TUNNING

Mansory Bentley Continental GT

The pictures show another modified Bentley Continental GT from the tuning house Mansory.

Mansory has also taken care of the refined look here, which is contributed by the front grille, carbon fiber elements (front spoiler, air intakes, hood, sill set, rear diffuser, rear spoiler), as well as carbon fiber mirror caps.

There are also 22-inch wheels, a new exhaust system, as well as optional interior trim (leather, carbon fiber, new floor mats, Mansory seat belts...).

Mansory is expected to later offer a package to boost the plug-in hybrid drive, which comes with a combined output of 583 kW/782 hp and 1,000 Nm of torque.

by Autonews

AUTONEWS

The Auto+ program's anti-China "strategy": non-European electric cars will receive less aid

Already in full swing, in 2026, the government has finally detailed information on subsidies for the purchase of electric cars, including the amounts and requirements a vehicle must meet to qualify. The Auto+ Program replaces the Moves III Plan and presents some advantages, but also some disadvantages.

In this article, we describe all the key points of the new subsidies, which can reach €5,500 (remembering that this applies to electric cars, plug-in hybrids, vans and light trucks, electric motorcycles and quadricycles). But there is a new and unexpected aspect that the government has included, and which has a specific purpose: to declare war on Chinese electric cars.

To calculate subsidies for each specific model, the Government will not only consider the propulsion technology (whether it is battery electric, fuel cell, plug-in hybrid or extended-range electric) or the price of the car (with a maximum limit of €45,000 before taxes, but with more subsidies if it costs less than €35,000, for example). It will also take into account the origin of the model, that is, where it is manufactured.

This is the criterion that Pedro Sánchez's government has named EEE (for Electric, Economic and European), which essentially benefits those who meet these three requirements with larger subsidies than others. In fact, to obtain the maximum subsidy, a car must be electric, cheap and manufactured in Europe. Otherwise, the subsidy will be reduced (a plug-in hybrid costing more than €35,000 and manufactured outside Europe will not be entitled to more than 40% of the maximum subsidy for PHEVs, i.e., €2,700 instead of the full €4,500).

This is undoubtedly a protectionist measure, although not as direct as the tariffs that the European Union imposed on cars from the Asian giant... or the minimum prices that may soon be applied to these vehicles. The EU's intention is that only cars manufactured in China above a certain price can be sold in Europe.

In any case, the Europeanization criterion will reduce the competitiveness of cars manufactured in China in the Spanish market (which could even affect national brands, such as Cupra, which manufactures its Tavascan in the Asian giant).

The war with China, a European issue...The war against Chinese electric cars (generally cheaper than those from European manufacturers) is not an initiative exclusive to the government of the Spanish Socialist Workers' Party (PSOE). It is a common European strategy that manifested itself in recent EU negotiations with manufacturers, resulting in a commitment to "defend" the European automotive industry against the growing dominance of Asian cars.

The EU has always justified all its protectionist measures as a defense against the subsidy policy that the Chinese government has developed in recent years for its automotive industry, especially in electric technology, and which has given it a competitive advantage by offering more affordable products than European ones.

Recently, the European Union also established supercredits for car manufacturers developing small electric vehicles in its territory, allocating up to 1.8 billion euros in interest-free loans to develop a value chain for batteries manufactured in the EU.

The Plan Auto+ (or Auto Plus Plan) is a new Spanish government incentive program, set for implementation in 2026, designed to accelerate the adoption of electric vehicles (EVs) and plug-in hybrids, replacing the previous Plan MOVES III. It is a key part of the "Plan Auto 2030" strategy, focusing on simplifying access to aid, reducing bureaucratic delays, and supporting vehicles manufactured within the European Union.

Key features and objectives(below):

Direct incentives at point of sale: Unlike the previous MOVES III, which required waiting months for reimbursement, Auto+ aims to apply incentives directly at the dealership, acting as an immediate discount.

Centralised administration: The program will be managed at the national level by the Ministry of Industry, rather than by regional authorities, to reduce administrative delays and ensure uniformity across Spain.

Budget: The plan is expected to have an initial budget of 400 million euros, which may increase based on demand.

