AUTONEWS

All-season tires save money, but only if you avoid this common mistake

All-season tires are becoming an increasingly popular choice among drivers because they don't need to be changed twice a year. However, that doesn't mean they don't require maintenance. On the contrary, regular inspection and proper care are key to preventing premature wear and preserving their performance.

Selecting suitable tires for your vehicle becomes challenging when you live in a region where seasonal transitions occur without reaching temperatures requiring seasonal tire exchanges. The back-and-forth routine seems unnecessary, so you wonder about alternative solutions. All-season tires represent a practical solution because they have been specifically designed for various weather types. The question remains whether all-season tires would be the most suitable option for your situation. We will examine seasonal tires, beginning with their features and ending with explaining their intended applications and relevant governing rules.

When you need a dependable vehicle for regular driving or plan to embark on a road journey, all-season tires should be considered. Your vehicle needs appropriate tires regardless of your choice of driving conditions. Europcar’s vehicle rental options provide customers with various seasonal vehicles that deliver safe driving experiences.

What exactly are all-season tires? All-season tires function as the multi-purpose tool equivalent for tire use. The tire attributes from summer and winter models blended in all-season types deliver constant, reliable performance throughout the year. During cold weather, the rubber compound maintains enough flexibility for proper grip but retains strength for hot summer driving conditions. The specific tread pattern design works well in water dispersion, which leads to enhanced stability during wet conditions as well as limited contact in light snow situations.

These tires have a drawback because their versatility prevents them from adapting to seasonal characteristics. The tread depth of winter tires goes deeper than that of all-season tires to grab snowy and icy surfaces, and their rubber substance stays flexible for snow and ice. However, all-season tires have reduced effectiveness in freezing conditions. All-season tires lose their durability more quickly during hot summer temperatures because they lack the same resistance levels as summer tires.

The M+S (Mud and Snow) marking on specific tire models indicates their ability to perform well in light winter conditions. The Three-Peak Mountain Snowflake (3PMSF) symbol on tires ensures real winter performance standards because it signifies strict compliance with winter performance standards.

When do all-season tires make sense? Every road and driver presents different characteristics. All-season tires become the best choice for people who reside in areas with mild winters and moderate summer conditions and dislike frequent tire exchanges. These tires function optimally under conditions of minimal snowfall and temperatures above freezing and mostly clear roads.

Winter tires maintain adequate traction on icy surfaces and light snow-covered roads yet dedicated winter tires should be preferred by those who need to drive on dangerous icy roads or steep mountain pass conditions. During the summer season all-season tires deliver safe handling and braking performance yet their lifespan gets reduced when exposed to intense high-temperature conditions than dedicated summer tires made for hot weather.

The all-season tire stands as a practical choice for urban drivers because it needs minimal care. The tire type gives reliable performance all year round so people who avoid seasonal tire swapping will find them useful. Calculating between season-specific tires and all-weather alternatives should begin with analyzing how often you need to tackle challenging driving situations since specific tires provide optimal performance in extreme weather conditions and demanding road conditions.

Car clubs and tire manufacturers emphasize that drivers must not neglect one key rule: regular tire rotation between the front and rear axles.

Why is tire rotation mandatory? The reason lies in the uneven distribution of load on the vehicle's axles. In front-wheel drive cars - which are the most common on our roads - the front tires bear the heaviest load; they are responsible for steering and braking, and transfer engine power to the ground. Accordingly, they wear out much faster than the rear tires. If tires are left in the same positions for years, the difference in the degree of wear becomes drastic, which directly threatens driving safety, reports Fenix ​​​​Magazine.

The German automobile club ADAC recommends rotating all-season tires after approximately 10,000 to 15,000 kilometers. Drivers who frequently drive short distances or in urban conditions, or those who drive heavy vehicles (such as electric cars), should check and rotate their tires even more frequently.

The exact way to rotate tires depends on their construction:

* Directional tires: As a rule, they are rotated only on the same side of the vehicle (front right moves to rear right and vice versa).

* Asymmetric tires: Other rotation patterns are possible with these, but the specific instructions of the tire or vehicle manufacturer must always be followed.

