The Return of the Legend: How Laszlo Nagy Perge from Subotica Revived the Iconic Trabant for the 21st Century
Is it possible to combine Cold War nostalgia with modern vehicle aesthetics? Designer Laszlo Nagy Perge shows us that not only is it possible, but that the result can be absolutely fascinating. His latest design project takes us straight to the era when the Berlin Wall divided the world, an era in which status symbols like Mercedes and BMW ruled on one side, while two-stroke machines like the Wartburg and Trabant beat on the other.
Although those times are behind us, the Trabant has never truly left our memories. Laszlo decided to bring back that recognizable feeling of childhood and bring a smile to the faces of all car lovers, but with a serious, visionary twist. Like the success stories where cult classics are transformed into modern icons – such as the MINI or the Fiat 500, which have become synonymous with urban chic – this concept brings the perfect reinterpretation of the East German legend.
Where tradition meets futurism From a professional perspective, this concept is a masterclass in retro-futuristic industrial design. Laszlo has reconstructed the recognizable silhouette of the Trabant and adapted it to the proportions of a modern platform.
Maintained proportions with a modern attitude: The car has retained its characteristic, recognizable "three-volume" shape with a pronounced rear end and vertical light clusters on the edges of the body. However, the wheel track has been widened and the arches above the wheels have been emphasized, giving the vehicle a more stable and aggressive stance on the road.
Aerodynamics and minimalist details: The front end brings clean surfaces, characteristic of electric vehicles where the traditional radiator grille is no longer technically necessary. Instead, a modern LED strip has been integrated that connects the recognizable round lights, giving the car a technologically advanced signature.
Contrasting roof and body graphics: The two-tone body with a light roof directly visually reminds us of the original models, but in combination with the matte black sills and the modern, aerodynamic large-diameter wheels, it creates the perfect visual balance between nostalgia and premium design.
The ideal match for modern hipsters and urban mobility As a fully electric vehicle, this modern Trabant would be absolutely perfect for urban conditions. It offers everything the modern urban buyer needs: nostalgia, authentic styling and environmental awareness.
In an era of uniform, generic crossovers that look like each other, Laszlo's concept offers what today's automotive industry lacks most: character. Modern hipsters, creatives and all those who want to stand out in urban environments would love to drive a vehicle like this. This is not just a means of transportation; it is a fashion detail, a style statement and a tribute to a history that refuses to be forgotten. Laszlo showed us that the Trabant does not have to remain in the history books. In the electric era, he has the potential to become the king of urban style.
Autonews
MOTO GP
Di Giannantonio overcomes chaos and wins the Catalan GP
The MotoGP Catalan Grand Prix delivered one of the most accident-prone races in recent years this Sunday (17). After two red flag interruptions and a turnaround after the checkered flag, Fabio Di Giannantonio emerged victorious in Barcelona. This is the rider's first triumph since the 2023 Qatar GP.
The official podium was only defined in the stewards' offices. Di Giannantonio shared the celebrations with Joan Mir and Fermín Aldeguer. However, a post-race penalty applied to Mir for irregular tire pressure promoted the current champion Francesco Bagnaia to third place.
Below the podium trio, Marco Bezzecchi secured fourth place for Aprilia, closely followed by Fabio Quartararo, Luca Marini and Brad Binder. The highlight of the second half of the top 10 was the young Brazilian rookie Diogo Moreira, who made a survival race to cross the finish line in an unprecedented ninth position, just ahead of Franco Morbidelli.
MotoGP now returns between May 29th and 31st for the seventh round of the 2026 season: the Italian Grand Prix.
Initial chaos and hospitalization of riders...Pedro Acosta suffered a sudden mechanical failure on the straight and abruptly reduced his speed. With no time to react, Álex Márquez collided with the rear of the KTM. The impact destroyed Márquez's bike and threw debris across the track, also causing Di Giannantonio, who was right behind, to fall. Álex Márquez was transferred conscious to the local hospital for detailed examinations.
After the circuit was cleaned, the first restart (scheduled for 13 laps) lasted only a few meters. At turn 1, a triple accident involved Luca Marini, Pecco Bagnaia and Johann Zarco. Bagnaia's bike hit Zarco in the gravel trap, forcing the second red flag of the day. The Frenchman from LCR Honda was taken to the hospital with a suspected injury to his left leg.