"European preference": A major focus is supporting the European automotive industry. Maximum subsidies are only for vehicles that have undergone final assembly in the European Union.

Incentive amounts (Provisional):

Electric cars: Subsidies for private buyers are expected to be up to €4,500, with some reports suggesting up to €7,000 when scrapping an older vehicle.

Vans and light trucks: May receive up to €5,000.

Motorcycles and quadricycles: Grants are projected to be between €1,100 and €1,500.

Additional bonuses: An extra 10% bonus might be available if some battery manufacturing occurs in the EU.

Dealer discount: Dealers will be required to offer a minimum additional discount of €1,000 for new electric cars and vans.

Eligibility criteria(below):

Vehicle price: Passenger cars are subject to a maximum pre-tax price of €35,000 for the highest subsidy.

Assembly: Vehicles must be assembled in the EU.

Eligibility scope: The program is open to individuals, companies, and sole proprietors in Spain.

Vehicle limitation: Private buyers are limited to one car, while businesses can claim support for up to ten vehicles.

Registration: Vehicles must be registered in Spain after January 1, 2026.

Current Status and Challenges...As of early 2026, the Auto+ Plan has not yet been officially published in the Official State Gazette (BOE). The program's launch has been delayed due to ongoing government discussions about whether to include strict carbon footprint criteria or focus primarily on European assembly.

BMW

All diesel BMWs produced in Germany have been running on five to eight liters of HVO100 fuel since January

There is growing interest in the development of new fuels for diesels. They are called “drop-in” fuels because they can be used without any negative effects or modifications to the car’s engine, and they are approved by a large number of major car manufacturers for use in their vehicles. Some manufacturers are selective about the compatibility of their cars, while others immediately approve the use of these fuels for new vehicles.

One of the most interesting fuels is HVO100 (HVO is hydrogenated vegetable oil), also known as renewable diesel and a hydrocarbon fuel similar to conventional fossil diesel. Last year, Stellantis certified its diesel engines for use with HVO and said that many of its Euro 5 and 6 engines are already compatible, writes Revija HAK.

In October, BMW showed fleet operators how they can reduce the carbon footprint of their fleets by using carbon-neutral fuels, as well as electric vehicles. Since January this year, all diesel BMWs produced in Germany have been filled with five to eight liters of HVO100 fuel before being delivered to dealers.

The fuel used by BMW is produced by Finnish manufacturer Neste MY and reduces CO2 emissions by 90% from “well to wheel” compared to conventional fossil diesel. BMW has approved all of its diesel passenger cars produced since March 2020 to use HVO100 fuel.

The “Drop-in” fuel revolution...Unlike traditional biofuels that require mechanical adaptations or limited blends, the industry's focus is now on “drop-in” fuel. These products are 100% free of fossil sources and can be used in engines without modifications.

The protagonist of this change is HVO100 (Hydrogenated Vegetable Oil), or renewable diesel. Although often confused with conventional biodiesel (FAME), HVO100 undergoes a hydrotreatment process that eliminates oxygen from its composition, resulting in a pure paraffinic hydrocarbon. This ensures much greater stability than conventional biodiesel, which tends to absorb moisture and form sludge if stored for long periods.

Major manufacturers are already validating this technology as a key element in achieving carbon neutrality goals. Stellantis recently validated its entire range of diesel engines for the use of HVO, including models from the Fiat, Jeep, and Peugeot brands with Euro 5 and 6 certification.

BMW has taken a step further in Germany: since January of this year, all its new diesel vehicles leave the factory with the tank filled with HVO100 produced by the Finnish company Neste MY. The Bavarian manufacturer certified the use of this renewable fuel for all its passenger cars manufactured from March 2020 onwards, proving that the existing fleet is a fundamental part of the climate solution.

To understand the real environmental impact, the Well-to-Wheel concept is used. Unlike the simplistic analysis that focuses only on the exhaust, this method accounts for emissions from the extraction of raw materials and refining to logistics and final combustion. From this perspective, HVO100 provides a 90% reduction in CO₂ emissions compared to fossil diesel. Furthermore, by having a higher cetane number (between 70 and 90, compared to 51 for standard diesel), it improves combustion efficiency and reduces the emission of particulate matter and nitrogen oxides (NOx).

