DOSSIER

SUZUKI

Suzuki SV-7GX

Just when it seemed Suzuki was set to retire its renowned 650cc V-twin engine—the same one powering the SV650 naked bike and the V-Strom 650—the brand launched the SV-7GX (technical specifications available at this link). This motorcycle brings back one of the best middleweight engines on the market, demonstrating Suzuki's continued confidence in the powerplant and its desire to offer something different.

The entry of Chinese manufacturers into the market has had a significant impact. For starters, the V-twin engine gives these bikes a distinctive character that competitors lack: most rivals use parallel-twin configurations with 270-degree crankshafts. Then there is the price; the company made a massive effort to keep the cost around €8,000.

Suzuki invited us to Montpellier, France, for our first test ride. I admit I was eager to see how this engine would perform under the mandatory Euro 5+ emissions standards. It is an engine that has always impressed me with its sound, ride feel, performance, reliability, and fuel economy.

Before sharing my impressions, I’ll look at the new features that set this model apart. While it is true that—to keep the price down—they omitted a six-axis IMU, installed a windshield that requires tools to adjust between its three positions, and didn't even offer cruise control as an option, the electronics have been updated to modernize a mechanical system that debuted 27 years ago.

A legendary engine... Fortunately, the new Suzuki SV-7GX retains the iconic 645cc, 90-degree V-twin engine. Featuring double overhead cams and four valves per cylinder, this engine boasts a track record of reliability spanning more than a quarter of a century. To meet Euro 5+ emission standards and align with the market trend toward computerized motorcycle management, engineers in Hamamatsu have updated the engine's management system and intake.

The key innovation is the adoption of a Ride-by-Wire electronic throttle system. With its introduction, fuel injection maps have been completely redesigned, and internal components—such as the flywheel and transmission gears—have been modified to meet the new electronic requirements.

Despite the constraints of strict Euro 5+ regulations, the engine maintains optimal performance, boasting a peak output of 73 hp at 8,500 rpm and 64 Nm of torque at 6,800 rpm. True to its mechanical heritage, the engine block continues to feature SCEM electrochemical treatment on the cylinder liners to minimize friction and optimize heat dissipation, alongside specialized pistons with L-shaped rings and under-piston oil jet cooling. Ignition is now handled by a dual-iridium-spark-plug system per cylinder, ensuring ultra-efficient combustion across the entire rev range.

The engine design was strategically conceived to optimize the motorcycle's ergonomics. The SV-7GX utilizes a downdraft air intake system, meaning the airbox is located directly beneath the fuel tank. Choosing this solution—rather than placing the airbox under the seat—reduces the space between the seat and the fuel tank. Consequently, even though the rider's seat is 10 mm thicker than that of Suzuki's naked model for added comfort, the seat height remains an accessible 795 mm.

The riding position falls between that of the V-Strom 650 and the SV 650: less upright than the former, yet less forward-leaning than the latter. It features a tapered aluminum handlebar that is 740 mm wide and positioned 17 mm higher and 24 mm closer to the rider compared to the SV650's.

Passenger comfort has also been improved. The seat is 20% thicker thanks to an extra 20 mm of foam, and the subframe—welded to the main frame just like on the SV (from which it inherits its engine and chassis components)—has been modified to incorporate a sturdy, standard-issue luggage rack. Consequently, the passenger benefits from generously sized, ergonomic grab handles and a durable plastic base for mounting a sizable top case.

Finally, regarding load-carrying capacity, it is worth noting the bungee cord attachment points on the rear rack; this rack is designed to sit flush with the rear seat, allowing for the secure transport of bulky items. As for the motorcycle's overall design, the emphasis on rear-end functionality contrasts sharply with the aggressive, sporty front end; the front and rear views look like those of two completely different bikes.

Electronics...The introduction of ride-by-wire throttle technology paves the way for integrating the brand's intelligent rider-assist systems. This is the Suzuki Intelligent Ride System (SIRS), an electronic coordinator that enhances both safety and performance on the Suzuki SV-7GX. Already found on the Japanese manufacturer's high-end models, the SIRS control unit manages the Suzuki Drive Mode Selector (SDMS), traction control, the bidirectional quick-shifter, the Easy Start system, and the Low RPM Assist function.

