AUTONEWS

Electric cars can make power grids more reliable (and earn owners money)—so why aren't we doing that?

Electric vehicles (EVs) can effectively serve as mobile batteries that provide energy to the power grid when not being driven, improving the reliability of the grid, serving as a source of backup power and potentially reducing energy and EV ownership costs. So why have so few places adopted the vehicle-to-grid (V2G) model? A new study details the barriers to V2G adoption and outlines possible paths forward for this technology.

"Most people are unfamiliar with the idea of what V2G is or how it can benefit both them and the power system more broadly," says Serena Kim, corresponding author of the study and an assistant professor in North Carolina State University's School of Public & International Affairs. "EVs are parked 95% of the time, and when EVs are parked they're essentially a battery on wheels.

"That battery storage can be used to feed energy back into the power grid—and EV owners can actually get paid if their vehicle is supplying energy to the grid," Kim says. "This can be useful to the grid because the vehicle may be parked—and providing energy—during periods of high energy demand, which is normally during the late afternoon or early evening. Feeding energy into the grid can also be useful if the vehicle is parked overnight, when some renewable energy sources—such as solar panels—are not producing electricity."

Experts estimate that there are approximately 4 million electric vehicles on the road in the U.S., and electric vehicles make up a significant portion of new vehicle sales. But so far most V2G efforts for passenger vehicles remain in pilot mode.

"Where the technology is being deployed, it is often focused on electric school buses and other fleet vehicles rather than privately owned cars," says Kim. "Utilities have not yet rolled out V2G programs at large scale for the cars and light trucks most consumers drive.

"We wanted to explore why V2G has not been adopted more widely," Kim says. "We know that a lack of clear compensation mechanisms is a variable. We know that limited infrastructure plays a role. But we wanted to get a deeper understanding of all the factors in play, as well as which factors may be most important, in order to support stakeholder decisions that can promote V2G efforts in the future."

For the study, researchers conducted interviews with 42 stakeholders representing a variety of relevant interests. These included power utilities, EV manufacturers, local and state governments, school districts, and EV owners who participated in V2G pilot projects.

The interviews were designed to collect information about the barriers to V2G adoption. What are the stakeholder perceptions of V2G? What have their experiences with V2G been? What do they view as the biggest obstacles? And what do they see as the best path forward for V2G?

"A key finding here is that V2G adoption is a coordination problem rather than a technology problem," says Kim. "It's really a chicken-and-egg issue.

"On the one hand, utilities want to see more V2G-capable vehicles before they invest in V2G infrastructure and programs to compensate EV owners. On the other hand, EV owners are unlikely to participate in V2G programs if they don't know how they will be compensated. And potential EV buyers can't plan on defraying the cost of buying an EV if there is no infrastructure in place to support V2G programs.

"It's a complex problem. Essentially, utilities are likely to play a central role in coordinating these problems if V2G programs are going to move forward. But there is currently little incentive for those companies to make the investment, beyond the potential to improve grid resilience."

The study also found that this challenge is compounded by a patchwork of regulations and policies that vary across jurisdictions, with relevant rules differing from state to state and even at the local government level. This makes it harder for automakers, companies that build and operate EV charging networks, utilities, and other stakeholders to plan and invest at scale.

"One key takeaway message, then, is that harmonizing technical standards and interconnection requirements is an essential step toward scaling V2G programs," Kim says.

A paper describing the study, "Electric Vehicles as Grid Resources: Barriers to Vehicle-to-Grid (V2G) in the United States," is published open access in the journal Utilities Policy. First author of the paper is Crystal Soderman, a Ph.D. student at the University of Colorado Denver (CU Denver). The paper was co-authored by Jen Yip, a Ph.D. student at NC State; and Manish Shirgaokar, an associate professor of urban and regional planning at CU Denver.

Provided by North Carolina State University  

HYUNDAI

Hyundai IONIQ 6 N: the electric car that could also inspire Porsche

The name IONIQ comes from the combination of “ion” and “unique,” ​​within the IONIQ Project, Hyundai's R&D program focused on ecological mobility. In 2016, the first Hyundai IONIQ arrived, the world's first car to offer hybrid, plug-in hybrid, and electric propulsion in a single body. In 2020, Hyundai transformed IONIQ into a specific brand for electric vehicles, opening a new chapter in its electrification strategy. From then on, the dedicated family of electric vehicles was launched with numerical nomenclature: even numbers for sedans and odd numbers for SUVs. Today, this line includes the IONIQ 5, IONIQ 6, IONIQ 9 and their sporty variants, the 5N and 6N, where Hyundai decided to demonstrate that an electric car can also be a street car or a track car.

