HONDA 

Consumer Reports: 2026 Honda Prelude

The Honda Prelude is back for 2026, taking some of the best parts of the Civic lineup--specifically, the Civic Hybrid's drivetrain and the Civic Type R's confident-handling suspension design--and combining them in a sport compact coupe. While most of its 200-horsepower, 2.0-liter four-cylinder hybrid drivetrain is shared with the Civic Hybrid, the Prelude adds paddle shifters that allow the driver to row through simulated gear shifts. Like its predecessors from decades ago, the Prelude has a 2+2 interior layout, and we expect the back seat to be better used for cargo or small children accordingly. Inside, you'll find aggressively bolstered front bucket seats, Google built-in services including a voice assistant and Google Maps, and thankfully, an array of straightforward physical controls. We like that key active safety features, including blind spot warning and rear cross traffic warning, are standard.

The new generation measures 4.67 meters in length, 1.80 meters in width, 1.43 meters in height, and has a wheelbase of 2.73 meters. Compared to the Civic hybrid sedan, the coupe is longer and lower, but maintains similar proportions in the wheelbase. The trunk capacity is smaller: 264 liters in the Prelude, compared to 495 liters in the sedan, a difference expected due to its more sporty design.

Compared to the eleventh-generation Civic Type R, which measures 4,598 mm in length, 1,890 mm in width, and has a wheelbase of 2,735 mm, the Prelude is longer, but 88 mm narrower. The trunk is also smaller: the Type R offers 337 liters, or 73 liters more than the new Prelude.

When the Consumer Reports test staff got together to discuss our thoughts on the new 2026 Honda Prelude, there was one thing we couldn’t stop talking about: what other cars we’d buy instead. Our verdict was universal, with agreement that it’s fine enough as a shorter-wheelbase coupe version of the Civic Hybrid, but it should be priced as such. Honda markets the Prelude as a sporty, upmarket compact coupe, yet this version isn’t fun enough or highly optioned enough to justify its high $43,195 starting price (including its $1,195 destination fee). 

Pricing aside, the new Prelude is a generally pleasant car, with sporty styling, nimble handling, easy-to-use controls, and excellent fuel economy. Like its prior iterations, it takes advantage of the wider Honda parts bin to create a unique two-door model. The 2026 model borrows heavily from the current Civic lineup, pairing the Civic Hybrid’s powertrain with chassis components from the high-performance Civic Type R. 

All Preludes come with a 2.0-liter, four-cylinder gasoline engine mated to a dual-motor hybrid system, good for a combined 200 hp and 232 lb.-ft. of torque. The Prelude doesn’t have a traditional transmission, instead using one of its electric motors to drive the front wheels while the second motor charges the hybrid battery. In certain situations, the engine can also connect directly to the front wheels.

The Prelude features several higher-end touches, including adaptive dampers, a Bose premium audio system, and leather-trimmed heated front sport seats. The infotainment system includes many popular Google services built-in, including Google Maps, a voice assistant, and downloadable apps through the Google Play store. Honda markets two trims for the Prelude: a base Hybrid and a slightly more expensive Hybrid Two-Tone, which is primarily an appearance package with Winter Frost Pearl white paint, a white and blue leather interior, a black roof, and black mirror caps. Everything else is identical. 

Consumer Reports recently purchased its own 2026 Honda Prelude. It only has one added-cost option: $655 for the Two-Tone trim’s Winter Frost Pearl paint. 

If you’re a Consumer Reports member, our initial expert assessment of the Honda Prelude is available to you below. We completed the 2,000 break-in miles, and are now putting the Prelude we purchased through more than 50 tests at the Consumer Reports Auto Test Center, including empirical measurements of acceleration, braking, handling, car-seat fit, and usability. Consumer Reports members will have access to the full road-test results as soon as they’re available.

If you haven’t signed up to be a member yet, click below and become a member to access this full article and all our exclusive ratings and reviews for each vehicle we buy and test. 