Let’s start with the Suzuki Drive Mode Selector (SDMS). It offers three power curves that can be adjusted even while the motorcycle is in motion. Mode A delivers immediate throttle response, reflecting its sporty character. Mode B—the default setting upon startup—is designed for balanced riding and provides moderate power output. Mode C is ideal for slippery surfaces, smoothing out power delivery by electronically capping maximum output at 61 hp (45 kW).

The traction control system (STCS) offers three levels of intervention, with the option to switch it off completely—even while riding. Like the ABS, the system does not rely on an Inertial Measurement Unit (IMU), meaning its operation is unaffected by the motorcycle's lean angle; this solution was designed to keep costs down without compromising safety. The equipment is complemented by a practical two-way Quick Shift system, allowing for upshifts above 2,000 rpm and downshifts from 1,700 rpm without using the clutch. Ultimately, this technology makes riding the motorcycle even easier, especially for those transitioning from the world of scooters.

The Easy Start system allows the engine to be started with a simple touch of a button, without needing to hold it down until the engine fires up. Additionally, the Low RPM Assist makes it virtually impossible for the bike to stall when pulling away, as it automatically increases engine speed.

Regarding the chassis, Suzuki employs a steel trellis frame integrated with the welded subframe found on its SV 650 naked model. This setup provides a blend of torsional rigidity and flexibility, offering an ideal balance for riding with a full load without compromising sporty handling.

The suspension setup prioritizes shock absorption over sporty performance. The front features a conventional, non-adjustable telescopic fork with 41 mm diameter tubes and 125 mm of travel. The rear utilizes a central monoshock with a linkage system—adjustable only for spring preload across seven positions—mounted on a tubular steel swingarm.

The braking system consists of dual 290 mm floating discs with axially mounted four-piston calipers (the SV had two), supplemented by a 240 mm rear disc, all combined with standard ABS.

With a full 17.4-liter tank, the motorcycle weighs 223.8 kg in running order (211 kg dry, including all fluids except fuel). Contact with the road is handled by Pirelli Angel GT II tires—touring tires that, as they have demonstrated to me more than once, leave nothing to be desired regarding grip during spirited riding.

All vehicle parameter management and telemetry data are centralized on a new 4.2-inch color TFT display, inherited from other models in the brand's lineup. This dashboard features an automatic light sensor to switch between day mode (white background) and night mode (black background) and also incorporates a small anti-glare visor.

Via the Suzuki Ride Connect+ app and a Bluetooth connection, the TFT display adapts its interface to provide turn-by-turn navigation, graphic map displays, real-time traffic alerts, and localized weather warnings. The system also adds entertainment features, such as call notifications, a calendar, and a detailed smartphone log that stores fuel consumption, trip history, and the last parking location. However, there is no mention of music control via the display if you are listening to music through your helmet.

Next to the instrument panel, there is a high-output USB-C port (5V/3A) designed to charge mobile devices or external navigation systems, should you be dissatisfied with the arrow-based directions provided by the Suzuki app.

In terms of design, this wind-tunnel-tested motorcycle comes standard with integrated handguards. Its lighting is all-LED, featuring a central dual-function (high and low beam) ellipsoidal headlight flanked by stylish, angular position lights directly inspired by its larger sibling, the GSX-S1000GX. It is a shame that, for cost reasons, they did not opt ​​for daytime running lights instead of standard position lights.

Dynamically, the Suzuki SV-7GX stands out for its ease of handling. It is a sensible motorcycle that—while its front-end design catches the eye of sportbike enthusiasts—is perfect for daily use.

Overall ergonomics are impressive, thanks to the comfort and support of the plush seat. However, taller riders (myself included, at 1.80m with long legs) will notice that the footpegs are positioned quite high and slightly rearward, forcing the knees to bend. The short distance between the seat and the footpegs dictated the design of a narrow, moderately high seat (795 mm); this allows riders of any stature to ride comfortably in the city, while the high footpegs add a sporty touch, preventing scraping on winding roads during weekend rides.

The wind protection provided by the front fairing is remarkable at any speed, with no trace of turbulence—even after testing the fairing at two different height settings, an adjustment that does, however, require the somewhat tedious use of tools. In terms of the engine, the ever-reliable V-twin retains its proverbial flexibility, paired with very relaxed highway gearing: at 4,000 rpm, you are doing 100 km/h; at 4,500 rpm, 110 km/h; and at a comfortable 5,200 rpm, you reach 120 km/h. The SIRS electronic management system is impeccably simple, allowing you to switch between the three engine modes (A, B, and C) at any time, even with the throttle slightly open.