650 HP electric...Hyundai raises the bar for its electric range with the IONIQ 6 N: a 650 hp and 770 Nm sedan, supersonic performance for a sports sedan; a comfortable and spacious Gran Turismo with plenty of sporty DNA. Starting from the IONIQ 6 as a base, it goes through the N laboratory and transforms into something much more serious: 609 hp in normal use, 650 hp with the N Grin Boost, a top speed of 257 km/h and acceleration from 0 to 100 km/h in 3.2 seconds with Launch Control.

The recipe is not simply about adding more power. Hyundai adjusted the suspension geometry, lowered the roll center, installed ECS shock absorbers with new calibration, and added an electronic limited-slip differential to optimize traction. In addition, the car boasts a reinforced body, stiffer rear stabilizer bars, and a state-of-the-art braking system: 400 mm front and 360 mm rear discs, with regenerative braking of up to 0.6 g. In other words, this car not only accelerates quickly; it was also designed so that if you enjoy driving it on winding roads (or better yet, taking it to a track, as we were able to do in this international launch), it doesn't lose its composure when approaching a corner or when the pace becomes less "civilized."

And it is during these moments of sporty driving that the N line's electronics come into play. The N e-Shift simulates gear changes, the N Active Sound+ adds sound to the experience (with incredible realism), the N Torque Distribution allows torque distribution between the two axles in 11 levels, the N Drift Optimizer allows you to adjust the initiation, angle, and wheel slip, and the N Track Manager adds a timer, a ghost car, and custom tracks. It looks like a video game, yes, but that's precisely the intention: to offer layers of interaction to an electric vehicle that, by its very nature, tends to simplify everything.

Underneath this bodywork lies an 84 kWh battery and a 400/800-volt charging system. With fast direct current (DC) charging up to 350 kW, Hyundai claims that the charge reaches 10% to 80% in 18 minutes, a number that starts to seem more realistic for long trips or days on the track, without needing to stop for too long. The official range for Spain is 487 km, with a combined consumption of 21.2 kWh/100 km. It's not exactly economical, but frankly, this vehicle wasn't designed for that.

At 4.935 meters long, 1.94 meters wide, and with a generous wheelbase of 2.965 meters, the Hyundai remains, in terms of concept and proportions, a spacious sedan, not a car for weekend getaways. The Spanish specifications indicate a trunk capacity of 401 liters, a reasonable number for daily use, and the interior maintains the dual approach that Hyundai summarizes so well: sporty for those who want to explore the car's potential to the fullest and practical for those who need to live with it.

The vehicle features two 12.3-inch screens, an N steering wheel with specific N1/N2 buttons, sport seats upholstered in Alcantara and leather, heating and ventilation, N Ambient Shift Light gear shift indicator, metal pedals with sporty details, wireless charger, USB-C ports, and an elegant center console. In addition, it offers a complete suite of safety features: Hyundai SmartSense driver assistance systems, Highway Driving Assist 2, collision avoidance assist, 360° vision monitor, and Intelligent Remote Parking Assist 2.

Its exterior design is far from discreet. The large swan-neck rear wing, the 20-inch forged wheels, the Pirelli P Zero 275/35 R20 tires developed specifically for this model, and the orange details make it clear that this is not just a flashy IONIQ 6. Hyundai wanted it to have a low, wide, and imposing appearance. And it succeeded. The aerodynamics also play in its favor: a drag coefficient of 0.27, a very good value for an electric vehicle with this level of performance.

It comes very well equipped as standard: 20-inch forged wheels, high-performance and regenerative brakes, electronically controlled suspension, structural reinforcement, N sport seats, N steering wheel, N e-Shift, N Active Sound+, N Grin Boost, Hyundai 2 digital key, Vehicle-to-Load function, and OTA updates.

