AUTONEWS

China effect: BMW to cut ‘as many as 8,000 jobs’

BMW is planning to cut as many as 8,000 jobs in Germany, according to reports, in the latest sign of Europe’s largest carmakers reducing costs under pressure from Chinese rivals.

The Munich-headquartered company has started a voluntary redundancy programme agreed with employee representatives, a BMW spokesperson said on Wednesday.

The company and its ​works council had agreed a severance ⁠programme targeting the administration and development ​divisions, the spokesperson said. Production operations are excluded. BMW’s total workforce is about 160,000.

Germany’s carmakers have come under intense pressure in recent years with the rise of Chinese competitors that have quickly come to dominate in the electric vehicle market. Chinese manufacturers have also launched a fierce price war in their home market, which had previously been a lucrative source of export earnings for European brands including BMW.

Europe’s carmakers have also had to find cash for their own transition from petrol to electric, and cope with the impact of US tariffs. Several manufacturers – including Volkswagen, Stellantis and Ford – have turned to partnerships with Chinese rivals to help them build and sell in Europe.

BMW’s cuts come after Milan Nedeljković, who was previously head of production, took over as chief executive in May.

A spokesperson said: “The BMW Group is proactively shaping the profound changes taking place in its operating environment. These include the technological transformation of the automotive industry, geopolitical uncertainties, changing market conditions and developments in China.”

Volkswagen, Germany’s largest carmaker by volume, confirmed on Friday that it would cut as many as 100,000 jobs from its total workforce of 650,000. The plans include closing four factories and halving the number of models produced.

Porsche, the sports car brand part-owned by Volkswagen, is also undergoing a severe restructuring. Another 5,000 job cuts were agreed this week, taking total planned redundancies to 9,000 – a fifth of its workforce – by 2035. The Stuttgart-based company reported a €1.4bn (£1.2bn) profit before tax on Wednesday, up from €1.1bn a year earlier.

Porsche’s sales in China slumped by 30% to 14,500 in the first half of 2026, faster than the 17% decline across the group as a whole. Donald Trump’s withdrawal of subsidies for electric cars such as Porsche’s Taycan also hit North American sales.

MERCURY

Verado® V12: 600 hp

The first V12 engine was built in 1904 by Putney Motor Works in London for boat racing. Today, Wisconsin-based Mercury Marine has launched its first V12 outboard—a 600 hp engine geared toward the center-console market.

Building on the legacy of the Verado® engine family, Mercury has reimagined outboard performance to deliver the ultimate luxury boating experience.

With the “unwavering strength of a V12 engine,” the 600 hp Verado outboard offers extraordinary range and performance to “take your boating adventures to new destinations.”

Mercury explains that advancements in handling and control are made possible by the outboard segment’s first steerable gearcase and an industry-first two-speed transmission.

“Quiet, smooth, and refined—this is the engine that raises the bar for premium design and engineering,” says the manufacturer.

There’s nothing different about firing up the new Mercury V12 Verado – turn the key and it fires itself up immediately – but at idle you’d barely know it is there. Mercury has worked hard on suppressing noise, vibration and harshness with this new engine, and its efforts have certainly paid off. I was tempted to try the old Rolls-Royce trick of balancing a 20-cent coin on its edge on the engine cover, but there’s too much of a slope on top.

Mercury has tuned the V12 Verado to stump up its full 600hp serve on regular 91 RON fuel, so there’s no real need for owners to reach for the premium pump.

Of note, the new control unit gives a visual indicator – a green LED on the throttle arm – that shows when the engine is in neutral. Slip the engine into gear and there’s no perceptible change in the engine’s note as it slips into the lowers of the two transmission ratios.

Playing with the new throttle, it is extremely sensitive to input. This is an engine with big dollops of torque – Mercury seems reluctant to disclose exactly how much – and thanks to its Duoprop system it also has big bite on the water, so everything that happens at the electronic throttle control tends to happen instantly down the back.

The throttle is extremely sensitive, so if you’re handing the controls over to a first-timer, make sure they are aware of just how instantly reactive things can be, particularly if you're in a confined space.

One of the first things you’ll notice is that because only the Mercury V12 Verado’s lower drive leg turns, you’re not going to be able to glance aft and sense their direction, particularly if you’ve been anchored up for a bit.

Instead, you’re going to have to rely on an electronic rudder gauge built into the in-dash display. Our test boat also has an underwater camera focused on the lower gearcase so you can also visually check the steering angle.

Muddling along at low speed and it almost feels as though you're on an electric boat, there's so little audible input from the transom.

Open up the throttle and there is an increase in engine volume but it is still surprisingly muted, quieter than a V6.