The real limit for sporty riding is set by the suspension setup. Despite featuring a rear linkage system that provides progressive damping, the overall package feels unbalanced. The conventional fork is excessively soft, with little damping on both compression and rebound, and offers no adjustability.

At the rear, the shock absorber uses a notably stiff spring—a solution the engineers justify as necessary for handling heavy loads or passengers, but one that compromises ride quality compared to the stability of a V-Strom.

Regarding the brakes, although improvements have been made over the SV 650, the lack of suspension-controlled damping is even more noticeable. The front brake bite is impressive thanks to its powerful performance and, above all, the excellent feel at the lever, which encourages late braking given the tires' good grip. It is a very enjoyable bike to ride smoothly on good asphalt, but on uneven surfaces, the rear end feels stiff if you are a light rider (I weigh 68 kg).

At a relaxed pace, the bike handles gracefully, but as soon as you push for sporty riding, weight transfer compromises handling, making the bike feel somewhat clumsy due to a lack of precision. With minor adjustments to the front and rear suspension, the dual-purpose nature of the bike would have been truly complete and realistic; however, recognizing that their primary customers would be urban and interurban riders, they opted for this specific approach. This allowed them to better position the price in the face of growing demand for motorcycles from China. The SV-7GX starts at €7,999 for the solid "Gloss White" version, rising to €8,300 for the three other versions featuring pearlescent, matte, or two-tone paintwork. Orders are already being accepted, but initial deliveries will not take place until September.

 

by Autonews

TUNNING

ABT Sportsline Lamborghini Urus SE 910 KS

Sa ovim Urusom SE, ABT Sportsline navodi da pomera granice onoga što je moguće. Na osnovu Lamborghini Urusa SE stvoreno je vozilo koje podiže snagu, ekskluzivnost i preciznost na beskompromisno sportski nivo.

Cilj je bio da se izvanredni SUV pretvori u upečatljiv izraz na svakom putu – i vizuelno i u pogledu dinamike vožnje.

* Power S Performance nadogradnja od 910 KS (669 kW) sa obrtnim momentom od 1.100 Nm

* Aerodinamički paket od ugljeničnih vlakana (prednji spojler, bočni pragovi, kućišta retrovizora, zadnja proširenja)

* Opciono ABT zadnje krilo sa sjajnim aerodinamičnim lopaticama od ugljeničnih vlakana

* ABT izduvni sistem od nerđajućeg čelika sa prepoznatljivim izduvnim cevima (Ø 105 mm)

* 23-inčne ABT High Performance IRL23 kovane felne u sjajno crnoj boji

The factory-spec Lamborghini Urus SE Performante didn't hold the title of most powerful Urus for long. German tuner ABT Sportsline has developed an upgrade that boosts the hybrid powertrain to 910 hp—98 horsepower more than the top-tier factory model. Torque rises to 1,100 Nm, while the standard electric system continues to operate exactly as before.

The ABT Power S package adds 110 hp and 150 Nm to the standard Urus SE. It costs 5,000 euros, excluding installation and homologation. And that’s not even the limit: for those wanting more than 910 hp, ABT can build a version producing up to 1,000 hp upon request.

On the outside, the tuned crossover stands out with carbon fiber body accents and 23-inch forged ABT IRL23 wheels. It rides on 285/35 ZR23 tires at the front and 325/30 ZR23s at the rear. The list of available components also includes a front splitter, side skirts, rear bumper elements, and mirror caps.

For comparison, the standard Urus SE delivers 800 hp and 950 Nm, accelerating from 0 to 100 km/h in 3.4 seconds and reaching a top speed of 312 km/h. The factory Urus SE Performante produces 812 hp and 1,000 Nm—dropping the sprint time to 3.3 seconds while maintaining the same 312 km/h top speed.

ABT has not yet released performance figures for the 910 hp version. It is too early, therefore, to say whether it is faster than the factory Performante, which received not only more power but also comprehensive changes to its chassis, aerodynamics, and suspension. For now, ABT has just one card up its sleeve, but it’s a strong one: raw power.