Zarco confirms fracture and knee injury: "It was more of a scare"..."It was more of a scare than damage." These were the words used by Johann Zarco to reassure fans after his serious accident at the MotoGP Catalan Grand Prix. The Frenchman from LCR confirmed that he suffered only a knee injury.
On the first restart, the Frenchman crashed on the first corner, on top of the bikes of Francesco Bagnaia and Luca Marini. His left leg got caught on the rear wheel of Pecco's bike, until he stopped in the gravel trap.
Zarco remained conscious, but felt a very strong pain in his left leg, and was taken to the hospital for further tests.
The LCR rider posted a video on social media where he mentioned a small fracture and, mainly, a rupture of the ligaments in his left leg, an injury that could keep him off the track for a long time.
"Rest assured, we are still waiting for the results of the tests," Zarco began. "I'm wearing a neck brace, but it bothers me more than anything else. It's mainly my knee; the ligaments tore, but my femur isn't broken."
"There's a small fracture in the lower part of the fibula, on the outside of my left ankle. I'll keep you updated."
"Just to reassure you: it was more of a scare than actual damage, so to speak. I'll keep you informed. I'm sleeping in the hospital tonight because they want to keep me under observation; we'll see what happens later."
Here's how the grid ended up:
1st: Fabio Di Giannantonio (Pertamina Enduro VR46 Racing Team) — 20:06.243
2nd: Fermín Aldeguer (BK8 Gresini Racing MotoGP) — +1.466
3rd: Francesco Bagnaia (Ducati Lenovo Team) — +4.320
4th: Marco Bezzecchi (Aprilia Racing) — +4.679
5th: Fabio Quartararo (Monster Energy Yamaha MotoGP Team) — +4.876
Suzuki SV-7GX: the proposal of the new japanese mid-size crossover
The Suzuki SV-7GX was announced in October at EICMA 2025 and has already caused a stir in the market, as weeks before, the Hamamatsu-based company had announced the end of production of the mid-size family with V2 engines, the naked "SV650" and the café racer "SV650X".
The Suzuki SV-7GX is a crossover designed to offer unparalleled versatility in the mid-displacement category. Inspired by the spirit of the iconic SV650, it combines the agility of a sportbike with the comfort and confidence of an adventure motorcycle. Its heart is Suzuki's legendary 645cc V-twin engine, refined over decades to deliver smooth and reliable power. Now, with electronic throttle (ride-by-wire), selectable riding modes, traction control, and a quickshifter, the SV-7GX is ready for city traffic, winding roads, and long weekend trips.
The rebirth of the V-Twin...This motorcycle arrives to occupy a prime space as a "Grand Crossover", inheriting the visual and technological genetics of its larger sibling, the GSX-S1000GX, but with the agility and economy that only a mid-displacement motorcycle can offer.
Peak power is 73 hp and torque is 6.4 kgf.m. To aid efficiency and performance, the unit has new transmission gears, airbox, an electronic throttle, and a new exhaust system.
As the GX suffix suggests, the SV-7GX is a mid-displacement sport crossover option in the Suzuki lineup, alongside the larger GSX-S1000GX. In other details, the launch features a steel trellis frame, equipped with KYB suspension.
The seat height remains accessible for a multitude of riders, at 795 mm. The new wheels are 17” cast aluminum, front and rear, fitted with Pirelli Angel GT 2 tires. Braking is provided by Tokico calipers and dual 290mm discs at the front.
SV-7GX Electronics...On the electronics side, smartphone connectivity comes standard and allows riders to access everything on the 4.2-inch color TFT display – from maps to contacts and intuitive gear messages on the left handlebar.
There is a USB-C charging port on the left side. The electronics package also includes a standard bidirectional quickshifter for up and down gear changes.
The model also had its design developed in a wind tunnel, so that its elements protect the rider and provide aerodynamic efficiency, with styling cues taken from its larger sibling, the GSX-S1000GX.
The name "GX" is not just a marketing ploy. It signals a motorcycle designed for long distances, but which does not forgo 17-inch wheels, guaranteeing enviable dynamic behavior on winding roads. What impresses most at first glance is the design, and the SV-7GX is a visual spectacle. It abandons that simplistic "entry-level motorcycle" aesthetic to assume an imposing stature, with an aggressive and modern front fairing that makes many 1000cc motorcycle riders look twice. The finish is refined, and the new colors, especially the innovative "Matte Greige" with red wheels, show that Suzuki is willing to dare to win over a younger, more lifestyle-connected audience.
