WRC

Evans Clinches WRC title after Sardinia drama

Welshman Elfyn Evans and his co-driver Scott Martin secured their first World Rally Championship (WRC) title today, successfully defending their lead over Oliver Solberg and Elliott Edmondson in a dramatic finish to the Rally Italia in Sardinia.

The Toyota Gazoo Racing crew survived one last twist on Sunday to finally secure the crown after years of near-misses, while Oliver Solberg and Elliott Edmondson won the rally following a superb weekend in their GR Yaris Rally1.

Evans entered the final Wolf Power Stage knowing his championship battle with Solberg had effectively become a straight fight. That scenario had been created on the preceding Osilo – Tergu test, where Evans suffered a front-right puncture and stopped to change the wheel. It was his second costly penultimate-stage puncture in as many rallies after a similar setback in Chile.

With Super Sunday points gone, Evans and Solberg arrived at the 7.10km Sassari – Argentiera finale separated by the smallest of margins in the title race.

Evans completed his run first. Solberg then attacked and was 1.9sec ahead of the Welshman’s time with little more than one kilometre remaining.

The championship was decided in the final kilometers of the season. Heading into the concluding "Sassari – Argentiera" special stage—spanning 7.10 kilometers—Evans held a slender lead in the title race, having previously suffered a front-right tire puncture that forced him to stop and change the wheel.

Evans, driving for Toyota, was the first to complete the final stage. Solberg launched an attack and, with just over a kilometer remaining, held a 1.9-second advantage over the Welshman. However, a few corners from the finish, Solberg slid off the track and into the sand. Although he managed to rejoin and complete the stage, the time lost was enough for Evans and Martin to clinch the world title.

"I don't think it has fully sunk in yet what happened. I was pretty sure it was over. It wasn't my best run; I gave it my all, but it wasn't a clean drive. I feel for Oliver, too—he had an incredible weekend, and it’s a shame he lost the title so close to the finish," said Evans, as reported by wrc.com. Evans had previously finished the season as world runner-up five times, and twice he entered the final race as the championship leader. He spent much of this season at the top of the standings, though his lead began to shrink during the second half of the year.

"This was a season that required a lot of resilience. We kept believing and fighting right to the very end," Elfyn noted.

Evans became the first British driver to win the WRC title since Richard Burns in 2001.

Oliver Solberg and Elliott Edmondson won Rally Italia Sardegna, finishing 57.6 seconds ahead of Sébastien Ogier and Vincent Landais. Sami Pajari and Marko Salminen took third place, allowing Toyota to sweep the podium.

Adrien Fourmaux and Alexandre Coria finished fourth, ahead of Evans and Martin, while Takamoto Katsuta and Jon Armstrong were also among the leading crews.

The Welshman had been championship runner-up five times in the last six years but emerged triumphant after a final Powerstage duel with teammate Oliver Solberg ended with the charging Swede crashing out two corners from the finish while on course to take the crown.

Solberg, 25, ran wide and careered down a bank before getting the car back on the road. He still won the rally but lost the crucial bonus points on offer for the top five in the final stage.

Evans, with co-driver Scott Martin at his side, became ‌the first British world rally champion since ⁠Englishman Richard Burns in 2001 and only the third since Scottish driver Colin McRae became the nation's first in 1995.

Sweden's Solberg, son of Norway's 2003 champion Petter, ended the season as runner-up. The final standings left Evans on 243 points, Solberg on 238 and Sami Pajari on 237 in what was also the end of an era for the ‌sport with new regulations in force next year.

"It hasn't sunk in. I was sure it was over. I didn't drive the best stage but threw everything at it ⁠but it wasn't clean. I feel for Oliver. He had an incredible weekend," said Evans, who completed his ‌final run first and had to watch and wait to see whether he had done ⁠enough to ‌take the title.

"I don't really know what my reaction is, it's surreal with how it happened. It's a relief. It wouldn't be my proudest way of winning it, but it's job done," added the 37-year-old, who finished fifth in the gravel rally.

Evans had started the rally -- ⁠the final round after Saudi Arabia's finale was cancelled due to conflict in the region - 17 points clear of Finland's ⁠Pajari, also in a Toyota, and 21 clear of Solberg.

The Swede took control of the rally on Saturday, knowing he had nothing to lose and all to gain, and started the final day 33.6 seconds clear of the field and the momentum swinging his way.

That feeling was reinforced when Evans lost time changing a wheel on Sunday's penultimate stage, leaving the championship outcome hanging on the short final stage and the title going to which ‌of the pair finished ahead of the other. Toyota had already won the manufacturers' championship.