The electronic throttle controls mean whatever happens at the console is immediately felt at the transom. Big atmo engines tend to have this hesitancy to them as they breathe deep to respond to a call for power, but with the V12 the response is instantaneous as the engine's electronics beat the war drums and rouse the troops.

Accelerate from a standing start and at around 3000rpm there's an almost imperceptible change of momentum as the transmission flicks from first to second gear. You can hear the dip in the revs, but you have to listen hard to pick it up. 

Part of that listening hard is due to the fact that even with a tsunami ofrevs onboard, the Mercury V12 Verado doesn't announce it. This engine is almost frustratingly quiet – what's the point in having a V12 engine when it sounds like an unstressed V6? A V8 Verado is more audibly engaging.

If you're thinking maintenance will be a nightmare with 12 cylinders to fetter, Mercury anticipated that pain point and tried to make the V-12 easy to deal with. There's a hood on the top of the cowling that allows owners (or their minions) to handle the 200-hour oil change without removing the cowling or taking the boat out of the water. The cowling does come off for the major service, but that one's only every five years or 1000 hours. Mercury is also offering a commercial version called the SeaPro that's designed to rack up huge hours and take plenty of abuse. That one is detuned to 500 horsepower, but a couple of those would get your trawler moving pretty good.

While a 600-horse V-12 sounds like the epitome of hey-look-at-me outrageousness and ostentation, Mercury makes the case that these beasts actually represent pragmatic boating. One benefit: fuel economy. How is a 7.6-liter V-12 good for fuel economy? Because to get 1200 horsepower, you'd use either two of these or, say, three 425-hp V-8s. In which case, you still have 24 cylinders, but the added drag of another drive in the water. Mercury says dual V-12s deliver 20 percent better fuel economy than triple (Yamaha) V-8s.

Even more impressive is that the engine has the industry’s first steerable gearcase on an outboard that pivots independently underwater while the engine’s powerhead remains in a space-saving fixed position. This provides more room for multi-engine configurations and a wider steering angle for agile handling. With help from contrarotating propellers, it also has better “bite” in the water for docking and other close quarters maneuvering.

“With boats continuing to grow bigger and performance expectations continuing to rise, boaters have been asking for a better, more capable, high-horsepower solution to meet their needs. The V12 Verado outboard is Mercury’s answer,” said Chris Drees, Mercury Marine president. “Using our advanced engineering and design capabilities, we completely redefined outboard performance. The V12 Verado outboard delivers boaters unrivaled freedom, luxury, and power to pursue their passions on the water. This is a remarkable engine that will change the future of boating…This engine makes boats easy to maneuver near the dock and provides superior handling at all speeds. It’s incredibly fuel efficient, so boaters can go farther and stay out longer. It’s so smooth and quiet that you can have a conversation while the engines are running. It’s durable, reliable, and easy to maintain. There’s nothing else like the V12 Verado in the marketplace today.”

Another astounding feature is that the engine is capable of operating for 200 hours before requiring routine service, including oil changes, and basic maintenance is done through the innovative top cowl service hood while the boat is still in the water. The entire cowl doesn’t need to be removed to allow more in-depth service until 1,000 hours or five years.

Verado V12 Power and Performance... The outboard segment’s first V12 engine delivers superior power and performance within a surprisingly compact footprint. Combined with the steerable gearcase and a streamlined, compact design, the engine can be mounted on 27-inch centers, allowing boaters to fit the necessary power onto the transom.

The two-speed transmission makes transferring 600 hp to the gearcase effortless. It delivers maximum torque and acceleration in first gear, then quietly shifts to second for efficient cruising and thrilling top speeds. No shift clunk. No limitations. Just smooth, impressive power.

Electro-hydraulic controls allow the steerable gearcase to react instantly to the pilot's commands. With no movement of the engine body above the water, there are no distractions—just precise maneuverability around docks and smooth, effortless handling in open water. Contra-Rotating Propellers... A new series of dual propellers has been expertly crafted to harness the full 600-hp potential. Designed to operate in a contra-rotating configuration, the new propellers lift the boat onto plane quickly and efficiently, while delivering exceptional handling and fuel economy at cruising speeds.

Exceptionally smooth and quiet...A robust, refined, next-generation Advanced MidSection (AMS) mounting system cradles the powerhead to isolate noise and vibration, while careful tuning dampens induction sounds and virtually eliminates injection noise.

 

by Autonews

 

DOSSIER

AUTONEWS

VW feels the impact of Chinese competition in Europe

Volkswagen needs to deepen cost-cutting measures to remain competitive in the face of the advance of Chinese automakers in the European market, CEO Oliver Blume said on Friday (24), following the release of quarterly results that showed a mixed performance.