An interesting option is the suede package, which adds more suede to the armrests and center console, covers the steering wheel in Pasubio leather, and enhances the perceived quality of the cabin without sacrificing its sporty character. Genuine Hyundai accessories include practical everyday items: a Mode 3 charging cable, an adapter for household outlets, all-weather rubber mats, and a waterproof and non-slip trunk protector.

Sensations...Testing this type of vehicle on the road is pleasant, quiet like any electric car (until you press the N button to hear the sound, which makes you think you're driving a car with a combustion engine), full of driving aids that make you feel very safe while driving (I loved the blind spot images when changing lanes on the sides of the driver's instrument panel), but testing it on a speed and drifting circuit showed us that, despite its large size, the sporty driving experience of this large sedan is not just about aesthetics.

by Autonews

 

AUTONEWS

High-performance LFP cathodes have potential to extend electric vehicle range

A recent breakthrough in electrode technology addresses one of the key limitations of lithium iron phosphate (LFP) batteries—namely, their relatively short driving distance. Researchers from UNIST, in collaboration with Sookmyung Women's University and Gwangju Institute of Science and Technology (GIST), have developed an advanced cathode with significantly increased active material loading, paving the way for longer-lasting electric vehicles.

Led by Professor Kyemyung Park from the School of Energy and Chemical Engineering at UNIST, along with Professors Se Hun Joo of Sookmyung Women's University and Eunji Lee of GIST, the team created an LFP cathode with an active material content approaching 99%. This innovation boosts both energy density and power output, enhancing the competitiveness of LFP batteries in the rapidly expanding EV market.

The findings of this research are published in Energy Storage Materials.

LFP batteries are valued for their safety, affordability, and environmental benefits. However, their relatively low capacity—mainly due to poor electrical conductivity—has limited their wider adoption. Conventional electrodes often rely heavily on inactive components like binders and conductive additives, which diminish overall energy storage.

To overcome this, the researchers designed a new, multifunctional binder that drastically reduces inactive material content to around 1%. This binder combines a conductive polymer—PEDOT:PSS—with polyethylene glycol (PEG) and single-walled carbon nanotubes (SWCNTs). The combination provides strong adhesion, thermal stability, and improved electrical conductivity. PEG aligns the conductive polymer chains and enhances adhesion, while SWCNTs reinforce electron pathways within the electrode.

Schematic illustration of the advantages of using PEDOT:PSS/PEG (PPP) with SWCNTs as a bifunctional binder for LFP cathodes, which highlights the enhanced energy density (99% LFP loading) and improved electrode performance enabled by PEG-induced phase separation and conductive networks of SWCNTs. Credit: Energy Storage Materials (2026)

Remarkably, despite reducing conductive additives by over 90% compared to commercial electrodes, the new cathode demonstrated outstanding performance. Under high-rate discharge conditions—specifically, an 8C rate within 7.5 minutes—it maintained a capacity of approximately 132 mAh/g. When paired with a graphite anode, it delivered around 125 mAh/g and operated reliably at elevated temperatures of 60°C. The electrode also achieved an areal capacity exceeding 3.5 mAh/cm², a critical factor for maximizing driving range within space-limited EV batteries.

Beyond performance, this electrode offers environmental and manufacturing advantages. Traditional binders often contain fluorinated compounds and require toxic organic solvents, which increase costs and environmental impact. The new binder system eliminates these hazardous substances, enabling a safer, more sustainable production process—an important step toward greener battery manufacturing.

Professor Kang remarked, "By developing this innovative binder formulation, we've significantly increased the active material content in LFP electrodes, effectively addressing a long-standing capacity challenge. Our process also avoids toxic fluorinated binders and solvents, providing both performance and environmental benefits."

Provided by Ulsan National Institute of Science and Technology 

TUNNING

Brabus 900 Mean Green

German tuning house Brabus has revealed one of the most extreme versions of the Mercedes-AMG GLS 63, the Brabus 900 Mean Green. This luxury SUV boasts serious engine upgrades, aggressive styling, and a price comparable to a Rolls-Royce Cullinan.

The base is the Mercedes-AMG GLS63 4Matic, while the package includes a grille with the Brabus logo, 24-inch Monoblock ZV alloy wheels, a carbon fiber aerodynamic package (front spoiler, sills, rear diffuser...), modified suspension (the car is 25 mm lower), stronger brakes, a Brabus exhaust system, as well as interior changes (Mean Green leather and Alcantara, carbon fiber...). Under the hood is a twin-turbo V8 engine with 662 kW/900 HP and 1250 Nm (although electrically limited to 1050 Nm), so acceleration to 100 km/h takes 3.6 seconds, while the top speed is 310 km/h.

