BMW

New BMW iX3: The electric car that drives like a gasoline-powered car in the city and on a race track

The moment we stepped on the accelerator of the new BMW iX3, we understood: this electric SUV is in a category of its own. We tested it on winding roads, pushed it to the limit on the Ascari circuit, and even tried to find its sweet spot... but the car responded as if it weighed 500 kilos less.

We've already had the opportunity to see it in person and discover that the Neue Klasse of the 21st century (the new generation of BMWs) takes the form of an SUV instead of a sedan. Now it's time to get behind the wheel of the new BMW iX3. This car represents a turning point in the brand's strategy, just as the BMW 1500 did more than six decades ago, but with a strong emphasis on both electrification and sustainability.

A car that, as it has already demonstrated to us when stationary, draws attention, among other things, for its 4.75 meters in length, 1.92 meters in width, and 1.64 meters in height, in addition to a wheelbase of 2.89 meters. Its design also doesn't go unnoticed, and although the brand has opted for more discreet colors than Ocean Wave Metallic, such as Space Silver and Polarized Grey (both metallic), details like the vertical front grille with internal lighting, the 21-inch M Sport wheels, the retractable door handles activated by a button, and the prominent rear continue to attract attention.

Although it rivals the interior, which truly marks a turning point for the brand, especially in terms of material recycling and digitalization (without going into too much detail, since we analyzed it thoroughly), it's worth mentioning that the Panoramic iDrive system, which impressed us so much, doesn't negatively impact our driving experience. On the contrary, it enhances it. It's true that customizing it requires the vehicle to be stationary, as do many other functions integrated into the 17.9-inch central screen, but once automated, everything seems to work perfectly.

As for the steering wheel, our test vehicles were not equipped with the controversial "sports steering wheel" we saw earlier, but rather with the M steering wheel, which shifts the spokes from the 6 and 12 o'clock positions to the 8 and 4 o'clock positions, giving it a more conventional appearance. One aspect I found particularly noteworthy was the ergonomics and ease of use of the integrated controls.

Similarly, I had the opportunity to travel several kilometers in the rear seats and, although the space didn't surprise me, given the aforementioned wheelbase, the comfort of the seats did. Perhaps the slightly bent knee position might feel strange, but even on winding roads, the feeling of spaciousness was remarkable.

The same applies to the trunk, which has a capacity of 520 liters, with regular shapes, a low loading threshold, and is complemented by another front trunk (frunk) of 58 liters, very useful for storing charging cables.

After the necessary aesthetic and interior inspection, it's time to justify our trip to Sotogrande and get behind the wheel of the only version that BMW currently offers. This is the 50 xDrive, which will later be joined by other versions with reduced performance and range. As we explained earlier, it delivers 469 hp thanks to its two motors, one on each axle (it has all-wheel drive), reaching 0 to 100 km/h in 4.9 seconds and a top speed of 210 km/h. A more than respectable performance for a car that weighs a considerable 2.3 tons.

The weight is not excessively noticeable while driving, as the car proves to be quite agile both in acceleration and at high speeds. This is especially true when selecting Sport mode (for which BMW, incidentally, removed the physical controls from MyModes, requiring the use of the central screen). It is at this moment that the entire system works in unison, delivering all available performance, including an instant maximum torque of 645 Nm, which propels the vehicle forward.

But where this iX3 truly shines is in the curves, even more so than in a straight line. Again, the initial impression given by its size and weight might lead us to believe that it is a clumsy car; quite the contrary, its agility stands out once again. Its well-calibrated steering and adaptive suspension system, which perfectly filters out road imperfections, provide powerful grip, to the point where we wonder if it has rear-wheel steering (but it doesn't).

Maximum acceleration in Ascari...There are no corrections of any kind, and only when you want to drive in a slightly sportier way does a slight tendency to understeer appear. In a perhaps less positive aspect (although not negative, understand well), the brakes feel a bit spongy, but you get used to them over time. By the way, the system has adaptive regenerative braking, which is initially a bit uncomfortable (the response is quite abrupt when releasing the accelerator), but is particularly effective in urban environments.

Incidentally, although we tested many of these qualities on the open road, it was at the Ascari Circuit that the brand allowed us to explore its full potential. During three complete laps (the circuit is 5,425 meters long), we were able to confirm that it is an extremely agile car, and even perform two maneuvers: a grip exercise between cones and an emergency braking, where the brake pedal behaved like a real combustion engine. Our only minor disappointment was that, despite the official 0 to 100 km/h time of 4.9 seconds, on the track it seemed to need more time to gain speed.

It's clear that, during the test at the Ascari circuit, where the brand also presented its advanced remote and semi-autonomous parking system — in which the car can even avoid objects and pedestrians in its path — consumption was not one of our priorities. Back on the road, however, we decided to check the 15.1 kWh/100 km figure that BMW had invented, and, to be fair, we have to say it's almost there.

Because, at the end of the day, the average consumption was 17 kWh/100 km, which, under real conditions, would have allowed us to travel about 700 kilometers, which, although far from the 805 km homologated by the brand, is more than enough to eliminate any kind of concern.