Ireland's Jon Armstrong finished seventh on Sunday, while Derry native Joshua McErlean was 20th. The latter is ninth in the championship standings as a result, while Fermanagh's Armstrong is 12th.

Autonews

 

MOTO GP

Márquez unstoppable at Motegi

Spaniard Marc Márquez(image above) won the Japanese Grand Prix at Mobility Resort Motegi, beating his compatriot Jorge Martín, who retains the 2026 MotoGP championship lead by just two points. Italian rider Marco Bezzecchi rounded out the podium, finishing ahead of his compatriot Enea Bastianini.

With all riders using the special tire following the withdrawal of the soft compound, the lights went out and Jorge Martín successfully defended his pole position against Marc Márquez this time around, while Marco Bezzecchi and Álex Márquez overtook Pedro Acosta at the start; behind them came Enea Bastianini, Raúl Fernández, and Ai Ogura.

A leading quartet began to form as Acosta faced considerable difficulties, getting overtaken on the second lap by Bastianini, Fernández, and Ogura, and dropping to eighth place in the blink of an eye. Behind him, Diogo Moreira overtook Pecco Bagnaia.

On the fifth lap, Álex Márquez served the first of his two long-lap penalties for the Sprint race incident, losing only one position to Bastianini but rejoining the race just ahead of the group containing Fernández, Ogura, Acosta, and Moreira. Two laps later, he served his second long-lap penalty and rejoined the race in ninth place, right behind the Brazilian.

Meanwhile, the leading trio set a blistering pace, with Bezzecchi beginning to struggle to keep up; Bastianini was riding in isolation, while a group battling for fifth place saw Diogo Moreira crash out on the ninth lap.

Gradually, Márquez closed the gap to Martín until, on the eleventh of the 23 laps, he took advantage of a left-hand corner to seize the lead with an impeccable overtake on the Madrid native and attempt to change the pace. Márquez began to open up a gap of nearly a second over Martín, who was gradually being caught by Bezzecchi; Bezzecchi, in turn, was pulling further away from Bastianini. Behind them, Acosta managed to shake off Ogura with seven laps to go and stay close to Fernández.

Martín appeared to be mounting a response, but on lap 18, Marc Márquez broke the lap record and extended his lead to over a second; meanwhile, Bastianini began to fly, closing the gap to Bezzecchi. Behind them, Jack Miller and Álex Márquez crashed in quick succession. A lap later, Johann Zarco also went down.

With the top four separated by more than a second—though Bastianini was pushing for the lap record in a bid for the podium—the excitement shifted to the trio battling for fifth place; Acosta lunged at Fernández, who retaliated at the next corner, allowing Ogura to seize the opportunity and overtake the rider from Murcia.

Marc Márquez perfectly managed the gap to Jorge Martín to claim his sixth victory of the season—a milestone he has reached seven times in the premier class, equaling Valentino Rossi's record.

Behind them, Marco Bezzecchi fought bravely to secure a podium spot, beating Enea Bastianini by just 18 thousandths of a second, while Raúl Fernández held onto fifth place ahead of Ai Ogura and Pedro Acosta. The top 10 was rounded out by Pecco Bagnaia, Fermín Aldeguer, and Luca Marini.

The master of Motegi strikes for the fourth time. And now, he sits just two points off the championship lead. The 2026 Motul Grand Prix of Japan ended with a spectacular performance by Marc Marquez (Ducati Lenovo Team), who bested title rival Jorge Martin (Aprilia Racing) on ​​Sunday afternoon to narrow the standings gap to that razor-thin margin ahead of the trip to Indonesia. The 2024 World Champion, Martin, secured a crucial 20 points to retain the lead in the title fight, while his teammate Marco Bezzecchi kept his cool under intense pressure from Enea Bastianini (Red Bull KTM Tech3) in the closing laps to clinch a podium spot.

The big talking point before the Grand Prix: Michelin hard or medium rear tire? The answer, for everyone, was the recommended hard rear option. Everyone was in the same boat. It was an extremely difficult choice, given the very limited track time on the hard rear tire throughout the weekend—a journey into the unknown. A massive 24 laps lay ahead.

Then came the moment for the lights to go out at Mobility Resort Motegi. Starting from pole, Martin grabbed the holeshot and kept Marc Marquez behind him, while Bezzecchi and Alex Marquez (BK8 Gresini Racing MotoGP)—who had to serve a double Long Lap Penalty—overtook Pedro Acosta (Red Bull KTM Factory Racing). The Austrian GP winner dropped to P5 after starting from the outside of the front row. However, he soon dropped to P8 on the second lap as Bastianini, Raul Fernandez (Trackhouse MotoGP Team), and home hero Ai Ogura—the #25's teammate—pushed Acosta toward the back end of the top 10.