Autonews

AUTONEWS

Which electric cars are the most reliable?

British company that sells used car warranties, Warranty Solutions Group (WSG), analyzed more than 2,500 warranty disputes for used electric cars between May 2025 and April 2026, writes the Daily Mail.

There is a big difference in the reliability of electric vehicles. If you own an older Tesla Model S (from the 2014 model year), 34.8 percent of owners were forced to visit the service center for warranty repairs in the past year. The average cost of repairing a breakdown on a sedan was 1,012 pounds. The brand's large SUV, the Tesla Model X, is also at the bottom with a breakdown margin of 29.2 percent. German Mercedes is also under attack with its EQ models, the EQV family van has a breakdown rate of as much as 33.3 percent. The EQB SUV is also in breakdowns with 25.7 percent, and the Volkswagen e-Up! is close behind with 24.8 percent breakdowns.

At the other end of the spectrum are much cheaper and simpler electric cars. The absolute winner of the survey is the French small car Renault Zoe (produced between 2012 and 2023). Only 1.5 per cent of Zoe owners had to use their used car warranty during the year. When something did break down, repairs were also cheap, costing just £130 on average. Even the pioneering BMW i3 shows excellent engineering with a low failure rate of 2.2 per cent. The newer and very popular Tesla Model Y SUV comes in an impressive fifth place on the list of most reliable cars, with just 3.3 per cent of owners affected. However, it should be added that these cars are considerably newer and many are still covered by Tesla’s new car warranties. The MG ZS and Nissan Leaf are also excellent.

Perhaps the biggest surprise in the report is that the expensive high-voltage battery is almost never the reason for a visit to the workshop. The industry has long warned of battery failures, but warranty data shows that failures in older electric cars are linked to other components. The electronics are the most common. The most common fault is a faulty central locking system (4.29 per cent of all faults), followed by a faulty tailgate (3.6 per cent) and worn suspension arms (2.9 per cent). However, the absolute most expensive fault is when the battery charging system fails. The average repair costs £1,882.

The BMW i4, Tesla Model 3, Tesla Model Y, Ford Mustang Mach-E, and Lexus RZ consistently rank as the most reliable electric vehicles according to the latest automotive owner surveys and testing data.

While the EV industry as a whole has faced growing pains with complex software and 12-volt accessory batteries, certain legacy and dedicated EV models stand out for their exceptional dependability

The top-performing reliable electric cars are broken down below by category, based on data from Consumer Reports, J.D. Power, and What Car?:

Top reliable luxury & sedans:

BMW i4: This vehicle stands at the top of luxury EV reliability rankings. Owners praise its exceptional build quality and mechanical durability, though minor software updates or charger door sticking are occasionally noted.

Tesla Model 3: Benefiting from years of continuous engineering refinements, the Model 3—especially versions utilizing highly durable Lithium Iron Phosphate (LFP) batteries—scores very high in powertrain and battery longevity.

Mini Cooper SE / Electric: Sharing a proven mechanical platform with its internal combustion counterpart, the Mini Electric ranks incredibly high in European reliability indexes due to its simple, time-tested layout.

Top reliable SUVs & crossovers:

Tesla Model Y: As one of the world's best-selling vehicles, the Model Y has matured significantly. It exhibits few drivetrain or battery issues, supported by the unmatched reliability of the Tesla Supercharger network.

Ford Mustang Mach-E: Touted as a premier domestic alternative to Tesla, the Mach-E scores remarkably close to top Japanese brands for assembly quality and powertrain dependability, according to Consumer Reports.

Lexus RZ: True to the brand's long legacy of reliability, the Lexus RZ ranks near the top of the luxury SUV category for trouble-free ownership, though its overall driving range is shorter than some competitors.

Kia EV6 & Niro EV: Kia’s dedicated EV platforms are highly rated for long-term ownership satisfaction and robust 800V fast-charging architecture, backed by excellent multi-year manufacturer warranties.

Why these EVs are more reliable:

Platform Maturity: Vehicles like the Tesla Model 3 or Nissan Leaf have been on the market for several generations, allowing manufacturers to iron out early production bugs.

Simplified Engineering: Single-motor, rear-wheel-drive configurations inherently have fewer moving parts and less computer complexity than high-performance, quad-motor setups.