However, during much of the journey, especially on mountain stretches, the energy consumption we observed was close to 24 kWh/100 km. It is true that this occurred at specific times, when the pace was higher and Sport mode was constantly active, but when returning to Comfort mode, consumption dropped to around 21 kWh/100 km.

One of the great advantages of the iX3 is that range ceases to be a problem, since, thanks to its 800-volt architecture, it supports charging up to 400 kW. This translates into a charging time of just 21 minutes to go from 10% to 80% and, more importantly, the recovery of 375 km of range in just 10 minutes, thus reducing the difference to combustion engines. This is also possible thanks to an advanced 108.7 kWh battery. And as an added bonus, it has bidirectional charging to power other devices (scooters, electric bikes, etc.) and can even serve as a power source for a home or even feed energy back into the electrical grid.

Change lanes...with your eyes...As a bonus, in addition to all its dynamic advantages, the new BMW iX3 offers an evolution in its safety systems, focusing on highway driving assistance and automatic lane changing. This is a feature we already knew from the 5 and 7 series, but in this new SUV it reaches a new level, being homologated according to the new UN-ECE R 171 standard, achieving the highest level of partially automated driving. This means not only that the driver can take their hands off the steering wheel for long periods at speeds of up to 130 km/h, remaining alert and ready to intervene if necessary; but also that, in addition to changing lanes automatically, the car can confirm this with a visual signal.

Yes, you read that right. Simply by turning your head from side to side, the car can change lanes to the left to overtake and to the right to return to its lane. We tested it and, to be honest, it worked exceptionally smoothly. The car detects the vehicle ahead and, after alerting you on the Head-up Display and the iDrive Panoramic screens, you just need to turn your head to confirm. If conditions are favorable, the vehicle overtakes smoothly and safely.

It's a feature that may seem useless at first glance, but it combines with the ability to keep your hands off the steering wheel for extended periods, something we also experienced while driving at 120 km/h on the highway. In urban areas, the system helps the driver detect traffic lights. If desired, it can brake automatically when the light is red and alert the driver when it turns green.

The new Neue Klasse launched by BMW transcends even the concept of a car. It is a connected and self-sufficient ecosystem, where the Heart of Joy — the brain responsible for the entire system's operation — is just the cornerstone of a strategy that shows no signs of slowing down. The iX3 is currently the cornerstone, and new models are planned to join it later, returning to the origins of this concept.

The current trend is SUVs, and there is no better representative than the iX3, which is already on sale in Brazil. Prices start at €69,900 for the basic model and go up to €74,227 for the M Sport or €77,302 for the M Sport Pro. From there, you can pay as much as you want for customizations and the numerous equipment options. For those who still think that the future cannot be electric, BMW has already responded with a completely current model.

Autonews

 

LEXUS

2026 Lexus LC500 vs Lexus IS500

The 2026 Lexus LC 500 and the Lexus IS 500 share the same naturally aspirated 5.0-liter V8 engine but are fundamentally different vehicles targeting different buyers: the IS 500 is a practical performance sedan, while the LC 500 is a luxurious grand tourer coupe with more premium features and a significantly higher price

Performance...Both cars use the same iconic naturally aspirated 5.0L V8 engine, with nearly identical power output. However, the driving experience differs significantly due to other mechanical components. The LC 500 features a more advanced 10-speed automatic transmission and a high-performance platform, which gives it a more engaging and confident feel on winding roads. The IS 500 uses an 8-speed automatic, which is considered less refined than the LC's transmission, and the car's general setup is softer, making it feel less sporty despite the powerful engine. The LC 500 also generally sounds better due to a superior exhaust note design. 

Design and Luxury...The LC 500 is Lexus's design and performance "halo" car, featuring a striking, unique exterior design and a more luxurious, bespoke interior with higher-end materials. The IS 500, while a handsome and well-built sedan, shares many parts with other IS models and offers a more conventional luxury sedan experience. 

Practicality and Price...The primary trade-off is practicality for price and luxury. The IS 500, a four-door sedan, is a more practical daily driver with usable back seats and trunk space, and it comes at a much lower price point. The LC 500 is a 2+2 coupe with very limited rear passenger and cargo space, making it a better choice as a second, "special occasion" car.

Conclusion:

-Choose the Lexus IS 500 if you need a daily-drivable, high-performance luxury sedan that offers great value for its engine and is a primary vehicle.

-Choose the Lexus LC 500 if you want a more exclusive, head-turning grand tourer with a more refined driving experience and a more luxurious cabin, and the higher price and reduced practicality are not concerns. 

Autonews

MAZDA

CX-80 review

The kids have a new slang term, and it’s a rare one I approve of, because the dictionary defines it as an “adjective used approvingly to describe someone who projects a lack of concern about how others feel about their actions or opinions; or to describe a thing perceived as both bold and commendable, especially if it challenges or flouts convention in some way” – and I’m very fond of such people and things.