Challenges of scale and the future of the fleet...With around 250 million vehicles circulating in Europe alone, the strategy of diversifying fuel is vital to avoid the premature scrapping of functional fleets. However, the challenge lies in scalability: global HVO production is still a fraction of the total diesel demand.

Even so, as a transition tool, renewable fuels fill a gap where full electrification still faces bottlenecks, such as in heavy freight transport and in regions with poor charging infrastructure. By focusing on fuel, the industry ensures that decarbonization is not a privilege only for those who can buy a new car, but a reality for the billions of engines already in operation.

What it is, and how it works...HVO100, also known as "green diesel," is an advanced biofuel that undergoes a chemical hydrotreating (HDT) process, unlike the transesterification used in conventional biodiesel. This results in a product with a chemical composition very similar to petroleum diesel, but with superior characteristics.

Raw material: It is produced from renewable sources and waste, such as rapeseed oil, sunflower oil, soybean oil, palm oil, and animal fats.

Compatibility: It is a "drop-in" fuel, meaning it can be used 100% pure (HVO100) or mixed with conventional diesel in any proportion, without the need for engine or fuel supply infrastructure modifications.

Production Process: The HDT process uses hydrogen to remove oxygen from oil molecules, generating pure hydrocarbons. This process requires complex facilities, similar to those of oil refineries.

Benefits...HVO100 offers several environmental and performance advantages compared to fossil diesel:

-Emission reduction: Reduces CO2 emissions by up to 90% throughout its life cycle compared to fossil diesel. It also emits fewer harmful particles (up to 33%).

-Performance: Provides cleaner combustion, better starting performance, and reduces the risk of "closing" (fuel solidification) at extremely low temperatures.

-Stability and storage: Has greater chemical stability than conventional biodiesel, which extends its shelf life and the interval between filter and pump changes.

Odorless and biodegradable: It is an odorless and biodegradable fuel.

Autonews

 

RIMAC

Nevera R Founder’s Edition at the I.C.E. St. Moritz event

There’s something undeniably cool about seeing a record-breaking hypercar dropped into a setting like this. The icy, postcard-perfect backdrop of St. Moritz is a little outside the norm for cars like these, but that’s part of the appeal—it works, it feels real, and it’s exactly the kind of unexpected stuff we love to see. That’s what continues to drive THE ICE St. Moritz International Concours of Elegance, welcoming prestigious marques from around the world to celebrate automotive excellence, enjoy driving, displaying, and watching some of the world’s most exciting cars on the frozen lake. This year, Rimac Automobili made its presence at the event even more special by delivering the first Nevera R Founder’s Edition to its owner, marking the public debut of this exclusive ten-car series.

What separates the Nevera R Founder’s Edition is  the experience wrapped into its ownership. Each Founder’s Club member begins with a deeply personal configuration session at the Rimac Campus in Zagreb, working directly with Mate Rimac, design director Frank Heyl, and the team using advanced V-RED visualization software. From there, ownership becomes a long-term conversation rather than a transaction, with priority access to product previews, performance showcases, record attempts, and even input into future Rimac research and development.

"The I.C.E. St. Moritz represents everything we love about automotive culture: encouraging the owners of the rarest and most significant cars in the world to get out and use them to not only enjoy them but share them with the world. Delivering the first Nevera R Founder’s Edition here feels right, as a car that offers our customers more access into our world than ever before"...said Mate Rimac

This particular spec shows just how far Rimac’s bespoke personalization can go. Indigo Blue leather stretches across the dashboard and seats, contrasted by silver accents, heat-stamped details, and dark grey satin anodized switchgear. Matte carbon on the console keeps things minimal, while the stitched roof stripe mirrors the exterior’s silver and dark blue tones. The most personal touch sits low and quiet, as the silver-marker signatures of Mate Rimac and key team members stand out on the door sill.