Where should the new tires go - front or rear? If you are only changing two tires and not all four, experts and ADAC offer clear, unanimous advice: new tires should always be mounted on the rear axle. Older tires – provided they still have sufficient tread depth – are moved to the front axle.

This practice helps maintain vehicle stability. The rear axle is crucial for the car’s stability when cornering and during sudden maneuvers. Tires with deeper treads on the rear wheels provide significantly better lateral grip on wet roads, drastically reducing the risk of dangerous skidding and loss of control of the vehicle.

Check tire pressure and tread depth: once a month...Regardless of tire rotation, checking tire pressure should become a monthly habit for every driver, especially before long trips. Inadequate pressure not only accelerates tire wear and leads to uneven wear, but also directly affects the extension of braking distances, as well as increased fuel consumption.

Also, the tread depth should be measured regularly. Although the legal minimum in most European countries is 1.6 millimeters, experts recommend replacing all-season tires – especially before the winter months – well before reaching that limit. As tires wear, their grip on wet roads and snow decreases drastically, so it is safer to invest in a new set in good time.

Photo: ADAC

TRIUMPH

Triumph Speed Twin 1200cc TFC

Triumph is launching another factory-customized model: the Speed​​Twin 1200 TFC, limited to 750 units worldwide.

Triumph Motorcycles has unveiled the new Speed ​​Twin 1200 TFC for 2027, the fifth creation in the prestigious Triumph Factory Custom (TFC) line. Produced in a limited run of just 750 units worldwide, this version represents the pinnacle of the British brand's official customization, combining exclusive finishes, racing-grade components, and refined chassis dynamics based on the acclaimed Speed ​​Twin 1200 RS.

The TFC badge identifies the most exclusive models Triumph has ever produced. Each unit is individually numbered, comes with a signed certificate of authenticity, and boasts a level of attention to detail far superior to the rest of the lineup. For the new Speed ​​Twin 1200 TFC, the brand opted for an exclusive Obsidian Gold livery, complemented by various carbon fiber components, gloss black accents, machined bar-end mirrors, a gold chain, and titanium Akrapovič silencers with carbon fiber end caps.

The riding position has also been revised to deliver a sportier experience. Clip-on handlebars, rear-set footpegs, and a machined aluminum top yoke shift the ergonomics closer to those of café racer-inspired motorcycles, strengthening the connection between rider and machine without sacrificing the comfort characteristic of the Speed ​​Twin family.

In terms of chassis and suspension, Triumph has equipped this special edition exclusively with high-performance components. Suspension duties are handled entirely by Öhlins, featuring a fully adjustable 43mm inverted front fork and twin rear shocks that are fully adjustable for preload, compression, and rebound. Braking is provided by radial-mount Brembo Stylema calipers actuated by an adjustable Brembo MCS radial master cylinder, while Metzeler Racetec RR K3 tires promise high levels of grip for both road riding and spirited performance riding.

First, it should be explained that TFC stands for Triumph Factory Custom series. It can be compared to Harley-Davidson CVO models or other limited editions from well-known manufacturers. All TFC models share hand-painted design elements and special gold accents, as well as the use of high-quality materials such as carbon fiber.

The Triumph Speed ​​​​​​Twin 1200 is a special edition retro-naked bike with clip-on sports handlebars with two tubes, carbon fiber components and a new exhaust. After the Rocket, two Bobbers and the Thruxton, the Speed ​​​​​​Twin 1200 is the fifth TFC model from the British manufacturer. The new Triumph Factory Custom is based on the current production model Triumph Speed​​​​Twin 1200 RS (105 hp, 112 Nm), which is currently available for 16,595 euros.

The TFC, with the same performance as the 1.2-liter 2-cylinder model, costs almost 21,000 euros. What do you get for the 4.5 thousand euros difference in price? Visually, one of the main features of the new Triumph Speed ​​​​​​Twin 1200 TFC is the two Akrapovič silencers with titanium housings, elements that cost just under 1,100 euros. Officially, the exhaust system should not increase the Triumph's power, but Akrapovič mentions a gain of 1.8 hp and 3.31 Nm. In addition, the weight has been reduced by 1.1 kg. Only upon closer inspection does the new Triumph Speed ​​​​​​Twin TFC fork become noticeable: Öhlins instead of Marzocchi, with a diameter of 43 mm and a stroke of 120 mm, it costs at least 2,700 euros on the aftermarket. The rest of the package includes a conversion from the classic tubular to a clip-on handlebar with two separate tubes and numbered triple clamps. The turn signal has also been changed – also available from Triumph Factory Accessories.