In terms of dimensions, the SV-7GX is a gentle giant. At 2,160 mm long and 1,295 mm high, it manages to be visually larger than the GSX-S1000GT sport touring bike, thanks to the standard rear cargo rack. However, don't be fooled by the size: Suzuki has done a masterful job on ergonomics. The seat height has been limited to just 795 mm, which ensures firm foot support on the ground for riders of various heights. The trellis frame, a direct inheritance from the SV lineage, has been maintained and reinforced, ensuring that the riding position, while comfortable for touring, keeps the footpegs in a slightly rearward position — proof that the brand's "sporting spirit" remains intact.
A proven powerhouse...Mechanically, the 645 cc V-Twin engine has been completely remapped to meet the strictest 2026 emissions standards, without losing that bubbling torque and linear delivery that made it world-famous. The electronics have also taken a quantum leap, incorporating riding modes and traction controls that make the journey much safer and more enjoyable. Whether tackling urban traffic with the ease of a naked bike or devouring kilometers of asphalt on a weekend trip, the SV-7GX positions itself as the spiritual and technological successor to the V-Strom 650, but with a much more asphalt-focused and refined approach. Get ready, because the original V-Twin is back, and it has never been so elegant. Bet on versatility: if you're looking for a motorcycle that can do it all — from daily commutes to transcontinental trips — the SV-7GX is the rational choice. The low center of gravity of the V2 engine facilitates low-speed maneuvers.
Pay attention to the electronic package: unlike older SVs, this new version requires the rider to familiarize themselves with the digital menus. Configure the traction control according to the weather to extract maximum safety.
Resale value: historically, Suzuki's 650 engines are "tanks." This ensures that your SV-7GX will depreciate less than the parallel-twin competitors that flood the market.
Lifestyle: the new accessories catalog includes integrated side cases that don't compromise aerodynamics. If you're traveling, invest in original accessories to maintain the warranty and stability of the motorcycle.
The study focused on lithium niobium oxide (LNO) coatings applied to NCM811 cathode powders via rotary powder atomic layer deposition. Sulfide-based solid electrolytes are chemically reactive at the cathode interface—they generate resistive degradation products on contact with cathode active materials, shortening cycle life. Thin LNO coatings act as a diffusion barrier, but the minimum thickness required to actually suppress those side reactions hadn’t been established.
The Hanyang team deposited LNO at three thicknesses—1.0 nm, 2.5 nm and 5.0 nm—using a supercycle ALD method that alternates lithium and niobium deposition with ozone for precise composition control. The resulting cells showed a clear trade-off. The 1.0 nm coating delivered the highest initial discharge capacity at 229 mAh g⁻¹, but cycle life ran 28% shorter than the 2.5 nm cells and interfacial resistance was 59% higher. Spectroscopic analysis confirmed that side reactions were effectively suppressed at 2.5 nm but not at 1.0 nm—the coating was simply too thin to prevent electrolyte contact. The 2.5 nm cells achieved 216 mAh g⁻¹ initial capacity; going to 5.0 nm dropped that further to 207 mAh g⁻¹ with no meaningful cycle life gain.
Against an uncoated cell, the 2.5 nm coating extended cycle life by 43% and cut interfacial resistance to less than half.
“Our results show that the minimum effective thickness of the LNO protective layer to suppress side reactions in sulfide-based ASSBs is 2.5 nm,” said Prof. Tae Joo Park, who led the research. “This provides a practical guideline for cathode–electrolyte interface optimization in next-generation solid-state batteries.”
Sulfide-based all-solid-state batteries (ASSBs), which use a solid electrolyte instead of a liquid one, are emerging as a promising way to overcome the safety and energy-density limitations of conventional lithium-ion batteries. However, a major obstacle to their practical use is the poor chemical compatibility at the interface between the cathode active materials (CAMs) and sulfide-based solid electrolytes.
Why ultra-thin coatings matter...One widely studied solution is to coat the surface of cathode materials with a thin protective layer. This layer can prevent direct contact between the cathode and the electrolyte, reducing harmful side reactions.
Previous studies have shown that precisely controlling the thickness of such protective layers below 5 nanometers (nm) is essential to maintain effective lithium-ion transport and interfacial stability. However, the minimum thickness required for the coating to work effectively has remained unclear.
To address this question, a research team led by Professor Tae Joo Park from the Department of Materials Science and Chemical Engineering at Hanyang University in South Korea systematically examined the minimum effective thickness of cathode protective layers required for sulfide-based ASSBs.