And if anyone or anything in the car industry is ‘based’, it’s Mazda. Who else but the Hiroshima firm would persevere with affordable sports cars; resist turbocharging its smaller petrol engines in the name of driver involvement; invent spark-compression ignition as an alternative; enter the EV era with a cork-lined, rear-hinged-doored, short-range hatchback; respond to slow sales of said EV by reviving the rotary engine to serve as a range-extending generator; or design an all-new diesel straight six a decade after Dieselgate?

Mazda’s people are mad lads, and I love them for it. Few mavericks evade convention forever, though, and lately we have seen Mazda launch loads of SUVs, develop a PHEV powertrain and even rebody a Chinese brand’s EV for European sale.

On occasion, I wondered whether Mazda was conforming wholeheartedly or with a slight reluctance or resignation. I got the latter impression when driving the early CX-60 PHEV that we had on our fleet in 2023: frankly, it felt unfinished, with its powertrain often shunting and its suspension always clattering.

So the big question here concerns how much Mazda improved things before launching this stretched, seven-seat version of that car, this here CX-80. Its engineers certainly aren’t incorrigible: they accepted the negative feedback from us and customers seriously and revised the CX-60.

But launching a large SUV is as far from ‘based’ a car maker can get nowadays. So even if it is objectively better than the CX-60, can the CX-80 really feel like a true Mazda?

Well, it certainly looks the part in our car’s specification. Mazda’s paints are among the finest in the business, and its interiors have real individuality to them.

The cabin design puts me in mind of the 3 hatchback that I relished running six years ago, with its modest digital instrument display and unintrusive infotainment touchscreen – which becomes just a regular screen on the move, as the system forces you to use a large, physical control dial instead in the name of safety.

Actually, this interior is better than my 3’s, because that was all-black, whereas here Takumi trim provides a heartening combination of cream leather upholstery, light-coloured wood inserts and a curious dashboard material that reminds me of the cast when I broke my wrist.

Mazda offers variety mainly through five trim levels (Takumi is the middle one) rather than options, unlike most other manufacturers, so there’s only one ‘pack’ to tell you about here: the Convenience and Driver Assistance Pack, at £1950.

And frankly I’d avoid it, because it comprises mostly ADAS features, and one of those is quite enough.

You can order the CX-80 with that new 251bhp 3.3-litre diesel straight six, which many here at Autocar fantasise about, but a diesel is virtually irrelevant now – in contrast to the 323bhp PHEV version that we’ve chosen instead.

With its 2.5-litre four-cylinder petrol engine (yes, still naturally aspirated!), chunky 17.8kWh battery and electric motor combining for 177mpg, 35g/km of CO2 and 38 miles of electric range, it’s liable for benefit-in-kind tax of just 13%, as opposed to 37%.

The slight issue here is that I can’t charge at home – really only when there’s a charger free at the office or when I visit my EV-owning parents. But this is a pretty common position for a company car user to be in, such are the tax rules, so it will be informative to discover how well and how efficiently this PHEV operates when a charge is a weekly treat rather than a daily meal.

I also need to consider whether the CX-80 will appeal to such user-choosers when similar models are offered by Mercedes, BMW, Volvo and more. Can a Mazda really cut it in the premium large SUV market?

Update 2...With summer fast fading away, my mate and I were determined not to waste a sunny Saturday and so decided to get on our bikes.

Slight issue: as online forums soon revealed, I was just one of many cyclists unfortunate enough to experience a jammed through-axle, so I was unable to remove my bike’s front wheel. (Honestly, the creator of this particular one should be banned from designing things.) So this ride might have been over before it had even begun, or at least needed moving to a dull urban route starting at home, as the only boot that had ever accepted such a frame with both wheels attached was a monster truck called Land Cruiser.

Gingerly Ben and I manoeuvred all 29in of the wheel up to the rear of the CX-80. It wasn’t looking good – but after several attempts at careful twisting, we just about squeezed it in. Huge, in both senses of the word.

Of course, this was after we had dealt with both the third and second rows of seats. With seven people aboard, there’s a mere 258 litres of luggage space (about what you get in a Hyundai i10), growing to 687 in five-seat mode and ultimately 1971.

This was actually a very easy process. Each third-row seat has a fabric strap on its back that you pull to release the mechanism, after which it can be pushed away.

The middle seats (which are split 60:40, somewhat disappointingly) took me a minute to figure out but make total sense: the handle on the shoulders pulls them forward 45deg to allow third-row entry; the handle on the sides folds them flat; and the bar under the base lets them slide backwards and forwards on rails.

So happily Ben and I got to enjoy our ride on the Downs Link. If you live nearby, I highly recommend it: one of Dr Beeching’s poor victims, it runs between Guildford (Surrey) and Shoreham-by-Sea (Sussex), and the old Christ’s Hospital and West Grinstead stations are still there, signage and all, affording you the cool experience of riding down between the platforms.

At one point, a smiling driver told us we must have been mad, such was the weather. His car can’t have had the benefit of ventilated seats: we quickly stopped being all hot and bothered with the CX-80 blasting freezing air not just into our faces but onto our backs and bums too.

