RENAULT

Renault Kiger Evolution+ Turbo: Turbocharged petrol version for 7,335 euros

The already cheap subcompact Renault Kiger with a turbocharged petrol engine has become even more affordable in India with the new Evolution+ Turbo variant, which costs from 789,000 Indian rupees, or just 7,735 euros.

That's 146,000 rupees (1,360 euros) less than the price of the equally motorized Emotion Turbo version. And the Kiger Evolution+ can also be purchased with a naturally aspirated petrol engine, starting at 699,000 rupees (6,500 euros).

The Evolution+ trim level is based on the Evolution package, which brings LED daytime running lights and taillights, an 8-inch multimedia system with Android Auto and Apple CarPlay, a multifunction steering wheel, air conditioning, a rearview camera. The Plus adds keyless entry, a start/stop system, a height-adjustable driver's seat, wireless smartphone connectivity and automatic climate control.

The new trim brings with it a set of features that were previously limited to higher variants. These include a push start/stop button, automatic climate control, driver seat height adjustment, wireless Apple CarPlay and Android Auto support, and light-embossed fabric upholstery. With the turbo manual Evolution+ priced at Rs. 7.89 lakh, Renault is also claiming that the Kiger Turbo is now the most accessible turbocharged powertrain the segment.

The Evolution+ sits above the Evolution trim in the lineup and is available across three powertrain options - the naturally aspirated petrol with a manual and an AMT, and the turbo petrol with a manual gearbox. The prices for the Evolution+ range from Rs. 6.99 lakh to Rs. 7.89 lakh, ex-showroom. The naturally aspirated 1.0-litre petrol produces 71bhp and 96Nm, while the turbo petrol unit puts out 99bhp and 160Nm. 

The second significant addition is the Techno variant with a five-speed manual gearbox. Until now, the Techno was available exclusively with the turbo petrol CVT combination. The new manual option is priced at Rs. 8.45 lakh, ex-showroom, approximately Rs. 90,000 less than the CVT version giving buyers who prefer a manual gearbox access to the Techno's feature list without the automatic premium.

Under the hood is a 1.0-liter 3-cylinder petrol engine (100 hp, 160 Nm), mated to a 5-speed manual transmission or a CVT for an additional 90,000 rupees (840 euros). A cheaper option is a naturally aspirated engine of the same displacement (72 hp, 96 Nm), combined with a 5-speed manual or 5-speed automatic transmission, and the 3.99-meter-long subcompact is also available in a compressed natural gas (CNG) version.

Naturally aspirated lineup widens...The NA petrol Kiger range has grown from six to eight variants, offering both manual and AMT transmissions. Prices start from Rs 5.81 lakh for the base Authentic MT and go up to Rs 8.45 lakh for the Emotion MT. This broader spread allows customers to choose configurations that match their budget and feature requirements more closely.

Renault has expanded the turbo-petrol Kiger lineup from three to five variants, lowering the entry price to Rs 7.89 lakh with the Evolution+ Turbo MT. The Techno Turbo variant now offers a five-speed manual gearbox, priced at Rs 8.45 lakh, about Rs 90,000 less than its CVT counterpart. This move targets buyers seeking performance-oriented SUVs without the automatic premium.

Renault India’s VP – Sales and Marketing, Francisco Hidalgo, emphasised that the update aims to make turbo performance, premium features, and greater choice more accessible. He noted that accessibility now goes beyond price, focusing on a complete and rewarding ownership experience. The strategy reflects Renault’s effort to democratise technology and features in the competitive B-SUV segment. Thrust Zone + 4

At Renault, our focus has always been on making innovation and mobility more accessible to customers. With the New Kiger range, we are taking this commitment further by bringing turbo performance, premium features, and greater choice within easier reach. As customer expectations continue to evolve, accessibility today goes beyond price—it is about enabling a more complete and rewarding ownership experience. This update reflects our effort to democratise features and technologies that matter most, while staying true to Kiger’s core promise of performance...Francisco Hidalgo,VP – Sales and Marketing 

 

Autonews

AUTONEWS

Batteries and fuel cells would overhaul emissions from semis and other heavy vehicles

Although electrified versions of vans, buses and semis cost more upfront on average than their diesel-powered counterparts, the overall calculus behind adopting greener vehicles is currently in flux.