The Rimac Nevera R shifts the formula from Hyper GT to full, road-legal hypercar, delivering 2,107 horsepower through four motors managed by next-generation all-wheel torque vectoring. A 0–60 mph time of 1.66 seconds, a 268.2 mph top speed, and 24 verified world records in 2025 alone put it in its own space. More downforce, stickier Michelin Cup 2 tires, and a revised 108 kWh battery pack sharpen the experience without sacrificing usability. With just 40 Nevera R units planned, and ten reserved as Founder’s Editions, its debut on the ice at St. Moritz feels like a fitting introduction to Rimac’s most focused electric hypercar yet.

by Autonews

 

AUTONEWS

NASA tests technology offering potential fuel savings for commercial aviation

NASA researchers successfully completed a high-speed taxi test of a scale model of a design that could make future aircraft more efficient by improving how air flows across a wing's surface, saving fuel and money.

On Jan. 01/12, the Crossflow Attenuated Natural Laminar Flow (CATNLF) test article reached speeds of approximately 144 mph, marking its first major milestone. The 3-foot-tall scale model looks like a fin mounted under the belly of one of the agency's research F-15B testbed jets. However, it's a scale model of a wing, mounted vertically instead of horizontally. The setup allows NASA to flight-test the wing design using an existing aircraft.

The CATNLF concept aims to increase a phenomenon known as laminar flow and reduce wind resistance, also known as drag.

A NASA computational study conducted between 2014 and 2017 estimated that applying a CATNLF wing design to a large, long-range aircraft like the Boeing 777 could achieve annual fuel savings of up to 10%. Although quantifying the exact savings this technology could achieve is difficult, the study indicates it could approach millions of dollars per aircraft each year.

"Even small improvements in efficiency can add up to significant reductions in fuel burn and emissions for commercial airlines," said Mike Frederick, principal investigator for CATNLF at NASA's Armstrong Flight Research Center in Edwards, California.

Reducing drag is key to improving efficiency. During flight, a thin cover of air known as the boundary layer forms very near an aircraft's surface. In this area, most aircraft experience increasing friction, also known as turbulent flow, where air abruptly changes direction. These abrupt changes increase drag and fuel consumption. CATNLF increases laminar flow, or the smooth motion of air, within the boundary layer. The result is more efficient aerodynamics, reduced friction, and less fuel burn.

The CATNLF testing falls under NASA's Flight Demonstrations and Capabilities project, a part of the agency's Integrated Aviation Systems Program under the Aeronautics Research Mission Directorate. The concept was first developed by NASA's Advanced Air Transport Technology project, and in 2019, NASA Armstrong researchers developed the initial shape and parameters of the model. The design was later refined for efficiency at NASA's Langley Research Center in Hampton, Virginia.

"Laminar flow technology has been studied and used on airplanes to reduce drag for many decades now, but laminar flow has historically been limited in application," said Michelle Banchy, Langley principal investigator for CATNLF.

NASA ground crew prepares the agency’s F-15 research aircraft and Cross Flow Attenuated Natural Laminar Flow (CATNLF) test article ahead of its first high-speed taxi test on Tuesday, Jan. 12, 2026, at NASA’s Armstrong Flight Research Center in Edwards, California. The CATNLF design aims to reduce drag on wing surfaces to improve efficiency and, in turn, reduce fuel burn. Credit: NASA/Christopher LC Clark

This limitation is due to crossflow, an aerodynamic phenomenon on angled surfaces that can prematurely end laminar flow. While large, swept wings like those found on most commercial aircraft provide aerodynamic efficiencies, crossflow tendencies remain.

In a 2018 wind tunnel test at Langley, researchers confirmed that the CATNLF design successfully achieved prolonged laminar flow.

"After the positive results in the wind tunnel test, NASA saw enough promise in the technology to progress to flight testing," Banchy said. "Flight testing allows us to increase the size of the model and fly in air that has less turbulence than a wind tunnel environment, which are great things for studying laminar flow."

NASA Armstrong's F-15B testbed aircraft provides the necessary flight environment for laminar flow testing, Banchy said. The aircraft enables researchers to address fundamental questions about the technology while keeping costs lower than alternatives, such as replacing a test aircraft's wing with a full-scale CATNLF model or building a dedicated demonstrator aircraft.