Glorious – as, I imagine, its seat heating would be in winter (yes, I did try to turn both on at once and, no, it doesn’t let you).

There was time left in the day for one more hitch, though. While the boot is largely trimmed in the usual black fabric, the upper sides, upper second-row seatbacks, rear door cards and headlining are all covered in light material – and inevitably we got some dust and dirt on them.

Panicked sponging ensued and all is now back to normal – but, much as I love a bright interior, you would be wise to choose the black option if you’re going to use your SUV for any actual SUV activities.

Update 3...An electric car is now the default for company car drivers, but the next best option in terms of tax liability is a plug-in hybrid – and it’s a major part of the reason for the ongoing PHEV renaissance.

The logic behind the bandings is, of course, rewarding lower CO2 emissions – but unlike with an EV, the carbon footprint of a PHEV is entirely dependent on how you use it. And if you ‘can’t make an EV work for you’, it will be because you regularly do long journeys without time to stop and charge or you can’t access charging at home or at work.

I am one such person. So in an effort to lower my fuel bills and keep my conscience clean, I’ve tried plugging my CX-80 PHEV into a street-side public charger.

Five years ago, when I ran an EV, I was outraged to discover that charging facilities in Brighton and Hove, despite it having the Green Party’s only MP and a Green-led council, were minimal and poor. Matters in my area have improved only slightly since then.

Back then there was a janky 7kW charger and a 50kW one that required a physical card; now the latter is a BP Pulse unit that accepts contactless bank card payments (usually…) and the former has been replaced by a Blink unit that is reliable, controlled by a decent phone app and, according to Zap-Map, dispenses energy at 11kW – three big ticks.

The battery of the CX-80 has a capacity of 17.8kWh, so that BP Pulse charger should be able to fill it in just 20 minutes – except, unlike many premium PHEVs, this one can’t take DC charging, meaning I will have to use the AC slow charger instead. Worse still, that 11kW claim turns out to be wrong: the Blink app states that it actually maxes out at 3.7kW – the same as you would get from a domestic three-pin plug.

Four and a half hours later, my charging session terminated itself after 15.02kWh of energy had been dispensed, at a cost of £6.88 (£1.38 of which was VAT – which people who can charge at home or work avoid).

Now, when I was driving on a flat battery, the CX-80 averaged 32mpg – at which rate £6.88 worth of petrol would take me 35 miles. Right, and its official electric-only range is 38 miles, so… Would you endure the hassle of parking on a random street to charge, walking 20 minutes home, then walking back to the charger four and a half hours later to collect your car, in exchange for a few pennies?

Me neither. In short, unless you can charge at work on the company account or at home on a cheap overnight energy tariff, a PHEV probably won’t make sense. What a shame, given how nice it was – and how much better for the local environment – to drive the CX-80 around town in smooth silence.

Final report...Let’s start this final report with some unfinished business. While describing the troubles I was having running our plug-in hybrid CX-80 without a home charger (no DC rapid-charging capability, glacial public AC chargers), I promised to go into detail about the pleasure of running it in emissions-free near-silence.

Certainly doing so makes me feel less guilty about clogging up urban streets and air with an enormous gas-guzzler, and it also makes for a smoother, more relaxing driving experience – if also one that’s notably compromised when compared with a legit EV.

A total of 173bhp makes the electric motor sound pretty strong, but it has more than two tonnes of SUV to haul around, so about 40mph is the limit – so long as no steep inclines are involved. And with the battery capacity being a modest 17.8kWh, electric-only range is just 38 miles.

That’s fine for urban duties, of course, but alternative plug-in hybrid SUVs can easily do a short motorway commute on electricity alone, leaving the CX-80 feeling conspicuously outdated.

My praise here really is limited to: one, the fact that once I’ve selected EV mode (via a switch on the centre console), the digital power gauge gains a needle representing the point at which the petrol engine will need calling into action; and two, the existence of a button that lets you set a minimum battery charge level for a journey (in increments of 10%, right up to 100%), which the powertrain proved good at obeying.

‘Compromised’ is also the most appropriate word to describe the characteristics of the CX-80’s PHEV powertrain in its standard hybrid mode. The unusually large and naturally aspirated engine, a 2.5-litre four-cylinder petrol unit, has to rev like mad to generate sufficient torque in faster driving. The accompanying growl quickly becomes wearing.

Not as wearing, though, as the regular shunting as the powertrain shifts between its two power sources – an unacceptably unrefined sensation for a £50,000 car to be inflicting on its occupants.

This shortcoming is familiar from the disappointing CX-60 PHEV we ran a few years ago – as is the ride quality, despite a host of upgrades Mazda has made to the suspension since then. Although it would cruise quite comfortably down motorways, my CX-80 could feel dreadful on battered urban road surfaces.

Everybody to whom I gave a lift almost immediately remarked on the slamming through potholes and jostling over uneven sections. This is a heavy car on big wheels, yes, but so is the equivalent XC90 T8, and that is leagues comfier. Maybe the CX-80 is more agile than the Volvo, but what does handling agility really matter to the average buyer of a seven-seat SUV?