The world's second-largest automaker is trying to balance the need to reassure investors with the defense of a sweeping restructuring plan. At the same time, it is grappling with the impact of tariffs and a weak Chinese market, while weighing the potential closure of some factories in Germany.

"When we look to the future, we see risks increasing," Blume said, citing the existence of more than 150 car manufacturers in China. "And they are all coming to the market," he added, referring to Europe.

The executive proposed doubling the number of previously planned job cuts—raising the total from 50,000 to 100,000 positions—and warned that four German factories are at risk of closure after 2030. He noted that all parties involved are aware of the challenges facing the company.

Despite this, Blume was unable to secure full approval for his restructuring plan during a supervisory board meeting held earlier this month. The decision paves the way for a new round of negotiations with labor unions, following an agreement reached in late 2024 that outlined the initial 50,000 job cuts.

Some analysts believe the second-quarter results indicate the company is stabilizing. Revenue exceeded market expectations, and the group remains on track to raise its operating margin this year to a range of 4% to 5.5%.

"Volkswagen's results suggest the company is beginning to stabilize, despite a challenging environment," said Morningstar analyst Rella Suskin, highlighting the company's strong cash generation. Bernstein analysts stated that Volkswagen's management is trying to "balance the need to reassure investors while warning employees that the situation is serious"—a challenge considered nearly impossible.

Profit forecast maintained...Volkswagen's operating profit fell 9.5% between April and June, to €3.5 billion ($3.98 billion). Revenue totaled €82.4 billion, allowing the company to maintain an operating margin of 4.2% for the quarter, within its annual target range of 4% to 5.5%.

The company maintained its profit forecast for the year but dropped its revenue growth projection. It now estimates a sales decline of up to 3% in 2026.

Shares of Volkswagen—owner of the VW, Skoda, Audi, Porsche, Bentley, and Lamborghini brands—fell as much as 3.2% following the results announcement but recovered some of those losses during the trading session.

Chinese competition advances in Europe...Amid a prolonged slowdown in the domestic Chinese market, the country's automakers have expanded their presence in Europe with lower-cost, high-tech electric vehicles and plug-in hybrid models. This trend has already eroded Volkswagen's long-standing market leadership in China.

In addition to exporting vehicles, companies like BYD and Geely are setting up factories in Europe, prioritizing countries with lower production costs, such as Hungary and Spain.

Meanwhile, Volkswagen is seeking alternatives to utilize idle capacity at its German plants. Options under consideration include producing models designed for the Chinese market domestically and forging partnerships with defense sector companies.

Volkswagen's works council stated that merely cutting costs would not be enough to restore the company's competitiveness and advocated for increased investment in technology and new product development. According to a council spokesperson, following the summer break at German factories, worker representatives will resume negotiations with management to discuss the measures needed to ensure the company's long-term sustainability.

Blume stated that he expects to finalize these decisions before the end of the year.

Chinese competition is no longer confined to a handful of “sensitive” segments. It now reaches the traditional pillars of made in Europe: automotive, machine tools, batteries, chemicals and industrial equipment. That is the core message of a report published in February 2026 by France’s High Commission for Planning and Strategy, which describes a new wave of competition of “unmatched” scale.

The acceleration since the post-Covid period is driven by two combined effects: rapid quality upgrades across Chinese products and structural cost advantages. The report highlights production cost gaps that are often estimated around 30–40% versus Europe for comparable quality, reshaping the competitiveness equation.

Volkswagen’s restructuring hits a wall with Germany’s powerful unions...Volkswagen’s global CEO, Oliver Blume, faces an uphill battle to push through a major overhaul of Europe’s largest automaker after failing to secure initial support from the supervisory board—a body that, under the German governance model, sits above the executive board.

Blume’s proposals—which include further job cuts, plant closures in Germany, and potentially even spinning off the VW brand from the rest of the conglomerate—were rejected by 12 of the 19 supervisory board members during a meeting in Wolfsburg on Thursday.

The company, which also owns Audi and controls Porsche, presented only vague goals following Thursday’s meeting. It pledged to reduce the complexity of its vast product portfolio, aiming to focus its lineup on the most attractive market segments.

There was “no sign of progress toward an agreement on plant closures, a five-year investment plan, or additional staff cuts,” stated Jefferies analyst Philippe Houchois in a report to clients.

Consequently, news that the company plans to halve its model lineup was met with indifference. VW’s preferred shares, which have fallen nearly a third this year, showed little movement on Friday.

While change at VW is always difficult due to its unique structure, the challenges facing its industrial future have rarely been greater. Profits in China are unlikely to recover as local rivals like BYD win over buyers, while US tariffs erode returns for the luxury brands Audi and Porsche.