By lap 5 of 24, only 0.4s separated Martin and Marc Marquez—both lapping in the 1:43.6 range—while Bezzecchi trailed the reigning World Champion by 0.6s. Alex Marquez completed the first of his two Long Laps on lap 5, dropping to P5 and promoting Bastianini to P4; his second Long Lap, taken on lap 7, pushed him down to P9, one spot behind Diogo Moreira (Pro Honda LCR), who had claimed a podium in the Tissot Sprint.

On lap 10, the pace set by Martin and Marc Marquez appeared too strong for Bezzecchi at that stage of the Grand Prix. The gap between the top two title contenders and the Italian had already stretched to 1.9s. The #89 and #93—World Champions in 2024 and 2025—traded the fastest laps of the race before Marquez made his first move at Turn 9 on lap 11.

Pressure? What pressure? Marc Marquez responded. The eight-time World Champion clocked a 1:43.291 to gain some breathing room, and the gap grew to 1.2s on the following lap.

Then, the margin shrank back to 0.9s as Bezzecchi and Bastianini set the race's fastest laps. Bastianini was 1.2s behind Bezzecchi's rear Michelin tire, then exactly one second back, all while setting another fastest lap. And then came a third in a row! Bezzecchi was coming under increasing pressure from "The Beast" as they began the final lap of the Japanese Grand Prix.

Marquez led by 1.2s and was in a relatively comfortable position. So was Martin. But Bezzecchi's situation was far from secure. Bastianini set his fourth consecutive fastest lap to close right up on his rival, but it wasn't enough.

Finishing just two seconds ahead of the Italians, Marc Marquez completed a Japanese double to claim his 79th victory. After the disappointment in Austria, the reigning Champion bounced back at the very circuit where he had clinched the 2025 title a year ago, narrowing the gap to just two points behind Martin—who took his sixth P2 finish of the year and limited the damage. It was a successful weekend for the top two contenders in the title fight.

How the Japanese MotoGP GP unfolded: Sunday at Motegi remained overcast for the Japanese GP. At the start of the premier class main race, air temperature stood at 20°C and track temperature at 29°C, with winds of 3 km/h and 57% humidity for this Asian round.

A key development of the weekend was the return of Tech3's Maverick Viñales, who had been sidelined since the German GP to treat a shoulder injury. The most notable absentee was Joan Mir, replaced by Somkiat Chantra at Honda this weekend.

Following the controversy regarding excessive soft-tire wear on Motegi's new asphalt during the sprint race, riders opted for the special hard rear tire and the medium front compound for the main race, in line with Michelin's guidance for the Japanese round.

At the start, Martín got away well and fended off an attack from Marc Márquez to retain the lead through the opening corners. Bezzecchi also made a strong start, gaining a position to move into third place. Moreira, on the other hand, did not get off to the same start and dropped from ninth to tenth.

Martín capitalized on the RS-GP's strong performance and balance with the special Michelin rear tire to pull away from Marc Márquez in the early stages of the race. By the third lap, the gap between the two had already reached 0.6 seconds.

Bezzecchi also gained ground and began closing in on the #93 Ducati rider, who seemed unable to extract peak performance from the Desmosedici GP26 on the hard tire—a recurrence of the difficulties seen in Austria.

Moreira, meanwhile, fought back and regained the lost position by overtaking Francesco Bagnaia, moving back up to ninth place. Shortly after, the Brazilian gained another spot when Álex Márquez served his second long-lap penalty.

From the seventh lap onwards, Marc Márquez narrowed the gap to Martín, making it clear that the Aprilia rider would have a tough fight to hold onto the lead at Motegi. By the eighth lap, the #93 was right on his rival's tail, applying pressure and looking for an opportunity to take the lead.

The pair broke away from the pack and engaged in the weekend's main battle, contending for both the race win and the lead in the Riders' Championship. On the ninth lap, however, Moreira ended up in the gravel at Turn 9 and retired from the race.

Martín held the lead until lap 11, when Marc Márquez surprised the #89 rider in the third sector. The #93 rider made an inside move at the corner to take the lead but found himself closely pursued by his Aprilia rival at Motegi.

The second half of the Japanese GP was a matter of managing the race. Marc Márquez was still closely followed by Martín but had established a 0.5-second cushion over the Aprilia rider, while Bezzecchi rounded out the podium for the Noale-based team.