Software Competency: The most reliable EVs belong to brands that excel at Over-The-Air (OTA) software delivery, fixing minor infotainment or sensor glitches remotely before they cause a vehicle breakdown.

 

AUTONEWS

NG Brakes introduces its new Premium line of brake discs

NG Brakes has expanded its catalog with a new Premium line of motorcycle brake discs. Already available through the brand's dealer network, this new line combines a fresh surface finish with design modifications aimed at enhancing performance and durability.

The key feature is the black finish applied to the disc's core and edges. According to the brand, this treatment protects the component against moisture, the elements, and washing, thereby reducing oxidation and preserving the disc's appearance throughout its service life.

In addition to the new finish, NG Brakes has redesigned the steel core to eliminate internal stresses and optimize heat dissipation channels. The goal is to improve structural rigidity and promote more efficient heat dissipation, ensuring consistent performance during use.

The brand also highlights that the machining of the braking surface and the new mounting system ensure better compatibility with brake pads right from the start, reducing lever vibration and noise caused by overheating.

The brand has expanded its catalog with the new Premium line of motorcycle brake discs. Already available through the brand's dealer network, this new line combines a fresh surface finish with design modifications aimed at enhancing performance and durability.

The key feature is the black finish applied to the disc's core and edges. According to the manufacturer, this treatment protects the component against moisture, the elements, and washing, thereby reducing oxidation and preserving the disc's appearance throughout its service life.

In addition to the new finish, NG Brakes has redesigned the steel core to eliminate internal stresses and optimize heat dissipation channels. The goal is to improve structural rigidity and promote more efficient heat dissipation, ensuring consistent performance during use.

The brand also highlights that the machining of the braking surface and the new mounting system ensure better compatibility with brake pads right from the start, reducing lever vibration and noise caused by overheating.

NG Brakes is stepping up its game. Introducing the new Premium Range of brake discs—a line designed for high-end motorcycles that combines performance, durability, and a distinctive black aesthetic. With this launch, the Spanish firm strengthens its catalog, offering a solution for riders who want to upgrade their braking performance without compromising on a sophisticated, eye-catching finish.

The visual highlight of this new family is its "Black Finish," applied to the disc's carrier and edges. However, NG Brakes emphasizes that this is not merely an aesthetic choice; the treatment also protects the component against moisture, harsh weather, and aggressive washing, reducing the risk of premature oxidation and maintaining a polished appearance for longer.

You might also be interested in: Motorcycle brake discs—when should you replace them? Here are the signs of wear.

Design optimized for improved rigidity and heat dissipation...Beyond its visual appeal, NG Brakes' new Premium Range features a geometrically optimized disc design. The brand's R&D team worked on the steel carrier to reduce internal material stress and improve evacuation channels, aiming for greater structural rigidity and more efficient heat dissipation.

This approach ensures disc stability under demanding riding conditions by effectively channeling heat away from the braking surface. According to the brand, the result is more consistent braking, a firm lever feel, and more predictable response, even when the system is operating at high temperatures.

NG Brakes also highlights the focus on ride comfort. The Premium Range features high-precision machining on the braking surface and an improved mounting system designed to ensure optimal pad engagement right from the start and provide more uniform friction.

In doing so, the brand aims to minimize lever vibration and noise caused by overheating during prolonged use. The promise is a braking experience with a progressive, smooth, and quiet feel, yet with the necessary bite to maintain control in emergency situations.

TÜV certification and coverage for premium models...NG Brakes Premium 7 Range. The entire new NG Brakes Premium range is TÜV certified, guaranteeing that the discs have passed rigorous European stress tests. The company targets this line at leading premium models across the scooter, maxi-scooter, naked, sports bike, and adventure motorcycle categories.

Models cited by the brand include the Yamaha TMAX, Kawasaki Z900, and Ducati Panigale. It is an upgrade option for those looking to improve braking system performance while simultaneously enhancing their motorcycle's aesthetics with a dark, understated, and elegant finish.

 

AUTONEWS

BMW and Eni: Partnership for the future of diesel

Eni and BMW Group announce an agreement to power the BMW vehicles of corporate fleets in Italy with HVOlution (Hydrotreated Vegetable Oil), a diesel biofuel that is produced from 100% renewable feedstocks by Enilive.