Mazda UK’s spreadsheet botherers won’t want to hear this, but the option of a 3.3-litre diesel straight six is the CX-80’s saving grace. This smooth and efficient engine also lightens the load on the suspension by some 100kg, surely making the ride less troublesome.

Honestly, I reckon I could easily have got better fuel economy out of it as well: my overall return from a tank with an empty battery never exceeded 33mpg, and ad hoc top-ups of a few kWh here and there hardly seemed worth the time and expense in retrospect, even if it did notably boost MPG.

The idea of my car without the electrical gubbins really does appeal, because my criticisms of it are exclusive to the powertrain and suspension: otherwise, the CX-80 is a lovely thing. It looks pretty good for a bus and I found the interior endlessly charming.

The mixture of interesting design and unusual materials, especially when upholstered in the creamy tones we chose, created a calming upmarket ambience. This was furthered by the prevalence of physical switchgear and real digital restraint on the designers’ behalf. (An abundance of pixels can be so taxing on the eyes and the brain.)

And when I did have cause to use the infotainment, it was much less distracting than usual, because the touchscreen was supplemented by a twisting dial and buttons on the centre console. Even BMW has now abandoned this control scheme, but I reckon it’s still among the best solutions yet tried.

Reporter: Kris Culmer

 

AUTONEWS

Electric vehicle high-nickel batteries: Fundamental cause of performance degradation identified

High-nickel batteries, which are high-energy lithium-ion batteries primarily used in electric vehicles, offer high energy density but suffer from rapid performance degradation. A research team from KAIST has, for the first time, identified the fundamental cause of the rapid deterioration (degradation) of high-nickel batteries and proposed a new approach to solve it.

A research team led by Professor Nam-Soon Choi of the Department of Chemical and Biomolecular Engineering, in collaboration with a research team led by Professor Dong-Hwa Seo of the Department of Materials Science and Engineering, has revealed that the electrolyte additive succinonitrile (CN4), which has been used to improve battery stability and lifespan, is actually the key culprit causing performance degradation in high-nickel batteries. The study is published in ACS Energy Letters.

How CN4 affects battery performance...In a battery, electricity is generated as lithium ions travel between the cathode and the anode. A small amount of CN4 is included in the electrolyte to facilitate the movement of lithium. The research team confirmed through computer calculations that CN4, which has two nitrile (-CN) structures, attaches excessively strongly to the nickel ions on the surface of the high-nickel cathode.

The nitrile structure is a hook-like structure, where carbon and nitrogen are bound by a triple bond, making it adhere well to metal ions. This strong bonding destroys the protective electrical double layer (EDL) that should form on the cathode surface. During the charging and discharging process, the cathode structure is distorted (Jahn-Teller distortion), and even electrons from the cathode are drawn out to the CN4, leading to rapid damage of the cathode.

Nickel ions that leak out during this process migrate through the electrolyte to the anode surface, where they accumulate. This nickel acts as a bad catalyst that accelerates electrolyte decomposition and wastes lithium, further speeding up battery degradation.

Various analyses confirmed that CN4 transforms the high-nickel cathode surface into an abnormal layer deficient in nickel, and changes the normally stable structure into an abnormal rock-salt structure.

Schematic diagram of the ligand coordination between CN₄ molecules and Ni³⁺ on the high-nickel cathode surface and the cathode structural degradation process. Credit: ACS Energy Letters (2025)

Implications for battery development...This proves the dual nature of CN4: While useful in LCO batteries (lithium cobalt oxide), it actually causes the structural collapse in high-nickel batteries with a high nickel ratio.

This research represents a precise analysis that goes beyond simple control of charging/discharging conditions, to even elucidating the actual electron transfer occurring between metal ions and electrolyte molecules. Based on this achievement, the research team plans to develop a new electrolyte additive optimized for high-nickel cathodes.

Professor Choi stated, "A precise, molecular-level understanding is essential to enhance battery lifespan and stability. This research will pave the way for the development of new additives that do not excessively bond with nickel, significantly contributing to the commercialization of next-generation high-capacity batteries."

Provided by The Korea Advanced Institute of Science and Technology (KAIST) 

 

JAS MOTORSPORT

JAS Tensei Pininfarina

JAS Motorsport (Honda's official racing partner since 1998) and Pininfarina recently unveiled their first project at Fuji Speedway. It's the JAS Tensei, described as "a derivative of the 1990s Honda NSX".

The choice of name Tensei (Japanese for "rebirth") underlines JAS's design philosophy, which draws on the first-generation Honda NSX.

JAS is proud to announce that the first supercar to be produced by the renowned racing car constuctor will be named ‘Tensei’.

Meaning ‘rebirth’ in Japanese, the name underlines the project’s philosophy of creating an ultra-modern supercar reinterperation based on the DNA of the first-generation Honda NSX and remaining true to the characteristics that made it an icon.