VW has struggled to cut production costs in Germany, which Jefferies estimates are about two-thirds higher than in other locations such as Portugal and Spain. High labor and energy costs, compounded by the burden of bureaucracy, are the primary factors—alongside a workforce accustomed to generous bonuses and empowered to defend its own interests.

Investors' patience will be tested in the coming months after Blume stumbled at the first major hurdle in his attempt to revive flagging profits. The company’s market value remains near a decade-low of around €36 billion ($41.1 billion), meaning it trades at little more than its net cash position.

VW’s executive board “is taking responsibility for the company’s sustainable future—at a time when the automotive industry is under intense pressure worldwide,” Blume said in a statement on Friday. The turnaround plan is “positioning the group to be even more robust and competitive, even in a highly challenging global environment.”

The unions’ swift response was to ramp up pressure on the CEO. Daniela Cavallo, head of VW’s works council and a member of the supervisory board, issued an ultimatum demanding that Blume explain himself to the company’s staff. Like other major German corporations, VW operates under a co-determination system involving worker representatives, designed to foster long-term consensus.

Union leaders wrote to employees blaming management for stoking fears of layoffs and demanded that Blume and his team answer more than 80 questions explaining the restructuring plan by Friday.

When he failed to meet the request, the works council distributed a special edition of its newsletter to staff on Saturday, stating that Blume would have to answer directly to employees at meetings to be held after the summer break.

There has already been “a massive loss of trust” in Blume, who, upon taking office, presented himself as someone who wanted to do the job “for the people,” the council wrote.

“He certainly won initial goodwill from much of the workforce with that stance,” it added. “But by now, practically none of that remains.”

The combative comments mark a clear shift in tone. Blume, a VW career employee with over 30 years at the company, had largely been spared the fierce attacks that union leaders leveled against his predecessor, Herbert Diess—a former BMW AG executive who was ousted in 2022.

At VW, workers wield even greater influence. The state of Lower Saxony holds a 20% stake, and its two representatives on the supervisory board typically side with the unionists. This often makes it difficult to assert investor interests when key stakeholders negotiate major decisions.

After this initial round of attempted reform, the company may resort to a piecemeal approach, involving targeted cost-cutting measures that could take several months to complete.

Blume “evidently did not deem it necessary, over the course of weeks, to share the essential facts about his future plan with tens of thousands of deeply unsettled—indeed, frightened—employees,” the works council wrote on Saturday.

“For the employee representatives, enough is enough.”

Porsche wants to stop the bleeding and lays off another 6,000 employees...Porsche continues to go through a difficult period, as not only are sales falling, but operating profits are following this cycle of losses, which is visible after this automaker — of which the VW Group owns 75% — declared in 2025 a 93% drop in operating profits, in addition to a 9.5% reduction in revenue and a 10.1% cut in sales. It is up to Michael Leiters(image above), the new CEO who replaced Oliver Blume at the helm of Porsche, to recover the manufacturer that accumulated profits for years on end, but which recently seems to have lost its way.

Leiters took control of the manufacturer that gave us the 911, among other emblematic models, only in January 2026, so everything that is behind is not his responsibility, as at the time he was CEO of McLaren. But even though he inherited many mistakes from the past (with Blume), the first six months of his leadership in 2026 don't exactly give him a merit diploma, with global sales falling 16% from January to June and operating results plummeting 11.6%.

Now, the recipe announced by the new CEO to turn the problem around and get the brand back to good results involves laying off another 6,000 employees, in addition to the 3,900 that Blume dismissed in recent times as CEO, still in 2025. According to Reuters, the layoff plan will be presented to workers next week, with responsibility for the poor results being placed on the additional taxes in the American market and the anemia that plagues the Chinese market. More importantly, the 911 has suffered from the excess of Chinese rivals, mostly electric, which easily surpass it in power and speed, despite a price close to half, a combination of factors that also helps to explain the flight of potential customers.

Leiters' strategy also involves simplifying the range, which can be seen as code to eliminate versions or even models, betting more on vehicles that guarantee higher profit margins, such as the 911. However, the most famous Porsche owes its profit margin to a certain exclusivity stemming from the fact that it sells only about 50,000 units per year, which alone is not enough to "feed" a brand.

Another decision announced by Michael Leiters involves disinvestment in electric vehicles, even the successors to the 718 Cayman and Boxster, models that were already scheduled for launch in 2025, then delayed to 2026 and finally to 2027, until they were abandoned, along with all the money invested.

While the electric 718 has been put on hold, the same cannot be said for another Porsche project, known by the codename K1, a larger SUV than the Cayenne with three rows of seats to provide seven passengers. The future K1 will now be built on the Premium Platform Combustion, designed for V6 and V8 engines, instead of the Scalable Systems Platform mentioned earlier, which is dedicated to electric models.