The 2026 Honda Prelude marks the triumphant return of one of the brand's most iconic coupes, now reinvented as a hybrid model focused on efficiency and style.

Model Highlights (below):

Engine: Uses the e:HEV 2.0 hybrid system, the same as the Civic Hybrid, delivering approximately 203 hp of power and 32.1 kgfm of torque.

Performance: Acceleration from 0 to 100 km/h in about 6 to 7 seconds. The drive is exclusively front-wheel drive (FWD).

Technology and Interior: Features a 10.2-inch digital instrument panel, a 9-inch multimedia system with native Google, and a Bose sound system. The interior finish features soft-touch materials and leather or suede seats.

Dynamics: Despite being focused on efficiency, it inherits performance components such as the front suspension and Brembo brakes from the Civic Type R. It also features the S+ Shift system, which simulates gear changes and engine sound for a sportier experience.

Autonews

VW

Volkswagen ID. Aura T6: a Chinese VW

Volkswagen has unveiled the new ID. Aura T6 crossover and the ID. Unyx 09 sedan, new electric cars developed for China.

They are reportedly set to hit the market soon, as the German automaker aims to strengthen its position in the NEV segment by introducing over 20 products in the segment.

The ID. Aura is a series of electric cars developed by the FAW-Volkswagen joint venture with the integration of electrical and electronic architecture CEA, jointly developed by the German company and Xpeng.

The ID. Aura T6 is a mid-size crossover with a five-seat interior layout. This is the brand's first vehicle with the integration of the electronic CEA architecture. It reportedly reduces the number of electronic control units by 30%. This architecture also supports artificial intelligence-based cockpit systems, China-specific driver assistance functions and OTA update capabilities.

The new crossover features a LiDAR-based driver assistance system from Carizon, a joint venture between the Volkswagen Group and Horizon Robotics.

ID. The Aura T6 has short overhangs, a slightly curved roofline and semi-hidden door handles.

The vehicle adopts a BEV powertrain, but its dimensions and other specifications are yet to be revealed.

Volkswagen only states that more information about this model will be revealed closer to the launch. 

The Volkswagen ID. Aura T6 is a 5-seater electric SUV developed for the Chinese market in partnership with FAW-VW, focused on urban families and high connectivity. The prototype, which debuts in 2026, stands out for its more angular design and use of local technology, including possible collaboration with Xpeng.

Main highlights of the ID. Aura T6:

Partnership and production: Developed by the FAW-Volkswagen joint venture.

Concept: Family SUV (5 seats) with a focus on long-distance and practicality.

Design: Presents a more traditional SUV look than the current ID. line, with a straighter and more robust front.

Technology: Adopts the CEA electronic architecture system, and the model should integrate LiDAR sensor technology for intelligent driving.

Platform: Based on the Compact Main Platform (CMP), with rear-wheel drive (RWD) and all-wheel drive (AWD) options.

Autonews

TUNNING

BMW M5 G90 G-Power

The new BMW M5 G90 has undergone extreme tuning by G-Power, boosting the hybrid sedan's power to 1,013 horsepower and 1,200 Nm of torque. The complete upgrade package costs €31,297, making this one of the most radical projects in the modern automotive segment for 2026.

Even in its standard version, the BMW M5 G90 delivers 727 horsepower and 1,000 Nm, but the tuners wanted to unlock the potential of the hybrid platform. The result is a gain of almost 300 horsepower, taking the model into hyper-sedan territory. Customers can choose from several upgrade stages—ranging from 850 to 1,000 horsepower—allowing them to balance cost and performance.

The top-tier version includes not only software adjustments but also significant hardware changes. The package features sporty exhaust pipes with catalytic converters, a new GP-Deeptone exhaust system, upgraded intercoolers, and a carbon fiber air intake. This configuration improves engine cooling, increases airflow efficiency, and reduces exhaust backpressure, which is crucial for stable operation under high loads.