"Our study moves the field beyond the long-standing 'optimal thickness' concept by providing a quantitative basis for thickness-dependent interface design," explains Prof. Park.
How the protective layers were engineered...The researchers employed lithium niobium oxide (LNO) as a model protective layer in the study. Using a rotary-type powder atomic layer deposition (ALD) system, they deposited LNO protective layers with controlled thicknesses onto NCM811 powders, a widely used CAM for sulfide-based ASSBs.
To precisely control the composition and thickness of the layers, the team employed a supercycle method, where lithium and niobium were deposited in alternate cycles, along with ozone (O₃).
Using this technique, they fabricated torque-cell type ASSBs using NCM811 powders coated with LNO protective layers of 1.0 nm (LNO-1), 2.5 nm (LNO-2.5), and 5.0 nm (LNO-5) thicknesses.
The results show that 2.5 nanometers is the minimum thickness required for protective layers to effectively suppress side reactions in sulfide-based all-solid-state batteries. Credit: Professor Tae Joo Park, Hanyang University
What the performance tests revealed...Electrochemical performance analysis showed clear thickness-based trends. The LNO-1 cell exhibited the highest initial discharge capacity of 229 mAh g-1, compared to 216 mAh g⁻¹ for LNO-2.5 and 207 mAh g⁻¹ for LNO-5 nm, indicating a gradual decrease with increasing coating thickness.
On the other hand, the LNO-2.5 and LNO-5 cells showed an approximately 28% longer cycle life than that of the LNO-1 cell. In addition, the LNO-1 cell demonstrated a 59% higher interfacial resistance to ion transport compared to LNO-2.5 and LNO-5 cells.
In comparison, the bare cell showed a 43% shorter cycle life and about 145% higher interfacial resistance than the LNO-2.5 cell. Spectroscopic and microscopic studies further showed that interfacial side reactions were effectively suppressed only when the coating thickness reached at least 2.5 nm.
Design rule and future implications..."Our results show that the minimum effective thickness of the LNO protective layer to suppress side reactions in sulfide-based ASSBs is 2.5 nm," said Prof. Park. "This provides a practical guideline for cathode–electrolyte interface optimization in next-generation solid-state batteries."
This design guideline could enable more durable ASSBs for electric vehicles, potentially extending battery lifespan for longer driving ranges. The precise powder-ALD process shows promise for scalable manufacturing toward commercialization, despite remaining challenges in full gigafactory integration.
Overall, the study offers an important design rule that could help accelerate the development of longer-lasting, high-energy solid-state batteries.
Provided by Hanyang University
RENAULT
How does the Renault Clio E-TECH hybrid perform?
1990 was one of those era-defining years. Germany officially reunified after decades of division, Nelson Mandela was finally released from prison after 27 years, and music began to shift to a new generation of sounds that would define an entire decade. In addition, in Spain, an industrial transformation was underway that would eventually consolidate the automobile as one of the country's main economic engines. And it was precisely in this context that one of the most important cars in recent European history was born: the Renault Clio.
Thirty-six years have passed since the first generation, which had the mission of replacing the Renault 5, and since then, the Clio has survived practically everything. It has withstood economic crises, technological changes, emissions regulations, the SUV boom, and now electrification. While some historic names have disappeared along the way (like the Ford Fiesta) and others have evolved into something completely different (the Peugeot 205 gave way some time ago to the current Peugeot 208), the Clio has remained, adapting without losing its essence.
And perhaps that is precisely one of its greatest virtues: understanding what the European driver really expects from a small car. Because the Clio has never been the most radical, the sportiest, or the most technologically advanced in absolute terms. But, generation after generation, it has managed to maintain something much more difficult: balance.
That same balance is what Renault sought to reinforce with this sixth generation, especially in the 160 hp E-Tech Full Hybrid version that we had the opportunity to test. This variant probably represents better than any other the direction the model is taking: more refined, more efficient, more technologically advanced, and with a distinctly more mature feel.
Furthermore, the Clio has a special significance for Spain. For decades, it was part of the national industry, initially produced in Valladolid and later as one of the most important models for Renault's industrial ecosystem in the country. And although this new generation is produced in Bursa, Turkey, the Clio continues to be part of the recent history of the Spanish and European automotive industry, a distinction that few models in its segment can boast.