Autonews

BENTLEY

New teaser video: Bentley Torcal

Bentley has been preparing for some time to launch its first electric model—an SUV—and today we officially know its name. Bentley announced that its fourth model line will be called Torcal. A teaser image has also been released, and we won't have to wait long to see the full model, as the unveiling is scheduled for September 23.

Bentley states that the name Torcal comes from El Torcal de Antequera in Andalusia, Spain—a nature reserve in the Sierra del Torcal mountain range featuring striking limestone formations, including towering cliffs, unusual rock structures, and caves. This is not the first Bentley named after a natural landmark, following in the footsteps of the Bentayga, Bacalar, and Batur. Bentley also notes that the name references the Latin word "torquere," meaning "to twist," which gave rise to the modern English word "torque."

Alongside the name announcement, Bentley released a new image of the Torcal for the first time. Showing the rear of the car, the image reveals little but appears to confirm it is an SUV rather than a sedan or coupe, as the roofline seems to extend to the vehicle's rear. We can also catch a glimpse of slim taillights with a diamond-shaped design and a black Bentley emblem.

More information is expected to emerge in the coming months, but we have already seen the Torcal undergoing testing and know some preliminary details. The SUV will be smaller than the gas-powered Bentayga and is expected to be very similar to the electric Porsche Cayenne. This likely implies a powerful dual-motor powertrain with all-wheel drive, as well as an 800-volt architecture supporting a maximum charging rate of 400 kilowatts.

Autonews

AUTONEWS

How you can reduce your fuel consumption yourself: It is important when you change gears, but also to listen to the engine

Fuel consumption does not only depend on the car you drive, but also on the way you drive it.

With a few simple habits behind the wheel, it is possible to noticeably reduce fuel consumption, especially if you drive a car with a manual transmission. Experts from the German organization TÜV have highlighted several tips that can help you save fuel, but also put less strain on the engine.

One of the most important tips relates to correct gear shifting. When accelerating, it is recommended to shift to a higher gear as soon as possible, while when slowing down, you should shift to a lower gear as late as possible, writes Autonews.

It is ideal to shift to a lower gear when the engine speed drops to around 1,000 rpm, or just before the engine starts to shake. In general, experts state that the most economical engine operation is between 1,500 and 2,500 rpm. In this range, the engine consumes the least fuel, is less stressed, and also runs quieter.

Therefore, according to TÜV, drivers can also rely on their hearing – when the engine runs smoothly and quietly, it is most often in its optimal operating mode.

When moving off, it is recommended to press the accelerator pedal to approximately two-thirds of its travel. After accelerating, maintaining a steady speed is one of the best ways to reduce fuel consumption.

As a general rule, TÜV advises driving at a speed of 70 to 80 percent of the vehicle's maximum speed, but no more than 130 kilometers per hour.

To further save fuel, it is also recommended to release the accelerator pedal as early as possible when you know you will soon stop. For example, if you see that the traffic light is red, there is no need to accelerate to it and then brake suddenly. It is much more economical for the car to slow down gradually, using its kinetic energy.

On long stretches of highway or flat roads, using cruise control can also be useful, as it helps maintain a constant speed and reduces unnecessary acceleration.

However, experts warn that cruise control is not always the best solution. In heavy traffic, especially if the vehicle does not have adaptive cruise control, its use is not particularly practical.

Finally, we should not forget the weight that the car is carrying. Any additional load increases fuel consumption. According to TÜV estimates, an additional 50 kilograms of luggage can increase consumption by about 0.3 liters per 100 kilometers, so it is recommended to remove items from the car that you do not need while driving.

Fuel-efficient driving techniques...Fuel-efficient driving can save you hundreds of dollars in fuel each year, improve road safety and prevent wear on your vehicle. Adopt these 5 fuel-efficient driving techniques to lower your vehicle’s fuel consumption and carbon dioxide emissions by as much as 25%.

1. Accelerate gently...The harder you accelerate the more fuel you use. In the city, you can use less fuel by easing onto the accelerator pedal gently. To be as fuel-efficient as possible, take 5 seconds to accelerate your vehicle up to 20 kilometres per hour from a stop. Imagine an open cup of coffee on the dashboard. Don’t spill it!

2. Maintain a steady speed...When your speed dips and bursts, you use more fuel, and spend more money, than you need to. Tests have shown that varying your speed up and down between 75 and 85 km per hour every 18 seconds can increase your fuel use by 20%.