In the middle of the pack, Bastianini held fourth place, followed by Raúl Fernández in fifth. Racing on home soil, Ai Ogura sat in sixth and tried to shake off Acosta—who was running seventh—to move further up the field, but the positions remained unchanged.

In the closing laps, Martín pushed hard to try and close the gap to Marc, but the Catalan managed his tires well, controlled the margin, and secured the victory at Motegi—the very venue where the #93 rider had clinched the world title in 2025.

Autonews and MotorLand

 

BMW

BMW i1 and i2: smaller, affordable EVs coming in 2028

The democratization of electric vehicles necessitates the introduction of more affordable—albeit smaller—models. Just as mass-market automakers have been compelled to sell battery-powered cars for under €20,000, premium brands cannot ignore this market demand. Admittedly, BMW does not intend to sell models at the same price points as mass-market brands—given that their vehicles won't be quite as small or feature such limited range and battery capacity—but they will still need to be significantly more affordable than the new i3, which starts at €59,500.

BMW itself revealed this information during its Capital Markets Day—an event where the manufacturer announces new projects to attract investors—focusing essentially on launching a new, lower-priced entry-level model. However, according to BMWBlog—a source consistently well-informed about the Bavarian manufacturer's plans—BMW is expected to move forward with not just one affordable model, but two: the i2, a traditional three-box sedan styled like the gasoline-powered 2 Series; and the i1, a shorter, five-door hatchback similar to the combustion-engine 1 Series.

The first of these affordable electric models to hit the market will be the BMW i1, scheduled for 2028 and designed primarily with the European market in mind. Known internally by the codename "NBO" (according to the German press), it will be built on the *Neue Klasse* platform—the same architecture used for the brand's latest electric vehicles—with the electric i1 and the gasoline-powered 1 Series competing in the market side-by-side. The second of the entry-level electric models will be the i2, a sedan slightly longer than the i1 to accommodate a trunk; it is built on the same Neue Klasse platform and features an aesthetic similar to the i3, but on a smaller scale. Deliveries of the i2 are expected to begin in 2030, and—like the i1—it will feature a rear-mounted electric motor in base versions, while more powerful, sporty models will have a motor on each axle.

BMW is far from finished exploring the new Neue Klasse platform. Following the initial models based on this architecture—such as the iX3 and the new i3—the manufacturer has confirmed plans for a more affordable electric vehicle (EV) arriving in 2028. Designed to serve as the entry-level model in the lineup, it aims to compete in one of Europe's fastest-growing segments.

While the model lacks an official name, all signs point to it being badged the i1. It will take the form of a compact five-door hatchback, positioned between the electric Mini Cooper and the upcoming BMW iX1. The concept involves utilizing the same foundation as the larger Neue Klasse models but applying it to a vehicle that is smaller, lighter, and—crucially—cheaper to manufacture.

The i1 is expected to retain rear-wheel drive...According to reports from BMW Blog, the project is known internally by the code NB0. Its dimensions will be similar to the current 1 Series, even though the two models are completely different beneath the bodywork.

While the latest generation of the 1 Series utilizes a front-wheel-drive platform and will remain in production until at least the early 2030s, the future EV is set to adopt the Neue Klasse architecture. It will maintain BMW's traditional rear-wheel-drive setup, with the potential for more powerful versions featuring dual motors and all-wheel drive.

In a sense, this represents a return to the 1 Series' roots, as its first two generations also featured rear-wheel drive before BMW switched the hatchback to a transverse-engine architecture.

Smaller battery to cut weight and cost...BMW has yet to reveal technical specifications for the future i1, but its more accessible positioning will likely necessitate some compromises compared to the larger Neue Klasse models.

The new i3, for instance, offers battery capacities of 82.8 kWh or 108.7 kWh—sizes that would be difficult to accommodate in a hatchback with a shorter wheelbase without negatively impacting weight, interior space, and price. The expectation, therefore, is that the i1 will use a smaller battery pack, also taking advantage of its more compact and lightweight body to maintain sufficient range for daily use, despite storing less energy.

The same applies to fast charging. Depending on the battery, the i3 can accept between 300 and 400 kW of DC power—figures unlikely to be fully matched by an entry-level model, primarily due to the need to control costs. Even so, since it will remain based on the Neue Klasse, the hatchback is expected to leverage much of the new electrical and electronic architecture developed by BMW.

BMW i1? BMW wasn't explicit—nor did it use the term "1 Series"—when presenting its strategy for the future of the German compact car. However, it did use descriptors such as "compact electric vehicle with Neue Klasse technology" during its 2026 Capital Markets Day.