Although we already analyzed it at the time, it is worth revisiting the most representative characteristics of the model, among which the exterior design is clearly one of the key points. Because the new Clio has changed considerably more than it appears at first glance. Renault wanted to give it a more solid image, closer to higher segments, moving away somewhat from the youthful aesthetic that has historically characterized the model.
Although it is based on the same platform as its predecessor, it now measures 4.12 meters in length, is wider and adopts more robust proportions, especially at the front. The hood is longer, the front track has increased by 39 mm, and the new diamond-shaped LED light signature gives it a much more distinctive personality.
The result is a car that visually looks more stable on the road. More serious. More imposing. And that's probably exactly what Renault intended: for the Clio to stop being seen as a mere utility vehicle and become a viable alternative as a main car for many drivers, especially now that the Mégane has become electric.
A more mature car inside...This feeling extends directly to the interior, where Renault has clearly raised the perceived quality and technological experience. The dashboard is dominated by the OpenR Link system with two screens of up to 10 inches and integrated Google, something still uncommon in this segment. Google Maps, Assistant, and Play Store are part of the car's ecosystem, significantly reducing the need for a smartphone.
The interface is fast, intuitive, and much more pleasant to use than the multimedia systems of some conventional competitors. In addition, Renault has managed to ensure that the technology does not complicate daily use. There is still a certain physical logic to some of the controls, which is much appreciated.
The compact steering wheel, inherited from higher-end models like the Austral and Rafale, conveys a sporty feel and complements the low, comfortable driving position. There is also a clear improvement in materials, finish, and ambient lighting, especially in the higher trim levels. The Esprit Alpine version adds an extra touch of excitement with specific details, Alcantara, and sports car-inspired finishes. Renault understood that, even in a compact car, the feeling of quality is becoming increasingly important.
Hybrid mechanics: the best Clio to date...Let's analyze what, for me, is the star of this test: the new 160 hp E-Tech hybrid powertrain (and probably also the car's strong point). Renault has significantly improved the hybrid system compared to the previous 145 hp E-Tech. Now, it uses a new naturally aspirated 1.8 engine, combined with two electric motors and a 1.4 kWh battery. The result is 160 hp and a much more refined response.
The improvement is not limited to performance (it accelerates from 0 to 100 km/h in 8.3 seconds), but above all to the way the power is delivered. The system now works much more smoothly and naturally than before. The multi-mode gearbox still has a unique operation compared to other traditional hybrids, but Renault has significantly refined the transition between engines, making the overall experience much more enjoyable. Furthermore, the hybrid Clio achieves something very difficult: being fast when needed and efficient almost always.
However, if there is one thing that defines the 160 hp Clio E-Tech, it is precisely its balance. It doesn't try to be the sportiest, like some versions of the SEAT Ibiza, nor the most radical in design, like the Peugeot 208, nor the most obsessed with absolute efficiency, like the Toyota Yaris. What it does is combine practically everything in a reasonable way.
In the city, it moves with great ease thanks to its electric operation. In fact, Renault claims that it can operate in electric mode up to 80% of the time in urban environments and, although this depends a lot on traffic and driving style, it is true that the car spends a significant amount of time without the combustion engine being activated.
On the road, the behavior is surprisingly balanced. The suspension absorbs road irregularities very well, the sound insulation is remarkable, and the steering has a very natural feel. It doesn't convey pure sportiness, but it offers a lot of confidence and a sense of maturity for a B-segment car. In addition, the Smart mode automatically manages the different driving profiles and adapts the car's response quite effectively according to the pace and environment.
But perhaps the best part is fuel consumption. During the test, it was relatively easy to achieve around 5.5 l/100 km in real driving, a truly impressive figure for a 160 hp car with this level of performance. This is where the hybrid Clio truly stands out from traditional gasoline models.
In short, the Renault Clio could have disappeared years ago, like so many other historic names in European motoring. However, 36 years after its birth, it is still here because it has evolved without losing its essence. And this sixth generation probably represents better than ever what the Clio has always been: a balanced, practical, comfortable and incredibly easy-to-recommend car.
Compared to its direct rivals, the Clio E-Tech 160 may not have the dynamic charisma of the Ibiza, nor the hybrid fame of the Yaris, or the visual impact of the 208 (although I think it does now), but what it achieves is something probably more important: being the car that best balances all these aspects.