The project is based on the Mercedes-AMG GLS 63, which in its standard version is equipped with a 4.0-liter twin-turbo V8 producing 603 horsepower. Brabus engineers increased the engine's displacement to 4.5 liters, installing a new crankshaft, reinforced connecting rods, forged pistons, and updated turbochargers.

With this, the power jumps to 900 horsepower, while the torque reaches 1,250 Nm, electronically limited to 1,050 Nm. Acceleration from 0 to 100 km/h takes only 3.6 seconds, and the top speed reaches 310 km/h.

Externally, the Brabus 900 Mean Green stands out with a carbon fiber aerodynamic kit, a new splitter, diffuser, and spoiler. The vehicle features the characteristic Mean Green paint and 24-inch Monoblock ZV forged wheels. The interior has also been completely redesigned.

The cabin is upholstered in green leather and Alcantara, complemented by carbon fiber inserts, new pedals, and characteristic Brabus decorative elements.

Priced at around €509,000, the Brabus 900 Mean Green ranks among the most expensive tuned SUVs on the market. To put this in context, a similar amount could buy a new Rolls-Royce Cullinan.

Brabus has long been known for transforming luxury Mercedes models into extreme machines. However, the Brabus 900 Mean Green demonstrates just how far tuning can go, combining supercar power with ultra-luxury pricing.

Thus, one might think that the three-pointed star brand is now looking to pull the plug on it and replace it with an entirely new model, right? Wrong, because the Mercedes GLS is here to stay, and the automaker is now preparing yet another facelift for it, which is currently in the making, and will bring it the star-studded makeover, in addition to other novelties inside and out, and probably beneath the skin, too.

Mercedes offers the GLS in several versions in the United States of America. The Benz family comprises the 450 and 580 models, priced from $90,250 and $116,150, respectively, The former uses a mild-hybrid 3.0-liter inline-six turbocharged engine with 375 hp and 369 lb-ft (500 Nm) of torque, and hits 60 mph (97 kph) in 5.8 seconds. The latter packs a mild-hybrid 4.0L bi-turbo V8 unit, rated at 510 hp and 538 lb-ft (730 Nm), and is 1.1 seconds faster.

Maybach has also had its way with the GLS. The model is called the Mercedes-Maybach GLS 600, and wants to take a swing at the Bentley Bentayga and the Rolls-Royce Cullinan. It has 550 hp and 568 lb-ft (770 Nm) of torque on tap from its 4.0L bi-turbo V8, hits 60 mph in 4.6 seconds, which makes it a mere one-tenth of a second faster than the Mercedes-Benz GLS 580, and has an MSRP of $180,000 attached to it.

As for the most agile member of the family, it is none other than the Mercedes-AMG GLS 63. It hits 60 mph in 4.1 seconds, has 603 hp and 627 lb-ft (850 Nm) of torque, and starts at $151,050 for the 2026 model year in the States. 

For one, the engine’s displacement has been increased to 4.5 liters and the famous tuner mentions stuff such as the precisely-balanced special crankshaft, the new connecting rods, forged pistons, turbochargers, downpipes, and a few other bits and bobs. The result? A cool 900 metric horsepower available at 6,200 rpm. The output translates to 887 brake horsepower and 662 kilowatts. Available at 2,900 rpm, the peak thrust is 922 pound-feet (1,250 Nm), and it was electronically limited to 774 lb-ft (1,050 Nm).

Autonews

AUTONEWS

Small ‘edge’ computer could help self-driving cars operate in rural areas

As self-driving cars begin operating in cities, a question remains about how to make them work in rural areas with limited telecommunications infrastructure.

New research from Washington State University suggests a potential answer, demonstrating that a small, affordable computer running a compressed large-language model may be an effective decision-maker for autonomous vehicles. The work, carried out on an open-source simulator, also suggests a possible approach for efficiently powering other kinds of applications, such as agricultural robotics.