The base performance is already impressive: the standard M5 accelerates from 0 to 100 km/h in 3.5 seconds. With the 1,000 horsepower version, the main improvement is expected in acceleration above 100 km/h, where the extra power plays a key role.

The basis of the tuning package for the BMW M5, now a G5M Bi-Turbo, consists of extensive modifications to the V8 engine and its peripherals: it begins with an Eventuri carbon fiber air intake and a more powerful intercooler to supply as much cold air as possible to the combustion chambers. A fraction of a second later, the air is released through downpipes with 200-cell catalytic converters to the Deeptone exhaust system with valve control, where it also contributes significantly to the sound experience.

This project highlights the potential of hybrid V8s in the electrification era. Despite the shift to electric vehicles, these cars show that internal combustion engines still have untapped capabilities. Competitors like Mercedes-AMG and Porsche are also advancing with hybrid systems, but this power level remains rare even in the premium segment.

The tuning of the BMW M5 G90 to 1,000 horsepower is not just a demonstration of possibilities—it's a market signal that hybrid technology can compete with full-fledged supercars. The question is whether buyers are willing to pay for this level of performance.

It’s hardly a slouch in standard form, but Germany’s G-Power has increased the output of the G90 BMW M5’s engine to 1013 PS, or 999 hp. That’s up from the 727 horses with which the M5 leaves BMW’s Munich factory.

Furthermore, a more powerful intercooler is installed to keep the intake air well-cooled – crucial for consistent performance. The exhaust gases are then forced through exhaust pipes with 200-cell catalysts and reach a Deeptone exhaust system with valve control. This not only produces an incredible sound, but also ensures better flow. In other words: more power, a fuller sound, more excitement.

But not everyone needs 1,000 hp right away – that's why G-Power offers different levels of tuning. The entry-level option is 850 hp, which only requires a software update. And with a sports exhaust system, it's possible to reach 900 hp. Those who want 950 hp will also need new downpipes.

And for the complete upgrade of more than 1,000 hp, you will need an intercooler and a complete sports exhaust system. And, honestly, it wouldn't surprise anyone if it were possible to get even more power in the future.

Performance figures: Official numbers for the 1,000 hp version are not yet available, but just take a look at the standard model. The BMW M5 (G90) accelerates from 0 to 100 km/h in 3.5 seconds and from 0 to 200 km/h in 10.9 seconds.

The M5 is a plug-in hybrid, and adds a 194-hp electric motor into the mix, but G-Power doesn’t mess with the electrics. Instead, its focus is purely on extracting as much as it can from internal combustion, with a focus on how the engine breathes in and out.

That’s achieved through the fitment of the company’s own downpipes with 200-cell sports catalysts, a Deeptone exhaust, higher-performance intercoolers, and an Eventuri carbon air intake. There’s also a GP-1000 software update. We haven’t heard it yet, but those intake and exhaust modifications are sure to add some acoustic entertainment to the proceedings.

Opting for the full 999 horsepower will set you around €35,000 or $41,160, but G-Power offers its G90 M5 upgrades in a number of stages. The new software delivers 850 PS (838 hp), then to see incremental 50-hp increases, you can add the sports silencer, downpipes, and then the whole kit and caboodle, including a 155 mph top-speed limiter delete.

G-Power hasn’t said what that top speed might be, nor made any other performance claims, as a matter of fact. A factory-spec M5 will accelerate from zero-to-62 mph in a scant 3.5 seconds, taking 10.9 seconds to reach 124 mph, and, with over 250 hp more than stock, the modded car should be significantly swifter.

The upgrades are available for both the M5 sedan and the long-roof Touring. Should you wish to advertise your M5’s extra oomph, G-Power offers a decal kit, while it can also add some color to the cabin with a leather and Alcantara re-trim.

