the Polestar 1, a handsome if a little eccentric plug-in hybrid GT that went out of production after just 1,500 examples. And there's the Polestar 2 sedan, now available as a more efficient, more fun rear-wheel drive variant . But the brand has lacked that most popular of body styles, the SUV—until now.

"We have been obviously waiting for this year so much in order to really accelerate now. So the two cars coming are SUVs, [which] is, for us, key to really get into the dimension that we want to be," said Thomas Ingenlath, CEO of Polestar. "We have invested so much into the brand. We have so much invested into being in 25 countries. Of course we need now that kind of scale, a minimum of a three-car company to justify all of that," he said.

The latest addition is called the Polestar 4, which slightly confusingly slots between the smaller Polestar 2 sedan and larger, more expensive Polestar 3—the other SUV that joins the range this year . It has a clear family resemblance to its siblings, with similar front styling to the Polestar 3 and a fastback rear that calls back to the Polestar 2. The decision to ditch the rear windshield will no doubt be controversial—instead, the Polestar 4 uses a camera-based mirror that provides a wider-angle view of things behind the car than a normal passive mirror.