That's why it remains one of the last great survivors in the segment… and also because of its price. The range starts at €18,900 for the 115 hp petrol version, rises to €20,340 if you opt for the automatic transmission and reaches €23,270 for our hybrid, all with the Evolution trim. The most expensive Clio starts at €27,690 for the Esprit Alpine trim, which is exclusive to the full hybrid E-Tech 160.
by Autonews
AUTONEWS
In the EU, you can get a fine for just touching your phone while driving: Where are the strictest rules?
Using a mobile phone while driving has been one of the most common causes of driver distraction for years. That's why some European countries are going a step further with sanctions. It's no longer just about holding your phone in your hand. In some countries, even touching the screen while the device is in a holder is punishable.
The strictest rules currently apply in Spain, where authorities warn that drivers are not allowed to use their mobile phones even when they are stopped at traffic lights or in traffic jams.
According to the rules of the Spanish Directorate General of Transport (DGT), it is a crime to type, change music, use apps or otherwise manipulate your phone while driving. And not only while driving, but also when stopped at traffic lights or in traffic jams.
The fines for drivers who do not follow the rules are not small: 200 euros and six penalty points for holding a phone in your hand, 200 euros and three points for using a phone while it is in a holder.
Spain is not the only country to tighten its rules. A similar trend is visible throughout Europe.
In the UK, rules have been introduced since 2022 according to which a driver can be fined even for briefly touching his phone while driving or waiting at traffic lights. The fine is 200 pounds and six penalty points.
The Netherlands also uses special cameras that can detect the use of a mobile phone behind the wheel, while Italy and France have high fines and the possibility of temporary withdrawal of the driver's license for serious or repeated violations.
Although the rules are not identical in all European Union countries, the common message is that the focus is increasingly shifting to driver distraction, and not just holding the phone in his hand. In other words, even "just briefly checking a message" can lead to a fine.
According to data from European traffic institutions, using a mobile phone significantly increases the reaction time of drivers and increases the risk of accidents, which is why many countries are introducing stricter controls and automatic cameras to detect phone use.
All EU countries prohibit holding and touching a mobile phone while driving—even when stopped at traffic lights or stuck in slow traffic. The strictest rules and highest penalties for handling your phone are enforced in the following countries:
Italy: Italy imposes some of the heaviest fines, ranging from €422 up to €1,697. First-time offenders face automatic driver’s license suspension for 15 days to two months, which doubles for repeat offenses.
Great Britain (Non-EU, but notable in Europe): Fines can reach up to £1,000 (around €1,170) alongside a mandatory 6 penalty points on your license, which is enough to revoke the license for newly qualified drivers.
The Netherlands: Fines for hand-held phone use are officially €430 (plus administrative fees). The country also actively deploys automated, AI-powered traffic cameras ("focus cameras") designed specifically to catch and automatically fine drivers touching their phones.
France: Drivers face a flat €135 fine but, in certain regions (such as Landes and Lot-et-Garonne), authorities enforce immediate 6-month license suspensions on top of standard fines. France also completely bans wearing headphones or earphones while operating a vehicle.
What exactly counts as "touching" it?Almost all European authorities state that simply holding the phone, unlocking the screen, checking notifications, or changing a music playlist constitutes an offense. In many countries, even if your phone is mounted in a dashboard cradle, actively tapping the screen can still result in a ticket for not having proper control of the vehicle.
For details on the exact penalties and driving laws, you can check the European Commission's Road Safety Database or look up local regulations on platforms like the UK's GOV.UK Driving Guidelines.
sexta-feira, 15 de maio de 2026
TUNNING
Brabus Bodo
What happens when you follow your dream, your passion, your ambition – and you absolutely refuse to let anyone or anything stand in your way? This story begins with one person. With one man who saw possibility where others saw limits. That man was Bodo Buschmann. Today, his name is being honored by Brabus bringing his vision to life. And, of course, this creation can only bear one name: Bodo.
49 years after its founding in Bottrop in 1977, Brabus is finally presenting its first in-house production car: Bodo. A name that pays homage to its founder, Bodo Buschmann.
Built to honor a legacy much bigger than performance. This is a story of obsession. Of pressure. Of legacy. Of building something timeless. From the hand-crafted carbon fiber bodywork to the engineering behind the rear-wheel drive V12 platform.
A Grand Tourer with a 1,000 hp 5.2-liter V12 twin-turbo engine, capable of 360 km/h, which took Konstantin Busman and his team almost 10 years to develop.