“With autonomous driving, we need to make decisions right away,” said Xinghui Zhao, an associate professor of computer science, director of the School of Engineering and Computer Science at WSU Vancouver, and corresponding author of the new publication.

“If you have a super powerful cloud on the back end, you can easily train and improve the perception models to support decision-making in cars, but that’s in urban areas where you have a really good connection. If we talk about rural areas, there’s not much connection, or maybe the connection is on and off. In that case, you really need the capability to process data on the fly.”

The work is part of ongoing research by Zhao and her colleagues into addressing challenges facing self-driving cars in rural areas, funded by the Pacific Northwest Transportation Consortium, a group of researchers and transportation officials funded by the U.S. Department of Transportation. It was presented at Proceedings of the Tenth ACM/IEEE Symposium on Edge Computing.

Self-driving cars remain at the early stages of development; they have begun appearing in a few major cities, and there are a variety of systems in development. There is a great interest in developing the cars as “edge” devices, which can gather, process and analyze data in a self-contained system rather than relying on distant data centers for processing. Such decentralized computing can improve efficiency, lower costs and power usage, and protect privacy.

“There are more and more devices that we can collect data from — a variety of sensors, a small microphone, even a small camera,” Zhao said. “And all these devices are collecting data. If we rely on a back-end data center, that means every device needs to send data to the center for processing. More and more, there is a preference for applications that process data on the device where it is collected.”

Autonomous vehicles use three primary layers of computing: perception, or collecting and interpreting sensor data from cameras, radar and other sources; reasoning, or real-time analysis of sensor data to choose driving actions; and action, or executing those decisions.

In the new project, the researchers focused on reasoning. Some autonomous-driving systems rely on a form of AI known as deep reinforcement learning, which must be trained with huge amounts of data and which improves over time through trial and error. DRL is costly and can be unreliable when encountering unforeseen scenarios.

''If we talk about rural areas, there’s not much connection, or maybe the connection is on and off. In that case, you really need the capability to process data on the fly''...said Xinghui Zhao, associate professor Washington State University

Large-language models, on the other hand, excel at higher-level reasoning and can use context to make decisions when encountering new circumstances. But they also have large computational demands, and rely on cloud computing.

“An LLM model is pretty huge,” said Ishparsh Uprety, a graduate research assistant and first author of the paper. “If you are going to run that on a car, there’s going to be a lot of computational work. We thought: How about we optimize the model and make it smaller?”

The WSU team set out to test the performance of a self-contained LLM model — one in which the data and memory footprints were compressed, which results in faster decision-making, but may lose precision. They used an open-source LLM, Mistral, compressed onto a Jetson Orin Nano, an 8-gigabyte computing module that is smaller than a paperback novel.

Using an open-source platform for testing AI systems, they compared the reasoning of the compressed LLM with that of a full-size ChatGPT model in seven driving scenarios.

The two systems made safe, comparable decisions in most cases, though in one the Mistral version crashed. Given the far smaller computing footprint, the researchers concluded, the initial results suggest that compressed LLMs could eventually be viable for edge computing in self-driving cars — though it will take much more testing before such a system is road-ready.

Why it matters...As self-driving cars become more prevalent in cities, a key challenge remains in deploying the technology in rural areas that lack robust connectivity to cloud computing resources. This research explores a potential solution using edge computing to enable autonomous decision-making without relying on a powerful back-end data center, which could improve efficiency, lower costs, and protect privacy.

The details...The WSU team focused on the reasoning layer of autonomous driving systems, testing a compressed version of the open-source large-language model Mistral running on a small Jetson Orin Nano computer. They compared its performance to the full-size ChatGPT model in an open-source simulator across seven driving scenarios, finding the compressed model made safe, comparable decisions in most cases, though it crashed in one scenario. The researchers concluded the initial results suggest compressed large-language models could eventually be viable for edge computing in self-driving cars, though significant further testing is required.

The research was presented at the Proceedings of the Tenth ACM/IEEE Symposium on Edge Computing in 2026.