In practical terms, this suggests the brand will strengthen its presence in the entry-level segment with a new all-electric model based on Neue Klasse technology, expected to arrive in 2028.

According to BMWBlog, the model is internally designated "NB0," but it is expected to reach the market as the BMW i1, aligning with the naming conventions already associated with the brand's electric lineup.

The same source indicates that, initially, this model will be sold alongside the current combustion-engine 1 Series. Therefore, it would not be surprising if it adopted similar proportions and a two-box hatchback body style.

Yet, despite potential visual similarities, the two vehicles will be fundamentally different propositions. BMW's future compact EV is set to be built on the dedicated Neue Klasse platform. This means it could bring back one of the defining characteristics of the early 1 Series generations: rear-wheel drive.

Much like the current combustion-engine 1 Series (F70), it would also come as no surprise if all-wheel-drive versions—or "xDrive" in BMW parlance—were offered, thanks to the potential installation of dual electric motors (one per axle). 

The combustion-powered BMW 1 Series is no longer set to disappear...Versions with internal combustion engines, based on the current front-wheel-drive architecture (UKL2), are expected to remain on the market beyond 2030, meaning the model could undergo another update—the last one having taken place in 2024.

All indications suggest it will retain its three- and four-cylinder gasoline and diesel engines, with the most significant new development likely being the introduction of plug-in hybrid powertrains. It is worth noting that, compared to the Mercedes-Benz A-Class and Audi A3, it is the only one that does not yet offer this option.

Autonews

KAWASAKI

2027 Kawasaki Ninja 650: improved suspension and brakes for a better-equipped sports bike

The Kawasaki Ninja 650 evolves for 2027 with updates to its suspension, brakes, and connectivity. The Japanese sports bike retains its 649cc twin-cylinder engine and accessible design but incorporates a more sophisticated front end to enhance road performance.

The update follows Kawasaki’s "Fun-Style-Easy" philosophy: combining a sporty image with ease of handling and riding enjoyment. This time, the key improvements focus on the chassis, accompanied by new features on the instrument panel.

Finally, an inverted fork... The most significant change is right up front. The previous conventional 41mm telescopic fork has been replaced by a 37mm inverted Showa SFF-BP unit. SFF-BP stands for Separate Function Front Fork – Big Piston.

According to Kawasaki, the larger piston allows for lower damping pressure, aiming to provide better control over the bike's movements, greater stability upon corner entry, and a more solid feel during braking.

However, there is an important nuance: the brand did not intend to turn the Ninja 650 into an extreme supersport bike. The settings were chosen specifically to preserve the ease of handling that has always characterized this model—in other words, greater precision without sacrificing accessibility.

The change to the front end required a re-evaluation of the bike's overall chassis balance. Consequently, Kawasaki also increased the spring rate of the rear shock, which continues to operate via the Horizontal Back-link system and features preload adjustment.

The tubular steel frame remains, continuing to be a key factor in the Ninja's agile handling; the structure itself weighs just 15 kg.

The brakes also see a major upgrade...If the front suspension was one area where the Ninja 650 was starting to lag behind some rivals, the brakes were another—and Kawasaki has addressed this as well. The previous two-piston axial calipers have been replaced by new radial-mount, opposed four-piston calipers, working with dual 300mm semi-floating discs.

At the rear, a 220mm disc with a single-piston caliper remains. This is not merely an aesthetic upgrade; the increased fork rigidity, radial calipers, and four-piston setup should ensure a much more consistent front-end feel when the pace picks up. And that is precisely where the 2021 Ninja 650 may reveal the biggest difference compared to the previous generation.

The familiar twin-cylinder engine remains...Kawasaki opted not to reinvent what already works. It retains the well-known 649 cc parallel-twin engine, developed primarily to deliver power and ease of use in the low-to-mid rpm ranges.

European specifications list an output of 68 hp at 8,000 rpm and 64 Nm of torque at 6,700 rpm, paired with a six-speed gearbox. This might seem conservative at a time when increasingly powerful middleweight engines are emerging, but that was never the battleground for the Ninja 650.

Kawasaki continues to prioritize immediate throttle response, flexibility, and ease of use—characteristics that make sense whether riding in the city, on mountain roads, or on a long-distance trip.

Quickshifter arrives as an option...There is, however, a new feature in the transmission department. The Ninja 650 can now be fitted with the Kawasaki Quick Shifter (KQS) as an accessory, allowing for clutchless upshifts.

It does not come as standard equipment, but the availability of this option reinforces the sportier character Kawasaki aims to bring to this update.

Revised TFT, navigation, and voice commands...There are also significant updates to the cockpit. A 4.3-inch color TFT display remains, but the graphic layout has been redesigned.