The name was given a ‘world premiere’ reveal to a select group of customers at an event run by JAS Asian Sales Partner SPS Global Ltd at Fuji Raceway in November and can now be shared with the rest of the world.

The car, based on the principles of the original NSX, will feature a Pininfarina-styled carbon fibre body and interior.

Tensei will feature cutting-edge technology and advanced mechanics derived from the world of competititon, in which JAS has achieved global recognition and success over the past 30 years.

Pininfarina announced in July that it was collaborating with JAS Motorsport on a reinterpretation of "one of the most important sports cars of the past to offer to the world of enthusiasts and collectors".

The news emphasizes that the project respects its origins and has "modern styling elements and cutting-edge construction technology".

The JAS Tensei will “offer enthusiasts and collectors a new, modern definition of the Grand Touring concept that underpins the NSX’s DNA: high-performance, perfectly balanced and safe, yet equally good on the track.”

We know it will have a tuned version of Honda’s V6, and you can be sure it’ll make more than the 270 hp (274 PS) Honda and Acura claimed for the 3.0-liter original in 1990.

It will also come with a six-speed manual transmission and be available in both left- and right hand drive, though how many cars will be built or how much they’ll cost is unknown.

We’ll find out more in the coming months, no doubt, and Pininfarina says to expect a full global reveal during the first half of 2026.

Which means next year is going to be a doozy for NSX lovers because Pinfarina rival Italdesign earlier this month started teasing its own reimagined NSX, this one featuring an NSX-R GT-style roof snorkel.

The Italian design house has taken care of the carbon fiber bodywork and the upgraded cockpit. JAS Motorsport, on the other hand, has lent its vast motorsport knowledge to the NSX. It will use production cars from the early 1990s – chosen for their “chassis and mechanical foundation,” equip them with either left- or right-hand drive, and modify the original naturally aspirated V6 engine for “the highest levels of power, torque and responsiveness.” Each will be mated to a six-speed manual transmission and rear-wheel drive.

At a private debut event held at Fuji Speedway in November, the team discussed why they chose this platform in the first place. After three decades of racing and 35 years of NSX history, JAS wanted to build something of its own, and the original NSX was the only choice that felt authentic, leading to an ultra-modern supercar reinterpretation based on the DNA of the first-generation Honda NSX and remaining true to the characteristics that made it an icon.”

JAS strips the donor chassis (1990-1994 example), 3D scans every point, reinforces structural sections with composite material, and rebuilds the exterior entirely in composite, retaining much of the greenhouse. Pininfarina will handle the surfacing in Milan.

The engine retains most of the NSX’s 3.0-liter V6 engine, but the displacement has now increased to 3.5 liters. Output is 420 hp and around 350 Nm of torque.

LSD differential, Traction Control, KW DDC adaptive dampers and Brembo brakes complete the package.

The price starts at 880,000 euros (without donor car), the series is limited to just 35 units, and deliveries to customers begin in 2027.

Autonews

 

MERCEDES-BENZ

MB C-Class review

Needless to say, that doesn’t mean it won’t be ‘electrified’. In fact, Mercedes is aiming to attract particular attention, and win some key European fleet business, with plug-in hybrid models. You can have those as petrol- or diesel-electric options - the latter now the preserve of Mercedes alone, among passenger-car brands - and whichever you have, you can be confident of plenty of electric-only range, and a choice of four-door saloon or five-door estate bodystyles.

Rest assured, there are also still traditional non-hybridised petrol and diesel models to choose from, as well as hot AMG versions.

The fifth-generation C-Class, which appeared back in 2021, adopted Mercedes’ updated Modular Rear II model architecture. That’s a fact its maker is keen to communicate, because it has always talked up the effect of technology migrating from its flagship limousine down to its biggest-selling saloon. Mercedes followers will know, however, that the last S-Class (2014-2020) and C-Class (2014-2021) also shared their underpinnings.

The W206 is a little larger than previous generations, and sticks with a traditional executive car mechanical layout of a longways-mounted engine up front - from where drive is taken to the rear axle exclusively; or to both, if you buy either of the AMG versions (which are now the only C-Classes available with 4Matic four-wheel drive). The combustion engines are all four-cylinder units, now with either 48V mild-hybrid assistance or full-on plug-in hybrid power.

All C-Classes use a nine-speed automatic transmission; while the C300e and C300de PHEVs add a 127bhp permanently excited electric motor into its mechanical mix, which can power the car all by itself at speeds of up to 87mph. It draws charge from a nickel-manganese-cobalt drive battery that is physically smaller than the equivalent component in the outgoing C300e but also has nearly twice as much energy capacity: 25.4kWh in total, 19.5kWh of which is usable capacity.

That battery pack is now slim enough to leave the C300e and -de with a flat, rather than stepped, boot floor. But it must be heavy. Mercedes’ own unladen running-order weight for the C300e is 2124kg. For the -300de, it's 2178kg. And you can add another 70kg again to account for the estate bodystyle.

The car’s rear passenger quarters are only averagely spacious for the segment: roomy enough for most adults and growing kids, and fairly comfortable, but not so for the tallest.