What they’re saying...“With autonomous driving, we need to make decisions right away. If you have a super powerful cloud on the back end, you can easily train and improve the perception models to support decision-making in cars, but that's in urban areas where you have a really good connection. If we talk about rural areas, there's not much connection, or maybe the connection is on and off. In that case, you really need the capability to process data on the fly.”— Xinghui Zhao, Associate professor, Washington State University

“An LLM model is pretty huge. If you are going to run that on a car, there's going to be a lot of computational work. We thought: How about we optimize the model and make it smaller?”— Ishparsh Uprety, Graduate research assistant, Washington State University

by: Washington State University

SKODA

Octavia Combi RS: 265 hp with 'common sense' to face the SUV craze

For years, the market has pushed us towards SUVs as if they were the only logical answer to everything. More height, a more adventurous image... more sales. However, models like the Skoda Octavia Combi RS continue to demonstrate that there is another way to understand the family car, especially when we are looking for a sporty touch. Here, the key is the reduced ground clearance, the greater length and a much more direct driving experience. Compared to a typical SUV, this Skoda has an advantage in terms of efficiency, dynamic handling and even that touch of discretion that many seek. Although, of course, this does not apply if you choose the Mamba Green color, which the brand offers at no extra cost.

To understand this model, we need to look back. Skoda has spent more than two decades refining the RS formula within the Octavia. From the first model, in the early 2000s, with 180 hp, to this generation, the idea has always been the same: a practical car with a touch of sportiness. Over the years, diesel versions (impossible today), plug-in hybrids, and various mechanical evolutions have emerged. But today, the cycle closes with a single gasoline option, more powerful than ever, but faithful to the original concept.

The exterior design evolved last year with subtle adjustments. The front gained more defined lines, the Matrix LED headlights gave it a more imposing look, and the 19-inch wheels perfectly filled the wheel arches. Up close, everything conveys sportiness without exaggeration (we insist: except for the color). There are no giant spoilers, exaggerated diffusers, or other artifices. It's a car that looks just like another family car... until you notice the exhaust outlets and its slightly lowered stance.

Its dimensions play a key role in its dual nature as a family car and a sports vehicle. It is long (4.7 meters), which translates into a spacious interior. It is also relatively low by current standards (1.45 m), which improves aerodynamics and stability. And in this balance between external size and use of internal space, we find one of the reasons why this car still makes so much sense compared to taller and less efficient alternatives.

Inside, Skoda's practical philosophy remains, albeit with a sportier touch. The star of the show is the 13-inch central screen, faster and easier to use than before. It is well integrated, avoiding that tablet look that seemed to have been carelessly placed there. The digital instrument panel provides good information and clear graphics. Everything is intuitive, which is much appreciated because, let's not forget, the Octavia RS is a car designed for everyday use.

The sports seats offer the perfect balance between comfort and support, allowing for long journeys without fatigue, keeping the body firm even on curves. In addition, their design combines technical fabrics with red details, a classic RS touch, giving it a distinct character without exaggeration.

Physical controls...In terms of ergonomics, it's very well done. There are physical buttons where they are needed, the steering wheel has very practical controls, and access to basic functions is quick. In other words, thankfully, they didn't rely exclusively on touch-sensitive controls, which ends up complicating things more than necessary.

But, although the front is impressive, it is in the rear seats that one of its greatest attractions emerges. There is ample leg and headroom, even for passengers over 1.80 meters tall, although the central transmission tunnel is somewhat bulky, which would compromise the comfort of a possible fifth passenger. And right after that is the other great attraction of this Skoda for families: the trunk. With 640 liters of cargo space in this station wagon version, it's among the best in its category. It easily accommodates the suitcases and bags that a family of four typically takes on summer vacation.

The 2.0 TSI engine is already a legend. Basically, it doesn't present problems, offers decent performance, and if even the factory tuning isn't enough, tuning companies can easily extract another hundred horsepower from the original engine. In the Octavia RS, after the restyling, it has 265 horsepower (20 more than before), but mainly 370 Nm of torque, which gives it a feeling of great flexibility from around 2,000 rpm. It has no problem overtaking and is refined even at low revs, below 1,500 rpm, where the transmission allows the engine to climb smoothly in constant driving, and all this without any mild hybrid system.