Autonews

HYUNDAI

Hyundai Elantra N TCR Edition

Made to feel the adrenaline of a race car every day. The 2026 Hyundai Elantra N TCR Edition arrives as the embodiment of Hyundai's victorious legacy in motorsport, bringing the indomitable spirit of the TCR (Touring Car Racing) tracks to the streets. Inspired by the race car that dominated world championships, this high-performance sedan combines cutting-edge technology, aggressive design, and an electrifying driving experience that promises to win the hearts of 'N-thusiasts' – those passionate about Hyundai's N performance division.

The compact sedan Hyundai Elantra received a “cracked” N version in 2021, presented almost simultaneously with the racing model, the Elantra N TCR, prepared for various touring championships. Since participation in races is a great advertisement for road cars, a special version of the sports sedan – legal for road use, called the Elantra N TCR Edition, was announced in 2024.

The interior of the special edition Hyundai Elantra N TCR is abundantly decorated with Alcantara, which is used for the seat inserts, as well as for the gearshift and brake levers. Alcantara also covers the steering wheel with a zero position mark and the armrest. In addition to the mark on the steering wheel, the recognizable blue shade is also found on the seat belts, door sills and other small details.

After the Elantra N TCR Edition debuted in the domestic Korean market last year, it is now offered in the US at a very attractive price. The main difference between the special edition of the Elantra N TCR and the regular N-versions is the huge carbon fiber rear wing, which is finely tuned and similar to the aerodynamic element on the racing models. However, a closer look shows that there are differences on the wing.

Another feature of the special edition are lightweight 19-inch forged wheels. Interestingly, the rims for the Korean market are painted white, while in the US they are “darkened”. Up front, four-piston monobloc brakes are installed, paired with two-piece discs. The N TCR Edition version is available exclusively in the Performance Blue exterior color, recognizable for the Hyundai N division.

The special edition of the TCR inherited the powertrain from the standard Elantra N, without any modifications. In the “nose” is the same 2.0-liter turbocharged gasoline engine that produces 280 hp and 392 Nm. Two transmissions are available: the 6-speed manual is equipped with a system that automatically increases the crankshaft speed during downshifts to avoid jerks, while the 8-speed N-DCT automatic has “rocker” paddles on the steering wheel and three operating modes.

These are the standard N Power Shift, the track-focused N Track Sense Shift and the most extreme N Green Shift. Front-wheel drive is supplemented by an electronically controlled limited-slip differential. The automatic version comes with Launch Control for maximum performance at takeoff: with it, acceleration from 0 to 60 mph (0-96 km/h) takes 5.3 seconds.

In the US, the Hyundai Elantra N TCR special edition costs from $ 39,250 (€ 33,375) for the manual transmission version. The model with a dual-clutch automatic transmission starts at $ 40,750 (€ 34,650).

Autonews

AUTONEWS

Russia revives the Soviet-era Volga. But “made in China”

Putin's Russia, a leader who has always shown a certain fixation on the Soviet Union, which collapsed in 1991, has decided to revive the Volga cars, the sedans named after the largest European river and the most respected among those manufactured locally during the communist regime. Initially planned for 2024, the Volga's revival suffered some delays, but finally the new models will begin to be delivered to customers from mid-2026. However, unlike the old Soviet-era Volgas, which reflected the (limited) potential of the country's automotive industry, the new Volgas have very little Russian about them, since they were designed and produced by Geely, based on models from this Chinese group.

The Volgas were always among the most sought-after models in the Soviet Union, being the means of transport of choice for the ruling class and top members of the Communist Party. Produced by the Soviet manufacturer GAZ, the Volga was manufactured between 1956 and 2010, with the Gaz Volga 24 going down in history as the best known and most sophisticated, having been produced between 1970 and 1985. The decision to revive the Volga originally came in 2024, with the Russians attempting to rebuild the brand based on chassis from Chinese vehicles from Changan, a state-controlled manufacturer, a strategy that did not work.