In the boot, you find a cargo space that’s usefully wide and it can be extended for length via folding rear seatbacks – but because of that battery placement, it still isn’t very deep. A minimum loading height of just 310mm (at the through-loading threshold) might not admit some bulkier everyday loads; although the estate bodystyle has a lot more versatile space if you're likely to carry bulky things. Here's losing that couple of inches of boot volume, thanks to the raised boot floor, doesn't seem like such a problem.

For suspension and steering, the C-Class uses multi-link axles front and rear, with coil springs on most examples; but self-levelling air suspension is fitted on the rear axle of estate and PHEV models, to better control these slightly heavier derivatives. Non-PHEVs in AMG Line trim, by comparison, have lowered coil springs and quickened steering racks; but these features aren't fitted to PHEV models.

The C-Class looks like quite a lavishly designed and -appointed environment by 'compact executive' class standards, with all the equipment you would really need included as standard, even on lower-grade cars (which affirms the car’s integrity as a luxury product), and plenty of glitz and flashy material appeal.

The C-Class doesn’t stand up to close scrutiny of its on-board comfort and quality levels with quite as much distinction, though it certainly passes muster. You settle into a driver’s seat with plenty of room around it, in front of controls that are adjustable and well-placed.

The sports seats aren’t especially comfortable or supportive, though (despite offering extendable cushions), while the margins of the driver’s footwell feel strangely restrictive around your toes.

Most of the cabin’s fittings have a higher-quality solidity of feel, but there are dull and plain mouldings and sharper edges elsewhere too.

The control layout is digitally replete. A 12.3in digital instrument screen immediately ahead of you is quite complex and busy with information at first, but usefully versatile in the way it can be configured with practice. And, dominating the centre console is a steeply raked 11.9in, portrait-oriented infotainment touchscreen whose bottom section permanently conveys the heating and ventilation controls.

Multimedia system - 4 stars...Mercedes’ 11.9in MBUX touchscreen infotainment system for the C-Class is a version of the multimedia set-up first seen on the new Mercedes S-Class. It’s packed with all the right features, and gives good top-level access to commonly used menus, and a permanent shortcut to smartphone mirroring.

Several testers remarked that they didn't like the way its raked angle can reflect sunlight from the sidewindows, however, and how widely it retained smudgy fingermarks.

You can use the steering wheel remote controls to move a cursor around the main menu, although it's easy to brush these touch-sensitive pads inadvertently as you pass your hands around the wheel.

Mercedes’ natural speech recognition is supposed to make usability easier and, in some cases, does so quite well; but there are certain quick-fire functions that deserve a top-level button or shortcut on the screen and don’t get one. Wireless smartphone mirroring and device charging are included for no extra cost.

Performance ranges quite a lot in the C-Class, as you'd expect from a car with so many different powertrains. Most models are around two tonnes, but they shoulder their mass effortlessly when they getting going.

A 1.5-litre turbocharged petrol powers both the entry-level 168bhp C180 (which isn’t part of the UK model range) and the 201bhp C200, while primary power for both the 255bhp C300 (again, not a UK model) and the 308bhp (petrol-electric combined) C300e comes from a 2.0-litre turbocharged four. The 195bhp C220d and 262bhp C300d diesels, meanwhile, are powered by a revised version of Mercedes’ OM654 engine with a new crankshaft and integrated starter-generator motor.

On a cold, damp, slippery day at the proving ground, the C300e had enough traction and drivability to hit 60mph from rest in less than 6.0sec, although it needed little persuasion to do so besides a slightly feathered throttle on step-off. In perfect test conditions, a 5.5sec time ought to be achievable, making this car a good half-second quicker off the mark than most of its rivals.

For outright in-gear potency in roll-on acceleration, the C300e’s performance feels comparable with that of a saloon with a multi-cylinder diesel motor – except that the electric motor’s ‘torque fill’ comes instantly, making for even better responsiveness than even that comparison would imply, as well as better mechanical refinement.

So when Mercedes argues that this car no longer needs six-cylinder engines, in one sense it is absolutely correct. Accelerating from 30-70mph in fourth gear takes just 6.5sec: the BMW 330d Touring we tested in 2020 was only seven-tenths quicker. The regular C300, with 255bhp on tap, feels reasonably quick off the mark but a bit breathless further up the rev range. Overtaking at low speeds is effortless, but you'll never feel the need to really manually hold onto the gears. Diesel may be going out of fashion, but the two units make mincemeat of the car's heft. The C300d, with 262bhp and 406 lb ft, is plenty brisk and works seamlessly with the nine-speed auto box and mild-hybrid system. The C220d, meanwhile, is less powerful and refined, but ultimately nearly as good as the C300d while being usefully cheaper.

The C300de hybrid, meanwhile, really impresses - and not only with its hushed electric-only running. Mercedes has transformed the isolation of its diesel engines over the last decade or so, and in this one, the four-cylinder diesel starts and stops remarkably quietly and smoothly, and proffers plenty of accessible torque once it is running. The car somehow isn't quite the sporty, dynamic-seeming option you might expect of a 300-horsepower car when you fully uncork it; because four-cylinder diesels just don't much like to rev. Even so, in the broadest sense, it remains a very versatile and impressive powertrain.