Smartphone connectivity via the "RIDEOLOGY THE APP MOTORCYCLE" app allows riders to check bike information and log routes, with the addition of navigation and voice command capabilities. Kawasaki notes that voice commands may require a separate license and that availability depends on the market.

Traction control remains standard...The electronics package includes KTRC (Kawasaki Traction Control), featuring two rider-selectable modes. You won't find six-axis inertial platforms or an endless catalog of electronic modes here.

And that is part of the bike's philosophy. The Ninja 650 aims to provide the necessary electronics without turning an accessible middleweight into an unnecessarily complex machine.

Seat height drops to 785 mm...There is also a particularly interesting change for those who value accessibility. The seat height is now just 785 mm. Combined with the chassis's narrow midsection and a relatively upright riding position for a faired bike, this should make the Ninja particularly easy to handle at low speeds.

This is a key feature for less experienced riders, as well as for those seeking a sportbike that doesn't require the ergonomic compromises of a true supersport.

The A2 license remains part of the equation...The Ninja 650 also remains a particularly important bike in the A2 license category, available in a configuration that meets the 35 kW limit required by European regulations. This is precisely where Kawasaki holds an interesting position.

The 649cc twin-cylinder engine remains the foundation...The Ninja 650 retains its 649cc twin-cylinder engine and tubular chassis. The information provided focuses on the suspension, brakes, and technology of this evolution, without announcing new power or torque figures.

The 785mm seat height is one of the features that defines its accessibility. Kawasaki aims to reinforce the model's sporty qualities while preserving its ease of riding as an essential part of its appeal.

Price and availability of the 2027 Kawasaki Ninja 650...Details regarding this update do not specify the price or the arrival date at Spanish dealerships. Nor do they specify the color options that will accompany the new version.

For now, the preview reveals the key features of the 2027 Ninja 650: a redesigned chassis, enhanced connectivity features, and the continuation of its well-known twin-cylinder configuration.

 

by: Autonews

AUTONEWS

Tracing tool tracks hidden delays in mixed autonomous-driving software stacks

Autonomous vehicles are often described as computers on wheels, but the phrase understates just how tangled the software inside them has become. A single self-driving stack must ingest torrents of LiDAR point clouds, camera frames and radar returns, fuse them into a coherent model of the road, decide what the vehicle should do next, and translate that decision into steering, braking and acceleration commands — all within deadlines measured in milliseconds. What makes this genuinely difficult is that the software rarely lives on one platform. In industry, the AUTOSAR Adaptive Platform (AUTOSAR AP) has become a de facto standard for production automotive computing, while the open-source Robot Operating System 2 (ROS 2) dominates research laboratories and early-stage prototyping thanks to its vast ecosystem of tools and libraries. As vehicles evolve into software-defined machines, developers increasingly want the best of both worlds, combining AUTOSAR AP’s rigor with ROS 2’s agility inside the same system.

That combination, however, creates a blind spot. When data flows from a ROS 2 node into an AUTOSAR AP application and back again, each platform keeps its own records of what happened. ROS 2 offers tracing hooks that capture communication events, while AUTOSAR AP applications typically rely on ara::log, the platform’s standardized logging facility, which was never designed to serve as a precision timing instrument. Stitching these two heterogeneous record streams into a single, coherent picture of end-to-end latency has been a stubborn engineering problem. Developers prototyping a new perception or planning module can easily discover that something feels slow without being able to say whether the delay arose in sensor reception, in cross-platform message translation, in the detection algorithm itself, or in the final command output.

A research team led by Professor Takuya Azumi of the Graduate School of Science and Engineering at Saitama University, working with Astemo, Ltd., has now pushed a solution to that problem much closer to practical reality. The team had previously developed CART, the Combined AUTOSAR AP and ROS 2 Tracing Framework, which integrates trace information from both platforms into a unified timeline. But the original evaluation of CART was confined to a small-scale application configuration, leaving open a question that matters enormously to anyone building real vehicles: would the framework still deliver useful end-to-end latency analysis when confronted with the component count, data volume and complexity of a genuine autonomous-driving stack? The answer, published on August 6, 2026 in the IEEE Open Journal of the Industrial Electronics Society under the title “Evaluation Platform for Tracing of Autonomous Driving System Combined AUTOSAR AP and ROS 2” (DOI: 10.1109/OJIES.2026.3721135), is a carefully qualified yes.