Consider using cruise control for highway driving, where conditions permit. Be mindful, however, that little variations in speed can actually be good when gravity does the work. Where traffic patterns permit, allow your speed to drop when you travel uphill, then regain your momentum as you roll downhill.

3. Anticipate traffic...Look ahead while you’re driving to see what is coming up. And keep a comfortable distance between your vehicle and the one in front of you. By looking closely at what pedestrians and other cars are doing, and imagining what they’ll do next, you can keep your speed as steady as possible and use less fuel. It’s also safer to drive this way.

4. Avoid high speeds...Keep to the speed limit and save on fuel! Most cars, vans, pickup trucks and SUVs are most fuel-efficient when they’re travelling between 50 and 80 km per hour. Above this speed zone, vehicles use increasingly more fuel the faster they go.

For example, at 120 km per hour, a vehicle uses about 20% more fuel than at 100 km per hour. On a 25-km trip, this spike in speed – and fuel consumption – would cut just two minutes from your travel time.

5. Coast to decelerate...Every time you use your brakes, you waste your forward momentum. By looking ahead at how traffic is behaving, you can often see well in advance when it’s time to slow down. You will conserve fuel and save money by taking your foot off the accelerator and coasting to slow down instead of using your brakes.

Take the free online ecoDriving course to learn more about how fuel-efficient driving can help you save money and reduce your greenhouse gas emissions.

More ways to use less fuel...Here are more easy ways you can reduce your fuel consumption and costs:

Avoid idling your vehicle...Turn off your engine when you’re stopped for more than 60 seconds, except when in traffic. The average vehicle with a 3-litre engine wastes 300 millilitres (over 1 cup) of fuel for every 10 minutes it idles.

Measure your tire pressure every month...Driving a vehicle with tires under-inflated by 56 kilopascals (8 pounds per square inch) can increase fuel consumption by up to 4%. It can also reduce the life of your tires by more than 10,000 kilometres. Find the right tire pressure for your vehicle on the tire information placard. It’s usually on the edge of the driver’s door or doorpost. Learn more about tire maintenance.

Use a manual transmission properly...Pay attention to the tachometer, which shows engine speed. Use it to know when to shift a manual transmission for the best fuel efficiency. The higher the rpm, the more fuel the engine is burning. So shift through the lower gears smoothly and quickly, and build up speed in the higher gears.

Don’t carry unnecessary weight...Remove items such as salt, sand and sports equipment from your vehicle. The less it weighs, the less fuel your vehicle will use. The fuel consumption of a mid-size car increases by about 1% for every 25 kilograms of weight it carries.

Remove roof or bicycle racks...Streamline your vehicle by taking off the racks when you’re not using them. Aerodynamic drag can increase fuel consumption by as much as 20% on the highway.

Use air conditioning sparingly...Air conditioning can increase a vehicle’s fuel consumption by as much as 20%. Open the windows when you’re driving in the city, and use the flow-through ventilation system with the windows up on the highway. If you do use air conditioning, use the re-circulate option. It will minimize the impact.

Use a fuel consumption display...See the impact of the 5 fuel-efficient driving techniques firsthand with the help of a fuel consumption display, a feature now standard on many vehicles. (Some newer vehicles come equipped with even more sophisticated displays that analyze speed variations, shift points for manual transmissions, and driving behaviours such as acceleration and braking times.)

Many drivers consume 15% less fuel by acting on the feedback that fuel consumption displays provide.

Track your fuel consumption...How long can you go without filling your tank? Two weeks? A month?

Challenge yourself to refill as seldom as possible and your monthly costs will come down.

Plan ahead...Map out your route, especially if it’s long

Listen to traffic reports and avoid accidents, road construction and other trouble spots

Avoid roads that cut through major cities and are dotted with stoplights, intersections and pedestrians

Use four-lane highways when you can

Combine trips...Longer excursions let your vehicle’s engine warm up to its most fuel-efficient temperature.

Run your errands one after the other

Plan your route to avoid backtracking and rush-hour traffic

Drive less...The best way reduce fuel consumption is to drive less.

Walk or bike to your destination. You’ll use no fuel and have a healthier lifestyle

Use public transit

Join a car or van pool. You and your group will save fuel and avoid emitting tonnes of air pollutants a year

Work from home when you can. Every day you telecommute reduces the amount of fuel you use by 20%

AUTONEWS

Redesigned Mercedes-AMG GT catches fire during testing in southern Spain

A camouflaged Mercedes-AMG GT prototype has been destroyed by fire during development testing in southern Spain. Video shared on Instagram by kikisnevada_pgarage shows the coupe completely engulfed in flames, with thick smoke rising above the road as the blaze consumes the rear and passenger compartment.

The incident reportedly occurred in the Sierra Nevada mountains, an area frequently used by manufacturers for demanding hot-weather evaluations. 