The deal fell through, but Russia was determined to recover the Volga, especially since the departure of foreign manufacturers after the invasion of Ukraine left enough room to launch its own brand. Hence, the Russians tried a second time, this time in collaboration with the Chinese company Geely, a private group that, interestingly, is also the largest shareholder of Mercedes, controlling about 10% of the German manufacturer's capital, in addition to 50% of Smart.

Geely designed the first two vehicles for Volga based on two of the models in its range, creating the K50 SUV based on the Geely Monjaro, and the C50 sedan based on the Geely Preface. Both vehicles are around 4.8 meters long and use gasoline combustion engines, specifically 2.0-liter turbocharged four-cylinder in-line units that deliver 215 hp and are paired with seven-speed dual-clutch automatic transmissions.

The C50 and K50 differ very little from the Geely models they originate from, with modifications only in terms of grilles, headlights and taillights, as well as some chrome accents. Inside, the differences between the Volga and Geely models are also not evident, and while the first units will be produced in China and exported to Russia, the goal is for them to be manufactured in Nizhny Novgorod, in the former factory abandoned by the Volkswagen Group, which produced VW and Skoda models there. Russia thus intends to recover its production apparatus and update it with more modern technology, in collaboration with the Chinese, with the prospect of later being able to design its own models.

Mundoquatrorodas

AUTONEWS

Brazilian mining company announces world's first transoceanic vessel powered by ethanol

Pioneering use of biofuel in vessels serving the mining company could reduce greenhouse gas emissions in maritime transport by around 90%

Vale and Shandong Shipping Corporation have concluded a charter agreement for new Guaibamax vessels powered by ethanol, to be delivered starting in 2029. The agreement is an unprecedented milestone for the global transport of iron ore: it is the first time in the maritime industry that ethanol will be adopted as the main fuel in a transoceanic vessel.

With the potential to reduce carbon emissions by around 90% compared to the use of heavy fuel oil, commonly used in shipping, the initiative reinforces Vale's commitment to reducing its carbon emissions in the value chain and promoting decarbonization in the maritime sector, in line with ongoing discussions at the International Maritime Organization (IMO).

The agreement between Vale and Shandong includes 25-year contracts for the construction of 2 vessels, with an option for more vessels. The adoption of these second-generation Guaibamax vessels, which are 340 meters long and have a capacity of 325,000 tons, is part of a multi-fuel strategy by the Brazilian mining company. In addition to ethanol, these vessels will be able to use methanol and heavy oil, and a design also allows for conversion to liquefied natural gas (LNG) or ammonia.

"Vale's pioneering efforts towards decarbonization in maritime transport are geared towards a strategy that combines flexibility and efficiency. The use of ethanol as fuel in ships transporting our ore, coupled with the adoption of rotating sails to harness wind energy, allows Vale to be in a unique position for the energy transition in global maritime transport in the coming decades, while also driving similar initiatives in the sector," says Rodrigo Bermelho, Director of Navigation at Vale.

Considering the complete fuel cycle from well to propeller (well-to-wake), ethanol can represent an approximately 90% reduction (in the case of second-generation ethanol) in carbon emissions compared to heavy oil. In addition to maritime transport, the adoption of ethanol in Vale's logistics includes tests on trucks in operations and on locomotives of the Vitória-Minas Railway (EFVM).

Emission Reduction...The new ethanol-powered ships will be similar to 10 other dual-fuel (methanol and heavy oil) ships that will be delivered by Shandong to Vale starting in 2027. The second generation of the Guaibamax will be equipped with five rotating sails – which use wind energy to reduce fuel consumption –, more efficient engines, hydrodynamic devices, shaft generator, frequency inverters, and silicone paint, among other improvements in energy efficiency. The set of applied technologies will reduce GHG emissions by approximately 15% compared to the current generation of Guaibamax.