A new life cycle analysis shows that electric and hydrogen fuel cell vehicles significantly reduce lifetime greenhouse gas emissions compared with diesel vehicles. So much so that if a medium- or heavy-duty battery electric vehicle were powered completely by renewable energy, there would be around a 90% reduction in lifetime emissions compared with the diesel equivalent.

The research team was led by Maxwell Woody and Greg Keoleian of the University of Michigan School for Environment and Sustainability (SEAS) Center for Sustainable Systems (CSS). SEAS doctoral student Spencer Checkoway also contributed to the research, as did Robert De Kleine, Hyung Chul Kim and James Anderson at Ford Motor Co.

“There’s an urgency for climate action and to reduce greenhouse gas emissions from the transportation sector,” said Keoleian, a professor at SEAS and co-director of CSS. “There’s a disproportionate amount of emissions from these heavy- and medium-duty vehicles compared to the rest of the vehicles on the road.”

The cost of diesel fuel is skyrocketing. California, where the new Tesla Semi is establishing a toehold, has also unveiled a rebate program to help companies purchase electric medium- and heavy-duty trucks. Plus, even as the federal government embraces fossil fuels, some companies remain committed to their sustainability goals, as evidenced by Amazon's ever-growing fleet of electric delivery vehicles.

Heavy trucks carry an outsized burden...Now, research from the University of Michigan shows just how big a difference switching from diesel to fuel cells or batteries can make when it comes to greenhouse gas emissions. If a medium- or heavy-duty battery-electric vehicle were to be powered completely by renewable energy, it would offer around a 90% reduction in lifetime greenhouse gas emissions compared to its diesel equivalent.

The research team, led by Maxwell Woody and Greg Keoleian, has published its results in the journal Nature Energy.

"There's an urgency for climate action and to reduce greenhouse gas emissions from the transportation sector," said Keoleian, a professor at the U-M School for Environment and Sustainability. "There's a disproportionate amount of emissions from these heavy- and medium-duty vehicles compared to the rest of the vehicles on the road."

Medium- and heavy-duty vehicles account for nearly 30% of road vehicle emissions despite making up just about 5% of traffic on U.S. roadways, according to the U.S. Department of Energy.

"Moving to battery electric vehicles and even hydrogen fuel cell vehicles provides a significant reduction in emissions," said Keoleian, who is also co-director of U-M's Center for Sustainable Systems.

This study, focusing on larger vehicles, follows a comprehensive study from the team showing that electrified sedans, SUVs and light-duty pickups reduced lifetime emissions from noncommercial vehicles across the U.S.

Comparing powertrains and fuel sources...In the new study, the team performed life cycle analyses for Class 3 vehicles weighing between 10,001 and 14,000 pounds (4,536 and 6,350 kilograms) up to Class 8 vehicles that can weigh up to 80,000 pounds (36,287 kilograms).

They modeled different powertrains, including internal combustion engines, hybrids, battery-powered EVs and fuel cell electric vehicles, accounting for a variety of other factors. That included variables like how a vehicle was driven—for example, with the frequent starts and stops of urban delivery up to the long-haul drives of trucks with sleeper cabs.

The researchers also examined how hydrogen and electrons for fuel cells and batteries, respectively, were sourced, comparing established methods to newer, greener options.

In the case of fuel cells, this meant analyzing and sourcing hydrogen from the standard process known as steam methane reforming, versus greener hydrogen from the electrolysis of water powered by renewables. For battery electric vehicles, the standard is simply plugging into the current grid versus charging from renewables alone.