Special TFC parts, such as the triple clamp and carbon fibre components (such as the front mudguard or side covers), are not available for purchase separately. The positive effect of the silencer and several parts made of carbon fibre: ready to ride, the Triumph Speed ​​​​Twin TFC weighs 214 kilograms, which is 2 kilograms less than the standard RS.

by: Autonews and Mundoquatrorodas

AUTONEWS

2 million cars with anti-theft systems installed by dealers are at higher risk of theft

At least 2.2 million cars on the road today are vulnerable to an attack that allows thieves to lock and unlock doors and immobilize vehicle engines remotely via a Bluetooth connection, computer scientists at the University of California San Diego have found.

Attackers can get access to cars from as far as five yards away. Most of the vulnerable vehicles were bought at Honda, Toyota, Mazda, Ford, and Jeep dealerships in Southern California from 2017 to today. But because these vehicles are resold on the second-hand market, several hundred thousand vulnerable vehicles can also be found throughout the United States, Canada and even as far as Japan. Many vulnerable cars display a sticker with the word “KARR” or “SWDS” on the driver’s-side window.

The vulnerability is due to a device controlled via a smartphone app that is typically installed by dealerships to manage vehicle inventory and prevent theft. The device, installed underneath the bottom of the dashboard on the driver’s side, connects vehicle and app via Bluetooth. The app makes the device perform functions similar to a key fob: lock and unlock doors as well as honk a horn and flash headlights as a warning. In addition, the device can prevent the car from starting as long as the car isn’t already running.

All KARR-SWDS devices rely on the same secure key – meaning that once the researchers cracked that key, they had access to all the cars equipped with these devices. It’s a bit like setting all passwords for a line of devices to 1234 and making it impossible to change the password.

When a dealership sells a vehicle, they market the device and app as a paid upgrade – an anti-theft tool as well as a tool to control the car via an app. Even if the buyer declines the upgrade, the device remains active, still leaving the vehicle vulnerable to an attacker in certain situations.

The company manufacturing these devices, Acrisure, released a patch to fix the vulnerability on July 20, 2026. The fix requires downloading an app. “Many car owners don’t even know that their vehicle is vulnerable. So we wanted to make sure they were aware by publishing this study,” said Aaron Schulman, a professor in the UC San Diego Department of Computer Science and Engineering, and one of the study’s senior authors.

The vulnerability could allow thieves to steal cars more easily. “Instead of smashing a window to get access to a vehicle, thieves could simply connect remotely via Bluetooth to the device inside the vehicle, and make it unlock car doors,” said Jerry Yu, who earned a master's in computer science at UC San Diego and the paper’s co-first author. Once the car is unlocked, attackers can use a variety of tools available to locksmiths to then start the car and drive away.

The researchers, led by Schulman, will detail how they discovered the vulnerability and reverse-engineered it at the DEF CON conference Aug. 9 in Las Vegas and the USENIX Security conference Aug. 12 in Baltimore, Md.

In the study, researchers identified at least 1.4 million vulnerable vehicles, but further analysis by the UC San Diego researchers increased that number to an estimated 2.2 million – at least.

Different levels of vulnerability...In addition to Acrisure, Rockledge, a car security and insurance company, makes similar devices. The researchers found these devices may also be vulnerable, but are more difficult to attack. An attacker would need to be there when a driver uses these systems to intercept and record their digital interactions, and then play those interactions back to get access to the user’s vehicle. Researchers were unable however to validate these findings with Rockledge as the company had not yet responded to the researchers’ disclosure as of this writing.

The research team is careful not to disclose the details of how they reverse-engineered the systems so their work can’t be replicated by thieves. Researchers also disclosed the vulnerabilities to all relevant manufacturers and vendors as well as to the National Highway Traffic Safety Administration.