These technologies and alternative fuels are being tested within the Ecoshipping program, a research and development initiative created by Vale to support the decarbonization challenge of the maritime industry and increase the efficiency of the fleet serving the mining company.

The main difference lies in the multi-fuel system. Although ethanol is the focus of the operation, the ship does not depend exclusively on it.

The structure allows the use of:

-ethanol as the main fuel

-methanol as an alternative

-heavy fuel oil in specific situations

The project also already considers future adaptations for fuels such as liquefied natural gas (LNG) and ammonia, which extends the technological lifespan of the vessel and reduces the risk of obsolescence.

The efficiency of ethanol is measured considering the entire fuel use cycle, from the point of production to consumption on the ship. In this model, known as "well-to-wake," second-generation ethanol can reduce carbon emissions by up to 90%, making it one of the most advanced solutions being tested in the sector.

What changes in the ship's structure...In addition to the fuel, the new generation of Guaibamax incorporates technologies that reduce energy consumption.

Among the main advancements are:

-Rotating sails, which capture wind energy to assist in propulsion

-More efficient engines

-Hydrodynamic devices that reduce water resistance

-Shaft generator, which reuses energy from movement

-Special silicone paint, which reduces hull friction

These improvements allow for a reduction of approximately 15% in greenhouse gas emissions compared to previous models.

Why this change is gaining global relevance...Maritime transport still relies heavily on highly polluting fossil fuels. At the same time, the International Maritime Organization (IMO) is pressuring the sector for more aggressive decarbonization targets.

In this scenario, the use of ethanol in large ships represents a concrete and scalable alternative. Vale's initiative serves as a real-world test of a technology that could become standard in the industry in the coming years.

When the ships enter operation...The agreement signed with Shandong Shipping Corporation provides for:

-25-year contracts

-initial construction of 2 ships

-possibility of fleet expansion

Deliveries are scheduled to begin in 2029, indicating a gradual implementation of the technology.

Before that, Vale will already have an operational basis for comparison, with the entry into operation of 10 dual-fuel ships powered by methanol and heavy oil from 2027.

The strategy goes beyond maritime transport...The new ships are part of the Ecoshipping program, aimed at developing solutions to reduce emissions in the mining company's logistics chain.

The use of ethanol is also being tested in other areas, including:

-trucks in operations

-locomotives of the Vitória-Minas Railway (EFVM)

This move indicates that the company seeks to reduce emissions throughout its operation, and not just in maritime transport.

The change may also affect the cost of maritime transport over time. With stricter environmental regulations, companies that reduce emissions tend to avoid fees and restrictions, which can make operations more efficient and competitive.

What changes in practice with Vale's ethanol-powered ship...The adoption of Vale's ethanol-powered ship could accelerate changes in global cargo transportation.

In practice, this could:

-reduce future costs related to emissions and environmental regulation

-influence international shipping standards

-open up space for new fuels in global logistics

If the technology gains scale, Vale's current maritime transport model could accelerate changes in the current maritime transport model in the coming years.

Autonews and Mundoquatrorodas

YAMAHA

2026 Yamaha R7

The 2026 Yamaha R7, whose technical specifications you can find at this link, has become one of the most common motorcycles in racing, especially in categories that share a common model. It is a constant presence on the grids of the World Rally Championship (WCR), the Women's World Rally Championship (WMC), and was also a key component of the FIM Intercontinental Games in 2024, the Yamaha R7 Cup itself, and is now part of the World Motorcycle Championship (WSM), which replaced the Supersport 300 category. Furthermore, considering that its engine, the Yamaha CP2, will equip the Moto3 bikes in the MotoGP World Championship from 2028, we are talking about the most popular motorcycle in mid-displacement racing.