To reach that answer, the researchers built a cloud-based evaluation platform that assembles four major pieces of software into one instrumented pipeline. The high-fidelity CARLA simulator generates realistic LiDAR point-cloud data for a simulated vehicle. Those point clouds flow into Autoware, the well-known open-source autonomous-driving software stack built on ROS 2, which handles the higher-level driving logic. From Autoware, sensor data pass across the platform boundary into an AUTOSAR AP application responsible for object detection, with detection results routed back to Autoware through protocol bridges so that vehicle-control commands can be generated. CART sits alongside this entire chain, ingesting ROS 2 traces and AUTOSAR AP logs and reconstructing the processing path from the moment simulated sensor data are received to the moment a control command emerges at the other end.

The results of the evaluation speak to both the completeness and the realism of the setup. CART reconstructed the entire expected end-to-end communication topology with 100 percent coverage, meaning that no segment of the processing path across the ROS 2–AUTOSAR AP boundary was lost to the tracing process. Under the evaluated workload, the platform sustained a point-cloud reception callback rate of approximately 33 Hz, a figure that reflects the kind of continuous, high-frequency sensor processing real autonomous-driving software must handle. Crucially, all of this was achieved with low tracing overhead, so the act of measurement did not materially distort the behavior being measured — a perennial hazard in performance analysis.

The framework also demonstrated an ability that fixed communication diagrams cannot provide: following dynamic control behavior. In the evaluated scenarios, CART distinguished between processing paths in which object detection triggered a stop command and paths in which no actuation command was issued at all. That distinction matters because autonomous-driving logic is not a static pipeline; it branches depending on what the sensors perceive. A tracing tool that can only follow fixed routes would miss precisely the situations developers care most about — the moments when the vehicle’s software decides to change what it is doing. By capturing those transitions, CART showed it can trace changes in control logic as well as ordinary data flow.

Overhead, the quiet killer of any tracing scheme, was quantified in two separate tests. In a small-scale test, adding ara::log-based instrumentation introduced little CPU load and roughly 0.03 MiB of memory usage, numbers small enough to be negligible for most development purposes. In a separate offline benchmark, converting logs representing one million send/receive pairs into trace data took approximately one second, suggesting that the framework can scale to the volume of logging that a full autonomous-driving stack generates without becoming an analysis bottleneck in itself. The authors assessed the platform at Technology Readiness Level 6, based on its demonstration in a relevant simulation environment, while noting that validation on real hardware remains future work.

“This study is important because autonomous-driving software is becoming increasingly complex, with different software platforms working together within the same system,” said Shunsuke Ito, a master’s student at Saitama University’s Graduate School of Science and Engineering and the corresponding author of the study. “By integrating trace information from AUTOSAR AP and ROS 2, our platform makes it possible to follow the processing path from sensor input to the generation of a control command as a single end-to-end sequence. This allows developers to see more clearly where latency occurs across platform boundaries.” The point is not merely academic. Latency budgets in autonomous driving are unforgiving: a perception-to-control chain that overshoots its deadline can degrade the freshness of the vehicle’s world model, and the difference between a safe response and a dangerous one can hinge on tens of milliseconds.

Ito emphasized that the leap from small test applications to realistic workloads was the heart of the contribution. “It is not enough to confirm that a tracing method works with a small test application,” he explained. “Autonomous-driving systems process large amounts of sensor data through many interconnected software components. By combining CARLA, Autoware, AUTOSAR AP, and ROS 2 in a cloud environment, we were able to test CART under more realistic conditions and show that detailed latency analysis remains possible without imposing a large additional processing burden.” For engineering teams practicing rapid prototyping, that means performance bottlenecks can now be identified during the design-and-test cycle, before software is transferred to physical vehicle hardware — when fixes are cheapest and iteration is fastest.

The implications extend to the broader industry shift toward Software-Defined Vehicles, in which functionality is increasingly delivered and updated through software rather than hardware. By providing a unified view of processing across heterogeneous platforms, unified tracing could shorten development and validation cycles and make complex vehicle software systematically evaluable. The team is candid about the road ahead: practical deployment will require validation with real electronic control units or hardware-in-the-loop systems, clock synchronization across multiple computing systems, larger-scale testing, and further automation of cross-platform message correlation. Looking forward, the researchers plan to extend the platform to lighter-weight simulation environments, incorporate OpenSCENARIO-based systematic testing, automate message linking using standard SOME/IP identifiers, and ultimately evaluate CART on real hardware. “If developers can trace the behavior of those systems across different platforms and identify performance problems earlier, they may be able to shorten development and validation cycles while making complex vehicle software easier to evaluate systematically,” Ito said. “In the future, we hope to extend CART from cloud-based simulation to real ECUs and further automate the tracing process. If these capabilities can be incorporated into practical vehicle-development workflows, unified tracing could become a useful tool for developing autonomous-driving and software-defined vehicle functions more efficiently and reliably.”

by Autonews

 AUTONEWS

Airbus A350F makes maiden flight ahead of nine‑month test campaign

The A350F freighter, the first of two test aircraft, has completed its first flight, Airbus has announced. The aircraft, fitted with special flight test instrumentation, flew for 4 hours 10 minutes reaching an altitude of 25,000ft. The aircraft was flown by a dedicated Airbus Flight Test crew. 