Enilive is Eni's company dedicated to products and services for a more sustainable mobility. With an approach that aims to support a successful energy transition through the usage of all available technologies, the BMW Group considers 100% pure HVO as an important solution towards an "Eligible Fuels only-fleet" for its customers, and as an effective product that can immediately contribute to decarbonize road transport. In 2025, across the entire supply chain, the average CO₂eq emissions reduction of Enilive HVO was 79.5% compared to the reference fossil mix.*

BMW Group recently started its demo, and development diesel-fleets powered by pure HVO. In the vehicles of the fleets a new technical solution is being developed by the BMW Group: refueling data from vehicles is being compared with data from the fleet operators’ payment system, to seamlessly trace the fuel used by each vehicle. This allows a complete and transparent traceability of the fuel the vehicle has used.

The BMW corporate fleets involved in the initiative use pure HVO while travelling across Italy, Germany and Austria, countries where a network of about 1,700 Enilive Stations provides the product HVOlution (100% pure HVO).

This new agreement follows the announcement that Eni and BMW Italia to ally for a more sustainable mobility: BMW Group support to the usage of Enilive HVO diesel biofuel is one of the pillars of the ongoing collaboration.

In accordance with the European fuel standard EN 15940, the BMW Group has approved the use of HVO diesel fuels for its Diesel models registered from late 2014 onwards, and equipped with a Generation B diesel engine. Furthermore, to raise awareness about biofuels, BMW Italia is providing an Enilive HVOlution voucher to all customers of new BMW diesel vehicles in Italy.

Dr. Martin Kaufmann, SVP Powertrain Development at BMW Group, said: “We are very happy to collaborate with Eni in our test and demo fleet. In this case this has more than one benefit: Eni is using BMW vehicles in their corporate fleet, at the same time is Enilive a major force in pushing renewable fuels in Europe. With HVOlution, Enilive has a very good product available delivering CO₂eq emissions reduction every day.”

With more than 250 million existing vehicles in Europe, their CO₂eq footprint can be improved if the proportion of renewable fuels is increased. This further underlines BMW Group’s commitment to enabling immediate and practical emissions reduction measures already available today.

BMW Group support this initiative in addition to its wide range of powertrain technologies, as the company’s goal is to reduce CO₂eq emissions across all areas. The BMW Group is convinced that all available technologies are needed to reduce CO₂eq across the entire value chain. In particular, there is potential for CO₂eq reduction in the area of fuels that are not based on fossil.

Stefano Ballista, Chief Executive Officer of Enilive, commented: “The development of our cooperation with BMW Group and BMW Italia marks another significant step toward the decarbonization of road transport and represents a tangible example of integrated partnership between the automotive and energy industries. Enilive biorefineries in Venice and Gela process mainly waste and residues, such as used cooking oil and animal fats, to produce HVO biofuels, that can be used in all validated diesel engines. As a drop-in fuel, pure HVO does not require engines or distribution infrastructure modifications, making it a readily available and effective solution to accelerate the decarbonization of transport today.”

A new era for corporate fleets...BMW Group and Eni have signed an agreement that changes the way diesel is viewed and experienced. From July 2026, BMW corporate fleet vehicles in Italy will use HVOlution, a biofuel made from 100% renewable raw materials. Production comes from Eni's biorefineries in Venice and Gela, where waste oils and animal fats are processed.

With this move, BMW is showing that diesel does not have to mean high emissions. On the contrary, the average reduction in CO2 emissions in 2025 reached 79.5% compared to fossil fuels.

Transparency and technology,,,BMW is developing a system that links fuel consumption data from vehicles with information from the fleet's payment system. The result is a complete and transparent record of which fuel a vehicle uses. This eliminates any doubt and allows clear control over the process.

Network available throughout Europe...BMW fleets use pure HVO fuel as they move through Italy, Germany and Austria. Enilive provides a network of around 1,700 stations offering HVOlution. This means that the fuel is not only experimental, but also practically available to drivers.

BMW Group's position...Dr. Martin Kaufmann, SVP (Senior Vice President) Powertrain Development at BMW Group, stressed that the cooperation with Eni brings double benefits: "Eni uses BMW vehicles in its fleet, and at the same time Enilive is strongly pushing renewable fuels in Europe. HVOlution is delivering emissions reductions every day."