A prototype of the redesigned Mercedes-AMG GT caught fire during a test drive in high temperatures in southern Spain.

The video shows the camouflaged coupe engulfed in flames as thick smoke billows out. Fortunately, no one was injured, but the prototype was completely destroyed.

The incident took place in Spain’s Sierra Nevada mountains, where carmakers often conduct high-temperature tests. According to the person who filmed the video(below), the fire started in the rear of the vehicle, before spreading rapidly. By the time emergency services arrived, the AMG prototype had already burned out.

The original social media post said the batteries in the car’s hybrid system were responsible for the blaze, adding that the car’s built-in fire extinguishers failed to put out the flames. It’s important to note that this claim has not been confirmed, and Mercedes-Benz has not publicly commented on the cause of the incident.

The redesigned AMG GT is expected to retain its V8 engine lineup, while electrified versions will continue to be offered, including models using Mercedes-AMG’s E Performance hybrid technology. It is also not known whether this particular prototype was one of those hybrid models.

Investigators have not confirmed that a battery was involved in this case, which is why it is too early to draw conclusions. For now, the only thing certain is that Mercedes has one less prototype to continue testing, and engineers will likely want to determine the cause of the fire as soon as possible.

No injuries were reported, and the surrounding landscape appears to have escaped significant damage. Emergency crews eventually attended the scene, although the AMG had already been reduced to a heavily burned shell by the time the fire was brought under control.

The cause remains unknown, and Mercedes-Benz has not publicly explained what triggered the blaze. Claims that the prototype's hybrid battery was responsible have circulated online, but that theory has not been independently confirmed.

Automakers regularly send development vehicles to regions with extreme temperatures to evaluate cooling systems, powertrain durability, cabin climate control, and other components under sustained stress. Mountain roads also allow engineers to combine high ambient temperatures with steep gradients, repeated acceleration, heavy braking, and low-speed operation.

Those conditions can reveal weaknesses that may not appear during laboratory testing or ordinary road use. Although losing a prototype is an expensive setback, identifying serious faults before production is one of the main reasons manufacturers conduct such demanding development programs.

The burned vehicle appears to have been a facelifted version of the current Mercedes-AMG GT Coupe, judging by its familiar proportions and camouflage. Reports suggest the updated model is being prepared for the 2027 model year, although Mercedes-AMG has not publicly detailed the specific prototype involved in the fire.

Fire reportedly began near the rear...The person who filmed the incident claimed the flames initially appeared toward the rear of the car. That area contains several potential heat sources and mechanical components, depending on the prototype's exact specification, making it impossible to identify the origin from the video alone.

The original social media account also alleged that onboard fire extinguishers failed to contain the blaze. There has been no official confirmation regarding what suppression equipment was carried or whether engineers attempted to use it before leaving the vehicle.

Modern development cars are often fitted with additional monitoring equipment, temporary wiring, sensors, and prototype hardware that differ considerably from production vehicles. A fire affecting a test mule therefore does not automatically indicate that customer cars have the same defect.

Hybrid battery claims are unverified...Online discussion quickly focused on the possibility that the destroyed AMG was fitted with an electrified powertrain. Mercedes-AMG already offers E Performance plug-in hybrid technology in parts of its lineup, making speculation about a hybrid test vehicle understandable.

Nothing visible in the footage conclusively identifies the car's powertrain, however. Mercedes has not confirmed whether the prototype used a conventional V8, a hybrid system, or another experimental configuration.

A battery-related cause should not be treated as established without an investigation or statement from the manufacturer. Fuel, oil, electrical wiring, hot exhaust components, and test instrumentation can all contribute to vehicle fires, especially when a prototype is being pushed through an intensive development cycle.

An expensive yet valuable development failure...The prototype appears to be a total loss, taking months of engineering work and specialized equipment with it. Even so, the data gathered before and during the incident could help Mercedes-AMG determine what failed and whether changes are required before the refreshed GT enters production.

The current AMG GT range continues to use Mercedes-AMG's twin-turbocharged 4.0-liter V8 in several versions, including the GT 63 and track-focused GT 63 Pro. The latter produces 612 horsepower and 627 lb-ft of torque, illustrating the substantial thermal and mechanical demands placed on the platform during performance testing.

For now, the only confirmed outcome is that one development car was destroyed and nobody was hurt. Until Mercedes or investigators release additional information, conclusions about a battery failure, engineering defect, or specific powertrain problem remain speculation.