How to fix the vulnerability?...“Removing the devices is not trivial. You have to open up the dashboard and cut and reconnect the wires that are deeply intertwined with the car’s computers and ignition system,” said Yibo Wei, who is also a computer science Ph.D. student  in Schulman’s group at UC San Diego and the paper’s co-first author.

To fix the vulnerability non-invasively, the device firmware – the software that controls the hardware – needs to be updated. On July 20, KARR-SWDS maker Acrisure announced that it has released a firmware update to fix the issue. The update needs to be made by the vehicle owner via the KARR app. For more information visit www.KARRsecurity.com

But to truly make sure similar vulnerabilities do not occur in the future, researchers suggest that physical interaction – like pressing a button inside a car – be required when a new smartphone connects with these Bluetooth-based security systems.

How did the researchers discover the vulnerability? It all started in 2018 when researchers led by former UC San Diego computer science Ph.D. student Nishant Bhaskar found Bluetooth fingerprints they didn’t recognize while hunting for devices called credit card skimmers, which criminals install in gas pumps to steal consumer credit and debit card data.

After a fair bit of research, they were able to connect the Bluetooth fingerprints to the devices manufactured by Acrisure and Rockledge. They then set out to test whether the devices were secure, as part of a broader research effort to understand cybersecurity in Bluetooth devices.

Researchers also found that public databases store location information about vehicles equipped with these devices. This in turn, would allow attackers to track specific vehicles they want to break into.

University of California San Diego/Jacobs School of Engineering

DS

Test DS No.7

DS N°7 carries forward and modernises the winning formula of DS 7: a positioning at the heart of the premium compact SUV segment with features worthy of the class above — from comfort and interior space to boot capacity — all while maintaining dimensions perfectly suited to everyday use. Its 1.90 m width and height of 1.63 m remain unchanged while its length, increased to 4.66 m, follows the market trend by increasing slightly. This total difference of 7 cm compared to its predecessor essentially corresponds to a 5 cm extension in the wheelbase, which hits 2.79 m, benefiting the car’s architecture and passenger space.

The balanced proportions of DS N°7 give it an elegant and dynamic silhouette. The waistline, which visually extends the windows towards the rear wing, emphasizes the sense of power suggested by the shoulder line beneath the gloss‑black quarter panel. The wheel diameter now reaches 740 mm, further enhancing its visual impact with wheels up to 21 inches.

DS N°7 is the result of a subtle balance between aerodynamic efficiency and interior space optimisation. Inspired by the DS AERO SPORT LOUNGE concept, the elegant curvature of its roof, which is extended by a spoiler on top of the tailgate, allows for a 0.26 Cx while providing comfortable headroom for rear passengers. As in DS 7, and despite the installation of a battery under the floor of the electric versions, the occupants benefit from generous legroom and excellent visibility to the outside thanks to the large glass area. Compared to DS 7, the rear doors are extended to increase the surface area of the side windows by 30% and the optional panoramic roof is enlarged by 40%.

DS N°7 consolidates one of the major strengths of DS 7: a generous boot adapted to all the uses of a versatile SUV. It provides up to 560 litres depending on the powertrain and audio equipment (500 litres in the minimum AWD configuration with subwoofer). Its interior layout, with its conventional geometry, instantly simplifies understanding the available space. As standard, DS N°7 is equipped with a two-position boot floor to obtain a flat surface when the rear bench’s 40/20/40 backrests are folded down. Even with the floor in the low position, the mode 3 cable supplied with the E-TENSE 100% electric versions still has its place under the load area to free up space for luggage. Despite the roof’s streamlined curvature, DS Automobiles’ engineers were able to maintain the load height and DS 7’s width between the wheel arches by moving the tailgate’s hinges forwards, thereby maintaining ease of use on a daily basis.

DS N°7, record range and efficiency...DS N°7 E-TENSE, 100% electric, has a record range for a compact SUV with up to 740 km on the WLTP combined cycle for the FWD LONG RANGE version. This range is based on a 97.2 kWh battery made in France and a comprehensive approach to efficiency. The exceptionally careful aerodynamics, embodied by a 0.26 Cx and an SCx of 0.69, allow you to travel up to 450 km on the motorway at legal speeds (i.e. an average speed of 120 km/h). With DS N°7 E‑TENSE, the driver stops when they choose to, not anymore when the technology dictates it.