This sophisticated powertrain produces a maximum performance of 735 kW/1,000 hp at 6,400 rpm, as well as a maximum torque of 1,200 Nm. From a standstill, the 2+2-seater accelerates to 100 km/h in just 3.0 seconds. Top speed is electronically limited to 360 km/h.
The bespoke body is entirely carbon fibre (black), slung over an aluminium chassis (probably painted black, though you can’t see it). Most of the interior is carbon fibre (black). The wheels are black. Some of the engine elements (airboxes and the front of the cam covers) are black carbon fibre, and have actual real gold freckles impregnated into the weave for no other reason than it looks cool, the kind of nonsensical detail that makes absolute sense. The interior is baby blue. Sorry, black. You get the idea.
The engine lives under the acreage of bonnet, stuffed so far back in the chassis that cylinder 11 looks as if it should warm your right knee, and consists of a 5.2-litre, twin-turbo V12 developing that headline 1,000hp and 885lb ft, providing a 0-62mph time in the low-threes for a car that weighs 1,910kg. Top speed is 224mph, enough to see off quite a few notionally faster supercars. And yet it’s a 2+2 (‘ish’, there’s not much human-sized room back there) with a boot, big, comfortable front seats and enough street presence to make the Batmobile look like a Cozy Coupe. An old-school, full-fat, rear-wheel drive V12 GT in a world that seems increasingly populated with low-calorie, efficient fast cars. There’s nothing wrong with an electrically-assisted V6 with big power, but a turbo V12 it ‘ain’t.
The Bodo isn’t a completely clean sheet, though. If some of the elements sound familiar, that’s because this car is the wayward son of an Aston Martin Vanquish - you can see it in the profile of the glass - re-worked from new. But the big Brabus gets a more menacing, squarer front end with a vented bonnet, the same tight windowline and an almost boat-tail rear that drops away to knee height. A rear that incorporates a pop-up spoiler in the almost 911-ish rear aero. But it’s the profile that’ll get you. It’s concept car exceptional, hunkered over 21in multi-spoke, dished Monoblocks with bespoke Continental tyres, reminiscent of the Mercedes Maybach Vision 6 (remember that?) or even the Maybach Excelero of 2005. Both leggy, low and slinky, outrageous concepts that have an almost gothic sense of occasion. A sense of theatre that the Bodo revels in.
Complementing its low, wide stance, the Bodo rides on 21-inch concave Brabus Monoblock Z-GT “Shadow Edition” forged wheels, equipped with high-performance Continental SportContact 7 Force tires in size 275/35 ZR 21, developed exclusively for the Brabus Bodo. On the rear axle, 325/30 ZR 21 tires ensure optimal grip for the rear wheels and outstanding lateral stability during fast cornering.
In pursuit of the goal of reaching a top speed of 360 km/h, the entire body is constructed from high-strength carbon fiber with a focus on aerodynamic efficiency. The front is defined by unique LED matrix headlights and a striking radiator grille with a total of 13 vertical slats. At higher speeds, the rear spoiler automatically extends in multiple stages and continuously adjusts its position to the aerodynamic requirements.
That feels like what we’re seeing here - Brabus seeding the idea of change. Brabus has gone from a small ‘tuner’ dealership incorporated in 1977 to a large, well-resourced outfit that does big business with OEMs like Smart, tuning, modifying and refining various marques, from Porsches to Range Rovers, as well as its mainstay of ‘Benz products. That varies from a 900bhp S-Class with minimal external warning signs (usually black, natch), to peach-coloured Rangies on 23s. The GTS Coupe and Bodo elevate that idea to the idea of a fully coachbuilt vehicle, which in turn might beget a fully independent project. Indeed, Brabus actually produces its own chassis for the off-road only Brabus Crawler, even if the drivetrain is sourced from a G63.
The Bodo is the current star, mind. Even though it sounds faintly ridiculous, a million euros for a car that is likely to only ever run to 77 units (in honour of Brabus’ birth year), that looks this spectacular and is based on the proven mechanicals of a not-inexpensive GT, isn’t actually that much. Especially for a car that comes with a cast-iron guarantee; wherever you turn up, jaws are going to drop.
In keeping with the “Piano Black” exterior finish, the cabin is upholstered in smooth black leather and contrasting black Nubuck leather, highlighted by a selection of carbon fiber elements.
The “77” logo placed below the rear window commemorates 1977, the year Bodo Buschmann founded Brabus.
Production is therefore limited to 77 units, with an annual production volume of between 10 and 15 vehicles.