Cleaner energy sharpens the gains...Though there were variations due to these factors, a clear takeaway emerged: Hydrogen fuel cells and battery-electric powertrains offered the largest lifetime emissions reductions compared with diesel-powered vehicles.

-Battery electric vehicles cut emissions by 72%–82% using the current grid and by 87%–92% using renewables only.

-Fuel cells offered 12%-51% reductions using steam methane reforming and 44%–68% reductions with electrolysis powered by renewables.

-Hybrid powertrains offered 1%-26% emission reductions.

"Basically, we see across all the different vehicle sizes the same general pattern of the conventional diesel having the highest emissions, then the hybrid, then the fuel cell with conventional hydrogen production, then the battery electric with grid electricity, then fuel cell with green hydrogen, and then the battery electric vehicle with renewable electricity," said Woody, a postdoctoral researcher with CSS. "That pattern held across everything that we investigated, from the Class 3 van to the Class 8 truck."

Provided by University of Michigan

 

AUTONEWS

General Motors is preparing a new platform for electric vehicles

According to an American specialized portal, General Motors (GM) is developing a new platform for electric vehicles, internally designated as BEV-N, which should succeed the current BEV3 architecture. The first vehicles based on the new platform could roll off the production lines in late 2028 or early 2029.

The GM Authority portal, citing sources from the company, states that the new platform will succeed the BEV3 architecture, which has been the basis for a large number of battery electric models of this automotive concern since 2022. The first model based on that generation was the Cadillac Lyriq, introduced in 2022. Now, however, a new platform change is looming, reports the Electrive.com portal.

According to the same sources, the first vehicles on the expected new generation BEV-N platform should enter production in late 2028 or early 2029. Sources claim that the debut model will be the next-generation Chevrolet Equinox EV, which would be followed by a new-generation Chevrolet Blazer EV. For now, however, technical details about the BEV-N platform are unknown.

If this information proves to be accurate, the BEV-N platform will play a key role in GM's electrification strategy, as it is expected to replace the BEV3 as the central platform for the manufacturer's battery electric vehicles.

The current architecture based on the so-called "skateboard" construction is used for a wide range of GM electric models, including the current-generation Chevrolet Equinox EV and Chevrolet Blazer EV, as well as the Cadillac Lyriq, Cadillac Optiq, Cadillac Vistiq and Cadillac Celestiq models.

According to GM Authority, which cites insider sources, the new platform is set to succeed the BEV3 architecture, which has served as the foundation for a wide range of the group’s current battery-electric models since 2022. The first model to showcase this new generation was the Cadillac Lyriq in 2022. Now, another platform transition appears to be on the horizon.

GM Authority reports that the first vehicles based on the anticipated BEV-N next-generation platform are expected to enter production in late 2028 or early 2029. Sources suggest the debut model will be the next-generation Chevrolet Equinox EV, followed by the next-generation Chevrolet Blazer EV. However, technical details about the BEV-N platform remain unavailable.

If these reports are accurate, the BEV-N platform will play a pivotal role in GM’s EV roadmap, as it is set to replace the BEV3 as the group’s central battery-electric vehicle platform. The current skateboard-based architecture underpins a broad range of GM’s electric models, including the Chevrolet Equinox EV and Chevrolet Blazer EV of the current generation, as well as the Cadillac Lyriq, Cadillac Optiq, Cadillac Vistiq, and Cadillac Celestiq.

As GM Authority highlights, the BEV3 platform is also used in the group’s global models, such as the Buick Electra E5 (now discontinued) and Electra E4, as well as the Honda Prologue and Acura ZDX models, both of which have since been discontinued.

AUTONEWS

The China effect: Volkswagen considers cutting 100,000 jobs and closing four German plants

Volkswagen is considering cutting 100,000 jobs and potentially closing some of its German factories, German media reported on Friday, following the release of the automaker's restructuring plan.