CATNLF currently focuses on commercial aviation, which has steadily increased over the past 20 years, with passenger numbers expected to double in the next 20, according to the International Civil Aviation Organization. Commercial passenger aircraft fly at subsonic speeds, or slower than the speed of sound.

"Most of us fly subsonic, so that's where this technology would have the greatest impact right now," Frederick said. NASA's previous computational studies also confirmed that technology like CATNLF could be adapted for supersonic application.

In the coming weeks, CATNLF is expected to begin its first flight, kicking off a series of test flights designed to evaluate the design's performance and capabilities in flight.

Looking ahead, NASA's work on CATNLF could lay the groundwork for more efficient commercial air travel and might one day extend similar capabilities to supersonic flight, improving fuel efficiency at even higher speeds.

"The CATNLF flight test at NASA Armstrong will bring laminar technology one step closer to being implemented on next-generation aircraft," Banchy said.

Provided by NASA

 

PORSCHE

Boxster and Cayman electric, the sports cars Porsche doesn't know how to save

Porsche has had no choice but to start admitting the unthinkable: its ambitious plan for electric cars has not gone as expected. And the first major sign of this course correction could directly affect two of its iconic sports cars.

According to Automotive News, the German brand is considering canceling the launch of the new 718 Boxster and Cayman electric models, which were scheduled to inaugurate a new era of zero emissions for Stuttgart's two-seater models in 2026. This change would represent a significant strategic shift for Porsche.

The decision has not yet been made, but the prestigious publication suggests that this would be one of the first major measures to be taken by the company's new CEO, Michael Leiters, who replaced Oliver Blume to allow the German to focus on the complex restructuring of the Volkswagen Group. Delays in the development of both models and the sharp increase in their costs have reportedly generated concern at the company's top management.

The Boxster and Cayman, in limbo...The possible cancellation of the electric 718 puts the Boxster and Cayman in a particularly precarious position. Both models have already abandoned their combustion engine versions in mass markets and, in Spain, only survive in ultra-exclusive editions such as the 718 Spyder RS ​​and the Cayman GT4 RS.

Their future should involve, without exception, complete electrification starting this year, 2026. Now, however, Porsche faces an unexpected scenario: two of its most iconic sports cars without a clear short-term plan.

This possible turnaround comes shortly after another change announced months ago, when Porsche revealed the development of a new combustion engine model intended to replace the classic Cayenne. An SUV whose definitive leap to electricity seemed inevitable… until the brand decided to leave the door open for a combustion engine.

Porsche's situation cannot be explained solely by its risky venture with electric vehicles. Two main factors also affected their forecasts: the sharp drop in sales in China, the world's largest automotive market, and the tariffs imposed by the United States on European products, another key market for the brand.

This combination of factors forced Porsche to revise its plans and accept that the pace of market electrification is not what was predicted a few years ago. And that, even for a leading brand, correcting course may be the only way to stay on track.

The transition of the Porsche 718 Boxster and Cayman to electric power has become a defining struggle for the automaker, with the project plagued by, as of early 2026, development delays, ballooning costs, and waning consumer demand for EV sports cars. Initially intended to be fully electric by 2026, the 718 line is now undergoing a massive, expensive U-turn, with Porsche considering re-engineering the platform to include internal combustion engines (ICE) to save the model from a potentially disastrous market reception.

Key challenges in electrifying the 718(below):

-Development "Hell": The 718 EV project has been in development for seven years, facing continuous delays and technical issues, including difficulties with battery supplier Northvolt's bankruptcy and managing weight.

-Weight vs. performance: A core issue is replicating the light, mid-engine handling of the 718 with a heavy, battery-laden electric platform.

-Financial pressures: Reversing the EV-only strategy is estimated to cost Porsche €1.8 billion ($3.2 billion AUD) in 2025, contributing to a 10% decline in overall sales, with significant losses in the Chinese market.

-Weak demand: Consumer appetite for electric sports cars has been lower than anticipated, leading to the discontinuation of the ICE models in 2025 (despite a 15% sales increase that year) being questioned.