BMW is making a clear message that all technologies must work together to reduce emissions. Electrification is key, but fossil-free fuels offer an immediately available solution.

Enilive's perspective...Stefano Ballista, CEO of Enilive, emphasized that the cooperation with BMW is a concrete example of the integration of the automotive and energy industries. HVO fuel is used in all validated diesel engines without the need for modifications. This means that the switch to pure biofuel does not require new engines or new infrastructure.

The future of diesel...The agreement between the BMW Group and Eni shows that diesel can become the fuel of the future without a fossil base. HVOlution offers a solution that is immediately available, without waiting for new technologies. This move opens the door to a faster decarbonization of transport and shows that industry collaboration brings results.

 

AUDI

Audi RS5: a 639 hp "sports sedan"

The Audi RS5 has been on Spanish roads for a few months now (albeit infrequently, given its status as an elite model), and its arrival marked a turning point for Audi Sport, which ventured into plug-in hybrid territory for the first time while also serving as the natural successor to the RS4. The result is a 639 hp sports sedan that combines the legendary 2.9-liter twin-turbo V6 engine with an electric motor integrated into the transmission—a formula some purists might have viewed with skepticism. Perhaps due to its weight of 2,370 kg. Yet, even before getting behind the wheel, we had faith in the Audi Sport engineers—and rightly so.

On the outside, the RS5 is a real head-turner. We aren't exaggerating when we say we saw more smartphone cameras pointed at the car and more thumbs-up gestures as we drove by than if we had been driving a Porsche 911 Turbo. This is because the bodywork is 9 centimeters wider than that of the standard A5, featuring muscular wheel arches that house 21-inch forged wheels, behind which massive brake discs are visible. The Singleframe grille features a honeycomb pattern framed by gloss-black accents, while the bold Matrix LED headlights incorporate checkered-flag-style daytime running lights that perfectly match the car's character.

In our opinion, however, the car is most attractive from the rear; from this angle, you can glimpse the side vents on the front fenders, better appreciate the width of the tires—which measure 285 mm—and spot two exhaust outlets the size of industrial gas pipes. Even the rear features a curious detail: when braking, a checkered-flag-shaped light is projected onto the rear window, reminding those behind that they are facing a car with fierce braking power.

This refined aesthetic extends to the cabin, where Audi has unleashed its full technological arsenal. The MMI Panoramic Display system features an 11.9-inch digital instrument cluster, a 14.5-inch central OLED screen, and an additional 10.9-inch passenger display, all complemented by a head-up display. RS mode adds its own layer of information, including lap times and real-time thermal data from the hybrid system. However, don't expect to find an "Eco" mode in this zero-emission vehicle—it doesn't have one, despite its ability to cover a considerable distance on electric power alone.

360 liters of trunk space... The Nappa leather-upholstered sports seats feature heating and massage functions, while the steering wheel includes dedicated buttons to activate RS modes and the "Boost" button, which unleashes the car's full power. Red seatbelts, floor mats with the RS logo, and carbon fiber accents round out an interior that has just one minor drawback: the trunk. Because the battery is housed beneath the trunk floor, capacity is reduced to 360 liters compared to the standard A5. This figure rises to around 1,300 liters with the three-section rear seats folded down. Then again, no one expects a hardcore sports car to have a massive trunk.

For those who prefer not to constantly hear the engine's roar, the Bang & Olufsen sound system offers an immersive 3D audio experience, while the Audi Driving Experience app records lap times and acceleration data for later analysis—whenever you like, and ideally with friends. At the heart of this bold model lies a 2.9-liter twin-turbo V6 engine, though a "zero-emissions" badge reminds us that it shares the spotlight with electric power. The combustion engine delivers 510 hp and 600 Nm of torque, assisted by an electric motor integrated into the eight-speed automatic transmission that contributes an additional 177 hp and 460 Nm. The result is a combined output of 639 hp and 825 Nm—figures that catapult the RS5 from 0 to 100 km/h in just 3.6 seconds and allow it to reach a top speed of 280 km/h.

The quattro all-wheel-drive system utilizes a Torsen center differential with preload, capable of distributing torque between 70/30 and 15/85 across the front and rear axles; it is complemented by an electromechanical torque-vectoring system on the rear axle that reacts in just 15 milliseconds and can manage a torque difference of up to 2,000 Nm between the two rear wheels.