Equipped with the same battery and all-wheel drive, the E-TENSE AWD LONG RANGE version claims a range of up to 679 km on the WLTP combined cycle. The electric offering is completed by the E-TENSE FWD version equipped with a 73.7 kWh battery providing up to 543 km of range on the WLTP combined cycle.

Autonews

AUTONEWS

A new AI model wants self-driving cars to think before they swerve

A research team led by Professor Jun Won Choi from the School of Electrical and Computer Engineering at Seoul National University has developed SafeDrive, an end-to-end autonomous driving AI model. The model employs a "fine-grained safety reasoning" approach, quantitatively evaluating the safety of multiple candidate driving trajectories based on perception outputs, ranking them accordingly, and selecting the optimal path to enhance both decision-making safety and interpretability. The SafeDrive model has been integrated into the EAD (Evolutionary Autonomous Driving) framework—a reference model for commercializing end-to-end autonomous driving spearheaded by Seoul National University with support from Korea’s Ministry of Trade, Industry and Energy. The research team is currently collaborating with Korean autonomous driving companies to conduct validation studies and advance real-world vehicle deployment of this technology. Choi stated that the team will continue optimizing the EAD model’s performance, aiming to achieve full-scale commercialization of end-to-end autonomous driving using larger and self-collected datasets. They also plan to build an open ecosystem to foster collaboration and knowledge sharing among academia, industry, and research institutions.

Most self-driving AI models study how humans drive and try to copy them. They work well in normal conditions but struggle to explain why they chose one path over another, which becomes a problem when a split-second decision goes wrong. A team at Seoul National University led by professor Jun Won Choi has built a model called SafeDrive that takes a different approach: it generates several possible trajectories, scores each one for safety using sensor data, and picks the path that scores best. The car shows its work.

The technique, called Fine-grained Safety Reasoning, was selected as a highlight paper at CVPR 2026, the leading computer vision and AI conference. Roughly 3% of submissions earn the distinction. It is the first time a Korean-developed end-to-end autonomous driving paper has received a CVPR highlight, a signal that South Korea is producing competitive research in a field dominated by US and Chinese labs. South Korea committed $880 billion over a decade to AI, chips, and robotics, and SafeDrive is one of the first results of that investment to earn top-tier academic recognition.

SafeDrive is not staying in the lab. It has been integrated into EAD, a reference model backed by Korea’s Ministry of Trade, Industry and Energy. Choi’s team is working with domestic autonomous driving companies to test it in real vehicles, with plans to push toward commercialisation using proprietary driving data. Tesla’s Austin robotaxis crash four times more than human drivers, illustrating that the safety and explainability problems SafeDrive addresses are not theoretical. When an autonomous vehicle makes a bad decision, regulators, insurers, and courts need to know why. A model that scores alternatives and selects the safest one produces an auditable decision trail that a black-box system cannot.

Self-driving cars have gotten pretty good at driving. The harder problem is teaching them to drive safely in situations nobody planned for. We have heard horror stories of self-driving cars, behaving erratically in emergency situations, often times delaying first responders from reaching the scene.

A team at Seoul National University, led by professor Jun Won Choi from the Department of Electrical and Computer Engineering, thinks they have cracked part of that puzzle with a new AI model called SafeDrive. The research was recently selected as a highlight paper at CVPR 2026, a distinction that goes only to roughly 3% of all submissions.

How does SafeDrive make driving decisions safer? Most end-to-end autonomous driving models work by studying massive amounts of real driving data and trying to mimic how humans react on the road. It works well most of the time, but these systems tend to struggle when it comes to explaining why they chose one path over another, and that becomes a real problem when safety is on the line.

Choi’s team built something called Fine-grained Safety Reasoning to fix this. Instead of picking one driving path and going with it, SafeDrive generates several possible trajectories, combines them with what the car’s sensors are perceiving, and scores each option for safety. The car then picks the path that scores best. It sounds simple, but it directly tackles the two biggest weaknesses of current end-to-end systems, safety and explainability.