"This maiden flight is a major milestone for the A350F and for our customers worldwide. As the latest development of our highly successful A350 platform, the A350F is a true game-changer for the air cargo market, combining unmatched operational flexibility, fuel efficiency, and range," said Lars Wagner, CEO commercial aircraft at Airbus. “I am immensely proud of the extraordinary dedication and hard work of all the teams who have made this achievement possible.” 

The second A350F prototype (MSN 701) is now at an advanced stage of final assembly and will enter the paint shop in the next few weeks.

During this inaugural flight, the crew carried out tests focused on verifying the basic airworthiness, fundamental flying qualities, and ensuring basic systems perform as predicted. This marks the start of an over 9 months flight test campaign.

Designed to be the world's most advanced cargo aircraft, the A350F meets the evolving demands of the global air freight market. Thanks to a range capability of up to 8,700km and a payload of up to 111 tonnes, it will allow operators to deploy it on international long-haul routes. Made of over 70% advanced materials, Airbus says the A350F has a 46 tonnes lighter maximum take-off weight (MTOW) compared to competitor aircraft.

Powered by the latest Rolls-Royce Trent XWB-97 engines, the aircraft will bring a reduction in fuel consumption and carbon emissions of up to 40% compared to competitor aircraft, Airbus claims, with a similar payload-range capability. It is the first new freighter to fully meet the latest ICAO's CO₂ emission standards. At the end of August 2026, the A350F had already recorded 115 orders from 14 disclosed customers and it had captured up to 59% market share in the large freighter category.

The aircraft was flown by captain and test pilot Bernardo Saez-Benito, first officer and experimental test pilot Sylvain Guiraud, together with test flight engineer Ludovic Girard. In addition, lead flight test engineers Laurent Bussiere and Jaime Angoloti were onboard. 

www.airbus.com 

 

GIANT

120 Nm, 840 Wh, up to 500% assistance: High-end trail bike with adjustable frame geometry

Giant is giving its Trance X Advanced E+ a major overhaul for 2027: more travel, a new motor with instant response, and a Flip Chip on the Maestro rear suspension that now allows the carbon frame geometry to be adjusted across three settings.

The popular predecessor to the new Giant Trance Advanced E+ dates back to 2023 and is now ready for some significant upgrades. The manufacturer has left hardly any area untouched, putting virtually everything under scrutiny.

First, the full-suspension electric mountain bike gets more travel at both ends. Up front, travel increases from 150 to 160 millimeters, while the rear grows from 140 to 160 or 150 mm. This is intended to help riders handle rougher obstacles and bigger jumps on the trail even better with their new full-suspension E-MTB.

Giant has made only minimal changes to the carbon frame. These mainly concern the motor fitment, which is now said to be even better integrated with the suspension system. Yamaha has supplied a specially designed motor housing for this purpose. The wheel sizes remain unchanged, with a 29-inch front wheel and a 27.5-inch rear wheel. The bike weighs 21.9 kg.

The Flip Chip on the upper rocker link of the Maestro rear suspension, which previously allowed the frame geometry to be changed between two settings (High and Low), now gets a third setting. The Mid position aims to strike an equal balance between agility and control. Low is recommended for greater confidence on steep descents, while the High setting puts the rider in a more upright position on the e-bike.

Power comes from the new SyncDrive Pro 4 mid-drive motor, which replaces the SyncDrive Pro 2 in the previous model. It now runs at 48 instead of 36 V, produces nearly 1,000 W of peak power, and supports pedaling cadences above 100 rpm. Rather than competing with other manufacturers for absolute peak figures, Giant is focusing on things such as responsiveness: after just 0.28 seconds of pedal input, the motor instantly delivers its maximum torque of 120 Nm. The sensor system has also been improved for this purpose. At just 2.4 kg, it is also lighter than the Avinox M2 or M2S and the Bosch Performance Line CX.

The Giant Trance Advanced E+ is available in frame sizes S, M, L, and XL and in a variety of colors, with prices starting at around €6,000.

 

Autonews and MotorLand