85 km in zero-emission mode...The 25.9 kWh battery (22 kWh usable) allows for an electric range of up to 85 km (in the city), although the car claims an electric range of up to 120 km with a fully charged battery. With the gasoline engine running, official fuel consumption is 10 l/100 km, increasing when the battery is depleted. Charging is possible only via alternating current (AC) at up to 11 kW, so a full charge takes about two and a half hours.

All this mechanical hardware translates into surprising agility for a car weighing over 2.3 tons. The suspension eschews air suspension in favor of coil springs combined with dual-valve adaptive dampers, capable of independently controlling compression and rebound across four levels of firmness. The steering—featuring a more direct 13:1 ratio compared to the standard A5—enhances maneuverability, and driving modes include—in addition to the usual Comfort, Balanced, and Dynamic—two RS-specific settings: Sport and Torque Rear. The latter is designed to unleash the beast and string together controlled drifts, while the display measures the drift angle in real time. As previously mentioned, Eco mode is neither present nor expected.

Under normal driving conditions, the RS5 moves with a composure that belies its weight, easily absorbing road imperfections thanks to its adaptive dampers. When pushed to the limit, the all-wheel-drive system and electronic torque distribution propel the car powerfully out of corners, with the electric motor’s instant response filling any torque gap before the V6 kicks in. Steel brakes come as standard, though there is an option to install carbon-ceramic discs measuring up to 440 mm in diameter at the front, which also reduce weight on the front axle by 30 kg.

Naturally, all this engineering comes at a high price. In Spain, the Audi RS5 Avant starts at €129,690. That price is fitting for a car that impresses behind the wheel and—we reiterate—will make you the center of attention.

Autonews

AUTONEWS

The Porsche 911 shooting brake is coming

While Porsche has dabbled with station wagons through efforts like the Panamera Sport Turismo and the Taycan Cross Turismo, the brand has been careful to keep its experimentation far afield of the hallowed 911.

It's as much a practical consideration as it is one for the nameplate's lineage. Because they're not rear-engined cars, the Panamera and the Taycan are both far better candidates for the body style.

Regardless, that's a hurdle the aftermarket is more than willing to overcome.

That's because an outfit by the name of Indecent Vehicles has announced it will be building a 911-based shooting brake. The company first took to social media to canvas feedback for the concept a little over a week ago.

Following an overwhelmingly glowing response, Indecent has confirmed that the design is headed for production. Per its latest Instagram update, we should be seeing the first of these shooting brakes some time early next year.

Now, Indecent openly concedes that the project is aiming for "spectacular looks" rather than any kind of added practicality, As the engine will remain at the rear, the transformation isn't about to yield an abundance of extra storage. In that sense, it's not a 'true' wagon or shooting brake.

Still, who can blame the buyer for wanting to turn this striking 911 creation into a reality? The extended sloped roofline, widebody arches and added spoilers all make for eye-catching additions to the enduring Porsche icon, and the result is a surprisingly harmonious conversion.

As indecent a Porsche 911 as any...Besides, this kind of dramatic reinterpretation is completely aligned with Indecent's brand. Across Porsche's 997 and 991 platforms, the multinational outfit has reworked the 911 in more ways than one.

Accordingly, it's well-versed in reimagining the icon, as its past efforts include everything from slammed widebody conversions and shockingly mammoth wings to high-riding safari builds and even modern slant nose revivals.

Moreover, each creation has delivered on the company's name by challenging Porsche tradition. Whether in power, bodywork modifications or even just color choice, they're a far cry from the cars that appeal to purists.

Towards that end, this build promises to be Indecent's most, well, indecent project yet. If in shock value alone, it's an effort that will push the envelope of tradition, not only for the 911 but also for the auto industry at large.

After all, because of the uniqueness of the roofline relative to its engine and rear hatch, Indecent is still unsure of what to call the thing.

According to Carscoops, the first 911 shooting brake will be based on a Porsche 911 Turbo, and the build will add $350,000 on top of the donor car. Indecent plans to reveal the finished conversion at the 2027 Goodwood Festival of Speed.

About the Author: Gray is an associate editor at Gear Patrol, covering cars, motorcycles and anything else with wheels. When he's not chasing the latest industry news, he's probably wrenching on one of many projects. For better or worse, he believes classics make perfectly practical daily drivers.

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