Why is this such a big deal for Korea? As Tecplor reports, this is the first time a Korean-made end-to-end autonomous driving paper has landed a highlight spot at CVPR, one of the biggest AI and computer vision conferences in the world. It is a strong signal that Korea is no longer just watching from the sidelines while the US and China race ahead with their self-driving ambitions.

SafeDrive is not staying stuck in the lab either. It has already been folded into EAD, a reference model backed by Korea’s Ministry of Trade, Industry and Energy, and Choi’s team is now working with domestic autonomous driving companies to test it in real vehicles. Choi says the plan is to keep improving the model with bigger datasets and eventually push it toward full commercialization using their own collected data.

The new artificial intelligence model named SafeDrive, developed by researchers at Seoul National University led by Professor Jun Won Choi, calculates and scores the safety of multiple possible driving routes before the vehicle even begins to move. This cutting-edge technology addresses the two major challenges facing traditional autonomous vehicles: predictive safety in novel scenarios and the explainability of their decisions.

This breakthrough was hailed as a highlight of the prestigious CVPR 2026 computer vision conference.

How SafeDrive Works: Most AI systems for autonomous vehicles mimic human behavior based on historical data, leading to serious failures or unpredictable reactions in real-world emergencies. The SafeDrive model introduces an approach called Fine-grained Safety Reasoning:

Trajectory generation: Instead of blindly selecting a single path, the system instantly projects various route options.

Data integration: It combines these options in real-time with data from the car's sensors and cameras regarding its surroundings.

Quantitative scoring: The AI ​​assigns a safety score to each possible trajectory.

Optimized decision: The vehicle executes the route with the highest safety score.

Why this revolutionizes the market: Auditable trail: If the car needs to make a sudden maneuver, the AI ​​generates a clear record explaining why that specific route was chosen over others. This resolves a major legal issue for insurers and regulators.

Practical applications: SafeDrive has moved beyond academic labs and been integrated into the EAD (Evolutionary Autonomous Driving) framework, a benchmark model supported by South Korea's Ministry of Trade, Industry and Energy.

Real-world testing: The team is already validating the system on actual vehicles in partnership with Korean automakers and autonomous driving companies, aiming for full commercialization.

Source: School of Electrical and Computer Engineering at Seoul National University 

AUDI

New Audi Q4 e-tron: greater range, more technology, and a clear leap in quality

Audi began its electrification journey with the launch of the e-tron, subsequently expanding its lineup with more accessible models (with the exception of the e-tron GT)—an approach few other manufacturers dared to take. This led to the 2021 launch of the Q4 e-tron.

Five years later, the car has become a cornerstone of an electrification strategy that continues to evolve for both Audi and the market; the "four-ring" brand has already sold no fewer than 400,000 units. However, the arrival of Chinese manufacturers and the emergence of more direct competitors have caused the model to be perceived as outdated.

Consequently, it has just undergone a mid-cycle refresh—accompanied by a shift in concept. Later this year, it will no longer serve as the entry point to Audi's electric lineup; that role will be taken over by the new A2 e-tron, which is currently completing final testing ahead of its post-summer unveiling.

A reflection of its evolution...While retaining its 4.60-meter length, the updated Q4 e-tron offers a far more attractive package than before. It inherits elements from its larger sibling, the Q6 e-tron—evident in details like the front end, where the Singleframe grille is now enclosed and body-colored, and the lighting system, which has evolved to feature digital LED technology at the front and OLED at the rear, allowing for various customizable light signatures.

The bumpers have also been revised; the front bumper integrates side air intakes to channel airflow around the wheels (available in silver or gloss black), while the rear bumper offers a sportier look. The package is rounded out by 19- to 21-inch wheels and new body colors.

Two body styles where space is paramount...All this without overlooking the choice between the SUV and Sportback body styles—the latter being the coupé variant, which slightly improves aerodynamics thanks to a lower drag coefficient and accounts for 60% of sales in Spain. But note: regardless of your choice, the Q4 e-tron retains one of the key advantages of the MEB platform upon which it is built: space.