The C-Class PHEVs should be default picks for fleet drivers who're certain they don't want an EV. Since both C300e and -de saloons can be configured to top 70 miles of equivalent all-electric range, they can both qualify for BIK tax at either six or seven per cent of showroom price; where most rivals will cost you nine- or ten-. Be warned, however, that the estate versions narrowly miss that threshold.

Our testing suggests that, in real-world use, 50 miles of electric use is possible on a mixed-speed journey. Furthermore, now that Mercedes has added DC rapid charging for the car, it's easier and quicker to top up the battery while you're out and about.

Diesels still make a great case if you are a longer-range driver. We've seen around 60mpg from the C220d in real-world motorway testing, while a C300de running in battery-depleted mode will easily top 50mpg.

VERDICT: The Mercedes C-Class is a car that does most things very well, while bathing you in technology and comfort. The plug-in hybrid system offers more performance, better refinement and better extended-range economy and, crucially, much more electric range – with all the running-cost advantages and wider freedoms that brings. Whether you want the longest electric range you can find for the money, or just a diesel-electric option that'll be frugal however you run it, Mercedes has you covered.

The C-Class is seriously refined on the motorway, and will look great at your business meeting or golf club. Mercedes has clearly thought about its target audience and really nailed what they expect.

For keen drivers, a BMW 3 Series remains a better sport saloon, even in plug-in hybrid form; although it doesn't have nearly the same rational qualities as the C-Class. But really, Mercedes has seldom if ever presented a better argument for deciding matters with your head, rather than your heart.

Autonews

 

AUTONEWS

AI creates optimized engine components that outperform human designs

Gerotor pumps for oil circulation and lubrication are crucial components in automotive and hydraulic systems. They possess a compact design, excellent flow rate per rotation, and high suction capability. The gerotor tooth profile plays a significant role in determining the overall performance of hydraulic systems for engine lubrication and automatic transmission.

Unfortunately, conventional design methods leverage predefined mathematical curves and iterative adjustments, which compromises their optimization flexibility.

Researchers develop AI-driven design method...A team of researchers from the School of Mechanical Engineering at Pusan National University, led by Professor Chul Kim, has proposed a new design methodology.

Their findings are published in Engineering Applications of Artificial Intelligence...The key point of this study is the use of AI, specifically, a conditional generative adversarial network, as a design tool. Instead of relying on the traditional approach of using predefined mathematical curves, the researchers trained an AI to automatically generate new gerotor profiles.

The AI learned from a dataset linking specific, high-performance profile geometries to their actual performance data. This innovation allowed it to understand why certain shapes perform better than others, and then generate new, highly-optimized geometries that substantially outperform traditional designs.

Researchers from Pusan National University leverage advanced generative AI techniques to create novel, high-performance gerotor pump designs that significantly improve efficiency and reduce noise beyond traditional engineering methods. This breakthrough showcases AI's transformative potential in automotive engineering, enabling smarter, quieter, and more reliable engine systems. Credit: Chul Kim / Pusan National University

Performance improvements and real-world impact...The team demonstrated that their novel AI-generated design exhibits substantial performance gains in simulation validation via computational fluid dynamics.

Compared to a traditional ovoid profile, the proposed design achieved a 74.7% reduction in flow irregularity. This means the pump's output is significantly more stable and consistent. It also shows a 32.3% increase in average flow rate, which indicates better volumetric efficiency, as well as a 53.6% reduction in outlet pressure fluctuation, which directly contributes to quieter operation and reduced vibration.

The most direct real-life applications of the present work are in the automotive industry. The reduction in pressure fluctuation and flow irregularity is highly beneficial here. It can lead to transmission systems that operate more quietly and could potentially improve component reliability by reducing vibration and unstable hydraulic stress.

Furthermore, the 32.3% increase in average flow rate allows for more efficient oil circulation throughout the engine. This contributes to better lubrication and cooling of engine components, which is critical for engine durability.

Future potential and broader applications...Prof. Kim said, "The same principles demonstrated in our study are applicable to various hydraulic pumps used in industrial machinery, where efficiency, low noise, and reliability are important factors, making our technology highly lucrative for real-life adoption."

In the next five to 10 years, methods like this could become a standard tool for engineers. It represents a move toward "inverse design," where an engineer can specify the desired performance targets, such as "minimize pressure fluctuation," and the AI assists in generating an optimal geometry to meet those targets.

Moreover, this approach can speed up the research and development cycle for complex mechanical components. It allows for the exploration of a much wider design space than is possible through traditional manual iteration.

"Crucially, for the public, the adoption of more optimal components can mean the machines we use daily become quieter and more reliable. In the automotive sector, this translates to vehicles with more efficient and durable hydraulic systems like transmissions and oil pumps," concludes Prof. Kim.

Provided by Pusan National University