Looking ahead to 2026, the R7 has undergone modifications that go far beyond a simple update to meet Euro 5+ emissions standards and some minor adjustments. Almost all the changes focused on making it a more efficient track bike, especially with the right setup. If you consider what the standard model might lack, you'll realize that everything is easily solved. It's not the most powerful, but in the fourth quarter, Yamaha will release a GYRT parts catalog that, combined with the necessary modifications, will transform it into a true racing machine. The basic model already has a stiffer frame, good brakes, and a fully adjustable fork.

In any case, the R7 is not a motorcycle created exclusively for racing, but rather a sports bike whose main use is on the road, and which can also be enjoyed on a track, especially if it's a relatively small and winding track where pure performance isn't essential, as is the case with the Circuito do Sol in Portugal, a track that has been remodeled and now also hosts motorcycles, which we will discuss later.

The changes in the 2026 version have much in common with its siblings, which share the 680cc two-cylinder CP2 engine. The arrival of the electronic throttle (ride-by-wire) and a six-axis IMU allowed the implementation of a high-quality set of electronic driver aids, especially for its class, which also work effectively in corners. Traction control, slide control, engine braking, wheelie control, speed control, pit lane speed limiter and launch control are available.

The system features bidirectional gearshift assist, which allows you to reverse the lever operation for track-like gear changes, upshifting when pressing the lever. In addition, it offers three pre-programmed maps and one customizable map. The track mode also disables the rear wheel ABS, all controlled by a new joystick and a TFT display with multiple views.

Mechanically, changes were made to the airbox and its ducts, as well as to the ECU mapping, the clutch and the gearbox gears. Maximum power remains at 73 hp at 8,750 rpm, but the torque curve has been improved by reinforcing the weaker areas, especially in the lower half of the rev range.

The chassis follows the same design, with a large, split steel center beam weighing 15 kg. The architecture is the same, but with modifications to achieve a 12.9% increase in longitudinal stiffness, 13.2% in torsional stiffness, and 2.3% in lateral stiffness. The side plates have been replaced. Like its sibling models, it features a new asymmetrical rear swingarm with 30% more torsional stiffness and 15% more lateral stiffness. The steering head is made of lighter aluminum, with a perforated top plate.

The KYB front suspension is fully adjustable, with lighter and slightly stiffer springs, maintaining a constant of 17.5 N/mm, and features lighter piston rods and axle. The rear shock absorber operates with new connecting rods and, in addition to preload, offers rebound adjustment. The front brake calipers remain the traditional ADVICS units, complemented by a 16 mm Brembo radial master cylinder with a separate reservoir, and a Brembo master cylinder at the rear. The wheels are centrifugally forged, reducing their weight by almost 500 g.

Changes have also been made to the riding position, focusing on improving comfort on the road. The handlebars are positioned 3.6 mm higher, 8.4 mm further back and 12 mm wider. The seat is slightly lower, at 830 mm, with new material and a different shape for better access. The fuel tank is shorter, providing more room to maneuver and better lateral grip, with a capacity of 14 liters. The clutch lever has 15 adjustments.

A key innovation is the new 5-inch connectable TFT screen, which offers four display options and a track mode with lap times and fastest laps. Three apps are available: Garmin's app for using a navigation system on the screen, Yamaha's My Ride app with new features for electronically adjusting rider aids.

Telemetry...The new Y-Track Rev app, with GPS, displays lap and sector times, as well as engine data, speed and position, and can be used for telemetry. There are 10 free sessions, after which it costs €6.99 per month. The front bodywork has been refined with turn signals integrated into the mirrors and a lower front spoiler. The rear has also been modified. Finally, there are several accessories available: four packages and an exclusive track kit with mirror covers, rear ABS removal, reverse gear shifting and passenger footrest removal.

There are three color options: black, Yamaha racing blue, and a special edition called the Yamaha R7 70th Anniversary, whose technical specifications you can find at this link. This edition comes in white and red and is inspired by the paint scheme of the YZF-R7 superbike from the end of the last century. The latter costs €300 more than the €10,499 of the standard colors.