The excellent seven-speed DSG gearbox also contributes to the refined performance. In Comfort mode, it allows the clutch to slip a little more, but if you prefer, simply downshift using the paddles under the steering wheel, with a considerable jolt in the exhaust (which sounds more like a loudspeaker, as do other engine sounds accentuated by the resonator...) and you can already accelerate quite a bit. In Sport mode, the engine breathes more, but this is practically unnecessary – it already has plenty of power above 2,000 rpm, so why push it to the limit? Actually, I only have one comment about the mechanical setup: with winter tires, the Octavia RS struggles to transfer power, even on dry pavement. 265 hp is simply too much for the front wheel, and the VAQ limited-slip differential doesn't help either. On takeoff, it's very easy to become a "tire-burning beast," with skidding even with only a quarter of the throttle pressed.

From 0 to 100 in 6.5 seconds... Under the hood, you'll find the already well-known 2.0 TSI engine from the Volkswagen Group, which produces 265 hp. It's a turbocharged four-cylinder engine that offers robust power from low revs and maintains a linear delivery to the limit, as demonstrated by the 0 to 100 km/h acceleration in 6.5 seconds (a typical number for an electric vehicle) and the top speed of 250 km/h (somewhat unusual for an electric vehicle). All the power is sent to the front axle through a seven-speed DSG automatic transmission. However, there is no hybridization of any kind, so you will have no option but to display the DGT C (yellow) emissions sticker on your windshield.

In terms of fuel consumption, the manufacturer announces 6.9 l/100 km in the WLTP cycle. But, of course, this is a car that encourages quick acceleration, so in real-world driving, it's easy to find figures between 7.5 and 8.5 l/100 km. That said, if you drive smoothly on the highway, you can get very close to the advertised figure; it all depends on your right foot, as always.

The chassis is another of its strong points. It features a system that simulates a limited-slip differential to improve traction in corners. In addition, there are several driving modes that adjust engine response, steering, and suspension. In Normal mode, the car is comfortable and easy to drive. In Sport mode, it becomes firmer, more direct, and responsive. The changes are noticeable, but don't expect a complete transformation in the car's personality.

The suspension surprised us with its balance. Even with the 19-inch wheels offered at no extra cost, it effectively filters out bumps and imperfections, providing a comfortable ride and easily handling small cracks or irregularities in the road surface. The steering is precise and quick, although with a slightly filtered feel. It inspires confidence at higher speeds, which is what really matters. And the brakes respond well, with sufficient power and good resistance under heavy use.

The standard equipment is quite comprehensive. Matrix LED headlights, adaptive cruise control, keyless entry and electrically operated tailgate are included. However, the list of optional extras can easily increase the price if you start adding items.

The Skoda Octavia Combi RS is priced at €47,600. It may seem high, but compared to rivals such as the Volkswagen Golf GTI or the Ford Focus ST, the balance between space, performance and price is much better. Therefore, perhaps its biggest rival is the Cupra Leon Sportstourer, which, for a very similar price, is offered as a plug-in hybrid (with the "Zero Emissions" label, although heavier) with 272 hp.

In the end, you're left with the feeling that this Skoda is a rarity, because it's fast and exciting, but also practical and sensible. There may be more radical or flashy options, but few combine daily usability with driving pleasure so well. And that, nowadays, when SUVs are everywhere, is a great achievement.

Autonews

 

FORD

Ford Mustang GT3

The Ford Mustang GT3 is what happens when you mate muscle car with racing car. It’s ferociously loud, stacked with aero and, in its own unique way, really rather beautiful. When I heard there was a chance to drive it, I threw holiday plans to the wind (sorry, Mrs. Dennison) and jumped on a plane to the Portimao circuit in Portugal – recently added back onto the F1 calendar for the 2027 and 2028 seasons.

What awaited me was the very car that HRT Ford Performance driver Arjun Maini piloted in the 2025 Deutsche Tourenwagen Masters (DTM) series in the unmistakeable blue and yellow Ravenol livery. Keep reading to find out what it’s like to helm a 5.4-litre V8 racing machine around one of the world’s best race tracks and, if you want to hear what it sounds like, be sure to watch the video above.

Everything. Honestly, this car might look like a Mustang but underneath the changes are wholesale – even over the track-focused GTD model. A different 5.4-litre naturally aspirated Coyote V8 engine, six-speed Xtrac transmission, carbon fibre body panels, double-wishbone suspension with fully adjustable DSSV dampers by Multimatic – the list goes on.