The rear seats comfortably accommodate four adults. There is ample legroom, even with tall passengers up front, and headroom is adequate in both versions. The SUV offers 515 liters of trunk space—expandable to 1,487 liters with the rear seats folded down—while, surprisingly, this figure rises to 527 liters in the Sportback version.

However, neither offers a front compartment or "frunk" for storing cables—an absence that isn't critical in practical terms but is becoming hard to justify in a premium electric vehicle of the 2026 model year.

As for the interior—specifically the design—we see that the Q4 e-tron's evolution aligns with that of its larger sibling. The dashboard is now dominated by the "Digital Stage": a massive, curved OLED widescreen display that combines an 11.9-inch instrument cluster with a 12.8-inch central touchscreen.

While this setup eliminates physical controls (a move we don't necessarily agree with), it creates a more modern feel and enables a faster, more advanced multimedia system based on Android Automotive, featuring integrated apps and smoother operation.

Regarding the displays, a key innovation is the optional 12-inch passenger-side monitor—the largest ever installed in an Audi. This monitor allows for the control of various functions, such as navigation and different applications, and is hidden from the driver's view as soon as the car begins to move. Similarly, an augmented reality head-up display can be added, capable of overlaying navigation instructions onto the surrounding environment.

In terms of perceived quality, the interior no longer resembles that of a budget electric Audi; instead, it offers a more refined take on what the Q6 and A6 e-tron provide. Padded surfaces, precise fit and finish, a new center console, and "Softwrap" trim—which visually connects the doors to the dashboard—create a much more welcoming atmosphere than in the previous model.

More efficient and versatile...Mechanically, the key innovation is the introduction of the new APP350 rear synchronous motor, featuring revised power electronics, silicon carbide semiconductors, and a low-friction transmission. Additionally, Audi has optimized energy management software and adopted a low-viscosity lubricant that can provide up to 12 extra kilometers of range in cold weather.

Regarding power output, the lineup includes the 204 hp Q4 e-tron and the Performance version, which boosts output to 286 hp, followed by the Q4 e-tron quattro, featuring a front motor that delivers a combined 299 hp. There are two battery options: an entry-level battery with a gross capacity of 63 kWh (59 kWh net)—available only with the least powerful motor—offering a range of 442 km for the SUV and 452 km for the Sportback; and a larger battery with a gross capacity of 82 kWh (77 kWh net) for the other two versions, offering a range of up to 582 km for the SUV and 595 km for the Sportback (or 561 km and 575 km, respectively, for the all-wheel-drive version). Audi has also improved the charging process; the smaller battery now supports DC fast charging at up to 160 kW, increasing to 165 kW for the 82 kWh battery. This translates to a 10% to 80% charge in about 28 minutes and the ability to regain up to 185 kilometers of range in ten minutes under ideal conditions.

However, the major news is the introduction of bidirectional charging capability, making the Q4 e-tron the first Audi capable of powering external devices via the V2L (Vehicle-to-Load) system, using either a 230-volt, 2.3 kW socket in the trunk or an adapter connected to the charging port. This function can be used to charge e-bikes, power tools, small appliances, or camping equipment.

Furthermore, the system is ready to incorporate Vehicle-to-Home (V2H) functionality, allowing the car's battery to serve as a home energy storage unit when paired with a compatible bidirectional charger. Audi has also addressed another shortcoming found in some MEB-based models: battery pre-conditioning. This feature can now be activated either automatically—when a charger is selected as the destination—or manually. It also includes "Plug & Charge" capability, allowing users to start and pay for charging sessions at compatible stations without needing an additional card or app.

In terms of driving dynamics, there are few changes, and the car remains as refined as ever. We drove both the base model and the quattro version, and either would be a more than reasonable choice for an electric vehicle. Acceleration is progressive and consistent, offering more than enough power for overtaking on winding roads.

It offers a coherent setup, closer to that of a family car than a sporty electric vehicle. Sound insulation is excellent, thanks to the absence of vibrations and the body's aerodynamic and acoustic design. Even with large wheels, the suspension effectively filters out bumps and keeps body movements in check, avoiding the harshness typical of some electric cars. It isn't an SUV that begs you to seek out winding roads, yet it doesn't lose its composure when you pick up the pace. The steering is quick and gains a pleasant weightiness in Dynamic mode.