The u-turn: returning to combustion...In response to these challenges, Porsche is shifting its strategy:

-ICE return: Porsche is re-engineering the 718 chassis to accommodate internal combustion engines, intending to offer both electric and combustion versions for years.

-Costly redesign: The dedicated "PPE" electric platform must now be adapted to fit a fuel tank, exhaust, and cooling systems, requiring a complete overhaul of the structural floor and rear subframe.

-Potential cancellation: Reports as of February 2026 suggest new CEO Michael Leiters is considering scrapping the 718 EV entirely due to rising costs.

Impact on the brand...The 718, traditionally an accessible entry point to the Porsche brand, risks becoming a "soulless" or "unaffordable" car if the electric version fails to connect with purists. The struggle highlights the difficulty of applying the "value over volume" strategy to entry-level sports cars during an industry-wide, shaky transition to electrification.

Boxster and Cayman electric there is salvation? Autonews responds (autonews1@yahoo.com)...Based on the most recent reports (up to February 2026), the situation is complex:

The challenges (why it may NOT be the direct salvation):

-Strategic retreat: Faced with weak demand for electric vehicles, especially in China, and high costs, Porsche is reconsidering plans for an "all-electric" 718.

-Risk of "soullessness": Market reaction indicates that enthusiasts still prefer combustion engines for convertible and mid-engined sports cars, fearing that the electric version will lose the "essence" of Porsche.

-High costs and low sales: Porsche, under the management of new CEO Michael Leiters, is considering reducing costs, with the possibility of postponing or even canceling the 718 EV due to its high development requirements.

-Competition and weight: The challenge of creating a lightweight car with a sporty "feel" using heavy batteries is significant, with the performance of current electric versions not guaranteeing the same sales success as combustion engine models. A Change of Course (Hybrid "Salvation" May Be the Solution):

-Return of the Combustion Engine: Reports indicate that Porsche may bring back gasoline or hybrid versions for the 718, following a lukewarm reception to the idea of ​​full electrification.

-Strategic Realignment: The brand has retreated from a strictly electric future for the 718 lineup and is instead focusing on a mixed approach (ICE and EV), developing new combustion or hybrid engines to suit market demand.

Autonews

AUTONEWS

Absolute rarity>>>found after 43 years: this abandoned Renault 5 only drove 12 kilometers

One of the most important models in Renault's history was forgotten for 43 years, accumulating dust and dirt in a French garage. In fact, the car was bought new and simply parked in a garage at the end of October 1982, from where it never left.

In an ocean of modern and somewhat impersonal vehicles, popular cars from the past truly surprise us. When a classic like this appears, whether forgotten and abandoned in some dusty garage or barn, it causes a wave of joy in whoever finds it, but also in fans of classic models.

The protagonist of this story is one of the most famous classic compact cars of the 70s and 80s. We are talking about the first generation of the Renault 5, produced between 1972 and 1985, the grandfather of the current Renault 5 E-Tech electric car that you find in dealerships today.

However, the burning question is: how could a car like this have been forgotten for over four decades? According to its creators, the car was bought new in 1982 and simply parked. All these years it remained unused, in an almost eternal state of lethargy.

The car was bought by a French woman who, in 1982, spent all her savings at the Sodirac dealership in Chalon-sur-Saône. The model acquired was a five-door Renault 5, TL version, with a 1,108 cc engine and a four-speed manual transmission, painted in an unusual metallic shade, Bleu Schiste. All this for the modest sum of 40,000 French francs, the equivalent of approximately 6,100 euros.

The car left the dealership with a temporary license plate 9105 WWA 71 (in sticker form), valid for 15 days, until the definitive registration. Furthermore, the delivery took place at the owner's home, as she did not yet have a driver's license.

In fact, the car was parked in a garage at the end of October 1982 and never left. Imagine, the final license plates had already been made and were found in the trunk.

The reason? The owner had a driver's license, but she didn't feel comfortable behind the wheel and never drove the car, which had its odometer reset to zero since the day of delivery, showing only 12 kilometers driven(umage above).

And now? We imagine the car will be completely cleaned and inspected, since it has been announced that it will be auctioned at an event organized by Aguttes, scheduled for March 15th.

Foto: phares_jaunes_et_damiers