DODGE

2026 Dodge Charger R/T

There was never any question when it came to the R/T or Scat Pack debate for the previous Charger and Challenger. The R/T's 5.7-liter V-8 wasn't even in the same zip code of fun as the Scat Pack's 6.4-liter Hemi. Things are different this time around, because now both the R/T and Scat Pack Sixpack variants of the Charger are fitted with the Hurricane twin-turbo inline-six. Yes, there are still differences, but the experience gulf is nothing like as wide. Dodge muddies the water with its pricing strategy. But, even so, the R/T compares sneakily well to the more powerful and more expensive Scat Pack.

The old divide between the Dodge Charger and Dodge Challenger has gone, with the brand now offering the choice between two-door and four-door versions of the Charger, the sedan tested here carrying a $2000 premium over the equivalent coupe.

Both R/T and Scat Pack get all-wheel drive as standard, and I tackled a skid pad, slalom course, and short rally stage at Team O’Neil to get a taste of the system working on slick surfaces. The R/T's less violent power delivery made doing endless donuts and quick transitions through the slalom straightforward, while the Scat Pack required big initial inputs followed by a more delicate touch. The R/T was definitely more forgiving.

Fitted with winter tires, the Charger is a blast in the snow, emphasizing just how different this new generation is compared to its predecessor. Okay, so the curb weight and enormous footprint on tight rally tracks still felt like a limitation, but the ability to drive hard in all weather conditions undoubtedly opens up the Charger's use case.

And don't worry, Dodge will still let the R/T driver select a rear-wheel-drive mode, disconnecting the front axle and leaving this model just as helpless in the deep stuff as the previous one. I confirmed as much in a snow-covered parking lot in an example fitted with the standard all-season tires.

The Dodge Charger R/T Sixpack uses the Standard Output version of the 3.0-liter twin-turbo inline-six, rated for 420 hp and 468 lb-ft of torque. Those figures are 130 horses and 63 lb-ft down on the Scat Pack's High Output version of the same engine, with the biggest difference being the S.O.'s smaller turbos, which produce less boost. Also, the S.O. doesn't rev nearly as high, delivering peak power at just 5200 rpm and meeting its redline 300 revs later. The R/T even sounds a little different thanks to a unique exhaust that drops the valved design of the Scat Pack’s sports system.

The specs already promised a good time, but the R/T powertrain experience was even better in reality than it was on paper. Sure, the Scat Pack will leave it for dead when the stopwatch is running, but the S.O. has its own nifty tricks. Most importantly, the engine in the R/T felt significantly more alert and responsive thanks to smaller turbos that spin up quicker. Peak torque is found at 2500 rpm for the R/T, while the Scat Pack's Hurricane engine makes you wait until 3500 rpm. The small 63-lb-ft disparity in torque peaks in the context of a car that weighs nearly 5000 pounds means the two accelerate off the line with shocking similarity. And when I was just cruising nowhere close to the redline, the R/T hardly felt like it was missing a beat compared to the Scat Pack.

Away from the slick stuff, the R/T experience can go one of two ways. I first drove an example that had been spec'd to the moon. Vitally, one of those options was the $2995 Performance Handling Group, which might as well be called the Scat Pack package. It essentially tacks on almost all the performance parts that come standard on the more expensive car, including big Brembo brakes, sport suspension, and the 275/40ZR-20 wheel-and-tire package. Features including launch control, line lock, an additional Custom drive mode, sport seats, and a rear spoiler are all included too. Dodge forces buyers to additionally select the $1495 Driver Convenience Group package alongside this, but for the $4490 total upgrade the result is an R/T that drives and feels like a Scat Pack everywhere except powertrain.

The slippery roads kept me from driving the R/T anywhere near as hard as I did the Scat Pack at Tail of the Dragon last year, but its ride-and-handling feel was practically indecipherable from a Scat Pack. You can't get the bigger 305-section-width tires that are optional on the Scat, but that's about it. Sadly, the smaller 275 tires don't help improve its numb steering any. The sport suspension made the car a bit nervous on rough surfaces, but it was stiff and serious enough to maintain a quick pace as long as the road isn't too tight or winding. Think colossal, capable muscle car, not a sports car.

If handling is less of a priority, skip the performance package and enjoy the cushier ride of the standard R/T. I spent a brief stint in an almost-completely base 4-Door (above) that stickered for $54,685 and rode on 18-inch wheels with big sidewall tires. Together with the standard suspension, the ride was significantly more supple on pockmarked dirt roads, although there was also additional dive under braking and roll in corners. The most unforgivable thing about this more basic version, though, was the lack of paddle shifters. Dodge's calibration of the new eight-speed auto leaves the car in the wrong gear often, making the inability to choose my own gears even more frustrating. You can add the tiny flappy paddles back in, but that would require the $1495 Driver Convenience Group box to be checked.

Autonews