In terms of efficiency, this Q4 now incorporates steering-wheel-mounted paddle shifters to adjust regenerative braking—offering three levels plus an automatic mode that uses mapping and sensors to adapt braking to traffic and road conditions, as well as an enhanced "B" mode for one-pedal driving. However, we remain unconvinced by the brake pedal feel; the initial travel offers little feedback before suddenly engaging much stronger braking (the rear brakes remain drums).

Regarding energy consumption, on the route planned in Asturias—traveling between Oviedo and Gijón via back roads and mountain passes—we recorded 18.4 kWh/100 km, a remarkable figure for an SUV weighing over 2.2 tonnes. Conditions were favorable, with mild temperatures and light highway traffic, allowing the base version to easily cover over 360 kilometers, while the quattro version can manage nearly 450 kilometers without much difficulty.

It remains accessible...To wrap up, the new Audi Q4 e-tron doesn't aim to revolutionize premium electric mobility, but it successfully improves upon almost every aspect of an already highly competent product, making it a much more well-rounded offering. Design, digitalization, and—above all—greater efficiency are the key areas of improvement, alongside the welcome addition of bidirectional functionality.

And although it will soon no longer be the entry-level electric Audi due to the imminent (and eagerly awaited) arrival of the A2 e-tron, it remains the most affordable zero-emission model in the lineup. Prices start at €49,970 for the version with the 63 kWh battery, rising to €55,570 for the Performance version and reaching €58,570 for the quattro version.

All these prices apply to the Business trim, which is also available to private buyers, although Audi estimates that the majority of sales will be for the Performance version with the S line package, starting at €59,320. The Sportback body style adds €2,100—a reasonable premium for a silhouette that blends beauty and practicality.

Autonews

 

HONDA

Honda Prelude e:HEV: A hybrid coupe with moderate power and responsive handling

The new Honda Prelude e:HEV utilizes the Civic's powertrain (203 hp) but incorporates suspension and components derived from the sporty Type R. This setup, combined with the S+ Shift system, delivers excellent driving dynamics and agile, stable behavior during sudden directional changes, such as in slalom tests.

Dynamics and slalom performance...The new Prelude e:HEV's agility stems from a combination of performance-focused structural elements:

Type R-Inspired suspension: Uses components and adaptive dampers that reduce body roll.

Low center of gravity: The positioning of the e:HEV hybrid system's batteries aids weight distribution, keeping the coupe planted on the road.

Instant torque: The main electric drive motor delivers immediate torque (32.1 kgfm), allowing for quick acceleration between cones.

Key technical details...The model features four-piston front brake calipers (13.8-inch discs) and 19-inch wheels with 235/40 tires. The simulated gear-shifting system (S+ Shift) allows the driver to take control via steering-wheel-mounted paddles, ensuring the combustion engine and electric motors work optimally to maintain ideal traction on winding roads.

High-performance components:

-Civic Type R DNA: The model inherits structural concepts and suspension technology from the acclaimed Civic Type R. This ensures extreme rigidity and body control during sudden changes of direction.

-Refined chassis and electronics: Honda’s chassis tuning minimizes body roll. Electronic controls intervene with surgical precision to maintain the vehicle's trajectory without completely cutting power.

Weight and torque distribution:

-Floor-mounted batteries: As a hybrid, the placement of the battery pack lowers the coupe's center of gravity. This drastically improves lateral stability during slalom maneuvers.

-Instant electric torque: The electric motor delivers immediate power when exiting corners. This helps quickly stabilize the car between cone passes.

A point to note...Despite its exemplary dynamic behavior and balance—praised by testers—the Prelude e:HEV is not a purist rear-wheel-drive sports car. Due to its front-wheel-drive layout and the additional weight of the hybrid system, it may exhibit a slight tendency toward understeer if pushed beyond the tires' physical limits in tight slaloms, performing slightly less effectively in terms of extreme lateral grip compared to 100% track-focused rivals like the Subaru BRZ.

Watch the video below to see how the model performed in the slalom tests conducted by the km77.com team.

by Autonews