The Yamaha R7 was not born as a racing motorcycle, but rather as an accessible, fun, and efficient street sports bike, in contrast to the high-tech, high-priced, and high-performance superbikes outside the context of racetracks. This philosophy remains, with continuous improvements in the two areas where it needs to excel.

We were able to carry out this initial test both on public roads and on the track, in both cases on quite challenging terrain: the Sierra de Aracena in Huelva, Spain, and the neighboring Circuito do Sol in Alentejo, Portugal. The electronic implementation, the main innovation of the 2026 version, is also noticeable on public roads, as it includes not only driver assistance systems that increase safety and efficiency, but also features such as cruise control and the ability to view the navigation system on the instrument panel.

The riding position hasn't changed much, but enough to avoid fatigue from a sporty position with clip-on handlebars on a 200 km journey, which is quite a lot. The bubble windscreen offers some protection, and the position is classic for a sports bike, allowing you to lean forward and, with the handlebars mounted directly on the front suspension, providing good sensitivity and feedback from the front wheel.

The engine maintains its characteristics, with very linear power delivery, good response at medium revs and sufficient maximum power, although, in the case of a sports bike like the R7, a higher rev range with more power wouldn't hurt. The 73 hp can be well utilized, especially on winding roads, where the twin-cylinder engine allows for smooth starts from mid-range RPMs. The clutch assist works well and allows you to forget about the clutch, which has progressive engagement, but it becomes a little stiff over time.

Sporty touch...The suspension is firm, but even on really rough and uneven stretches, in addition to the vibrations felt from constant impacts, you don't notice any stability problems, even on tight curves. It's also true that the factory Bridgestone Battlax S23 tires are more than adequate for this motorcycle's performance.

The 14-liter fuel tank isn't enough for long distances, but it's also not exactly a touring bike, nor is it suitable for trips with a passenger for more than a reasonable distance. The different riding modes make a small difference, but the engine always responds quite smoothly and with the same power, both in Sport and Street modes.

Upon entering the circuit, equipped with even sportier Bridgestone RS12 tires and a track kit that removes some elements and alters the gear shift direction, as well as eliminating rear ABS and reducing controls to a minimum, you encounter a truly fun motorcycle, especially on a track like the Circuito do Sol, which is characterized by having a series of blind corners with changes in lean angle.

On the R7, with the original transmission ratio, it was only possible to reach fourth gear on the fastest sections, which required agility and sensitivity to the chassis to change direction with the extended suspension at the top of the climbs. Under these conditions, the bike does not suffer from the lack of power at high revs that it would suffer on a fast circuit, because, although the engine performs well until it reaches the maximum power range, just below 9,000 rpm, it does not offer much more beyond that. There are engines of the same displacement with more power, but the R7's is certainly characterized by its ease of use for any type of rider. Its suitability for the track is proven by the lap times that these bikes achieve in various championships.

One thing that has clearly improved is the relationship between the bike and, in this case, the rider. The instrument panel in track mode displays lap times, showing the last laps and the best time, and you can easily adjust the controls. The suspension has sensitive adjustments, although to improve it even further it is necessary to change the shock absorber, which, due to cost, is not specifically designed for the track, so the classic Öhlins will be the obvious solution.

Although ABS is still present on the front wheel, it is almost imperceptible, and its cornering assistance function increases safety for those who do not have much experience. In short, it is a really fun motorcycle, perfect for those who want to accelerate on the track without worrying about power and speed, simply enjoying the curves, exploring the limits, braking hard and accelerating the engine to the maximum.

The Yamaha R7 has become a benchmark among the new mid-displacement sport bikes that have simplified the segment. It maintains the same base as models like the MT-07 or the Tracer, guaranteeing its versatility, but at the same time, it includes all the details that allow it to specialize in its function and make it more than adequate for track riding, with much more ease and confidence than a high-powered, expensive and more complex motorcycle.

by Autonews