There’s also much to be said about the aero work. For context, a Mustang Dark Horse SC (with Track Pack) makes about 280kg of downforce at 180mph. A Mustang GTD ups this to an incredible 885kg at 180mph. The GT3 car? 922kg – but at just 109mph. And because active aero is banned under the GT3 ruleset, it does that with a static config that can only be adjusted by hand with the car stationary.

Alcon brakes and 18-inch aluminium wheels (with centre locking for faster changes) also feature, as does a fully integrated roll cage. The total weight of all this? Around 1,300kg depending on Balance of Performance (BoP). Significantly less than the circa two tonnes of the GTD.

It’s brutal – even when stationary. The Mustang GT3 has air jacks that pop out from underneath to help with quick pit stops. But, like many elements of this car, they’re not exactly refined or subtle. Retracting them sees the car literally slam down hard onto the ground from several inches in the air and, when you’re sitting inside, you really know about it.

That was my first impression behind the wheel of the Mustang and everything thereafter just built on that feeling of zero compromise. Exit the pit lane, disable the pit-speed limiter and let the motor rev to its 8,250rpm red line for the first time. Wow. Barely controlled anarchy erupts from under the bonnet and, honestly, I’ve never heard a sound like it.

This engine goes beyond mere noise. It’s a V8 symphony that resonates straight through into your bones and rattles them to the core. 2nd, 3rd, 4th gear. It doesn’t matter that the track is wet and we’re on treaded racing tyres, the initial onslaught of internal combustion has me wondering whether what on earth I’ve just jumped into.

Such is the high red line of the engine, it’s easy to shift too early. I’m expecting a far lower limit such is often the way with cross-plane V8s, but not in this. It’s a big, lazy, 5.4-litre right up until the moment it’s not.

Once I’ve got some semblance of coherent thought back in my head, I notice the feeling of the brake pedal. It’s firm, sure, but it’s actually got a bit of travel. Maybe 20-30mm. Not what I was expecting (sim racing has you believe racing car brake pedals are immovable objects), but no less impressive. Even in the wet, I’m braking far later than should be possible and, because of the ABS, I can even add a bit of steering lock as I trail off at the end of the braking zone.

The steering itself is – you might be surprised to hear – not exactly blessed with feel. Rather, that comes through the seat. Instead, there’s a weirdly disconnected feeling but one you dial into after a few laps. A particular quirk of the Mustang is that you have to get more lock off than other GT3s before getting back on the power (very much unlike the last GT3 car I drove, a Porsche 911 GT3 R).

That said, it’s a very new racing car. 2025 was its first year in DTM and that didn’t stop Arjun Maini and HRT scoring a couple of top-five finishes and showing promising pace throughout. Improvements will be made in future (including the 2026 Evo package) but right now it’s a work-in-progress – albeit a fast one.

Am I thinking about that as I’m rounding Portimao? Not a chance. Right now, the Mustang GT3 feels like nothing else and, despite the wet conditions, I’m easily hitting speeds where the aero is making a big difference.

Through the very fast turns 9 and 15, the total lack of body movement and absolute response from the front end is exceptional, but it’s how the GT3 stays locked on its line, hunkered to the ground that defies belief.

What’s it like inside? You know when a manufacturer proudly declares that the interior of its latest sports car is stripped out to save weight? Well, this is the real meaning of the phrase. There’s zero excess in the Mustang GT3’s cabin and it’s all the better for it.

A bespoke Recaro carbon seat takes centre stage, while the moveable pedal box helps different size drivers get comfortable easily. Remember, a lot of GT3 racing requires driver changes, so it’s important to cater for a multitude of frames. Also handy is the magnets situated on the seat belts and roof section of the roll cage to keep them out of the way during ingress and egress.

The steering wheel is bespoke for the Mustang GT3 and features minimal fuss and maximum clarity. There’s switches and buttons for everything from the drinks delivery system, to the auto-clutch (no more embarrassing stalls as you pull away) and wipers, while the central button panel features more settings such as brake bias and ignition switches.

Eyes forward, the Motech C187 dash logger has the colour scheme from a 90s Tetris game but there’s no denying it’s super clear and easy to view at speed. Finally, the driving position is predictably low (but not quite as much as I was expecting), while the view out is also surprisingly generous given the type of car. Through the mirrors, you can even see the huge rear wing move with the wind as the speed increases (completely normal, I’m told).

by Autonews