Volkswagen, one of the world’s largest automakers, is reportedly planning to axe as many as 100,000 jobs over the next few years, representing 15% of its global workforce.

The job cuts would come alongside the planned closure of four factories in Germany and a 15% reduction in investment over the next five years, according to a report Friday by Manager Magazin, a German business magazine.

The report added that Volkswagen – Germany’s biggest automaker and one of its major employers – is planning to spin off its main Volkswagen brand and auto parts business into separate entities. The company owns several other brands including Audi and Porsche.

A Volkswagen spokesperson declined to comment to CNN on “internal, confidential documents.”

“The underlying matters will be discussed and approved in the respective committees,” the spokesperson added. “We will not pre-empt this process.”

VW employs almost 660,000 people worldwide and had already announced plans to slash 50,000 jobs in Germany by 2030.

Like many European carmakers, it has been squeezed by fresh tariffs on its exports to the United States as well as struggling to counter the rise of Chinese electric vehicles manufacturers, including BYD.

The Volkswagen spokesperson said the company required “sharper focus as well as stricter discipline over costs and investment” to meet its new reality, adding that its traditional business model – making cars in Europe and exporting them globally – “no longer works” for all of its brands.

Any job cuts will likely meet resistance from German unions. “If such plans are pushed forward, we would prevent them with all our might,” labor union IG Metall and Volkswagen’s General Works Council said in a joint statement on Friday.

If implemented, this plan would result in a workforce reduction of approximately 15%—what *Manager Magazin* describes as the most profound and sweeping restructuring in the company's history. The announced restructuring aims to help Volkswagen compete with Chinese automakers, which have captured a significant share of the European automotive market in recent years.

According to CNBC, plants in Hannover, Zwickau, and Emden, as well as the Audi facility in Neckarsulm, are at risk of closure—despite a 2024 agreement reached with unions that ruled out factory closures and forced layoffs in Germany until the end of 2030. The plans would also entail a roughly 15% reduction in investment, bringing the total to just over €130 billion over the next five years.

So far, according to *The Guardian*, company management has not commented on reports regarding these job cuts and production overhauls; a spokesperson stated only that Volkswagen would not "pre-empt the process" of restructuring, while acknowledging the shift occurring in the automotive sector.

"It is true that the entire automotive industry and the Volkswagen Group are undergoing a profound transformation. Executive management has repeatedly stated that our current business model—developing cars in Germany, producing them in Europe, and exporting them globally—no longer works for all brands. The world has changed fundamentally in recent years," a company spokesperson said. With a workforce of around 650,000 spread across its various brands—including Audi, Škoda, Bentley, SEAT, and Cupra—the German automotive giant has faced challenges in transitioning from combustion engines to vehicle electrification, a rapidly growing sector increasingly dominated by the Chinese automotive industry.

VW-Porsche...2023 was Porsche's best year for sales, with 320,221 cars delivered to customers worldwide. However, much has changed since then. A sharp decline in China, driven by rising local competition, weighed heavily on results. Additionally, the discontinuation of the Macan and 718 models in Europe—after they failed to meet the latest cybersecurity regulations—also impacted sales performance.

In 2025, deliveries fell to 279,449 units, effectively returning to 2020 levels. The outlook for 2026 is no better: demand dropped 15% in the first quarter, to 60,991 cars. Faced with this new reality, Porsche is considering reducing production capacity to better align with weaker demand. Even so, CEO Michael Leiters remains confident that the company can generate higher profits despite lower volumes. The goal is to prioritize stronger margins on current and future products, even if it comes at the expense of total sales volume.

In an interview with the German newspaper *Frankfurter Allgemeine Zeitung* (FAZ), the executive made his stance clear: "Porsche needs to make money even with fewer cars." Despite plans to cut annual production, the model lineup is set to expand—including the return of the 718 sports cars: "We want to keep attracting new customers to the brand." He did not provide specifics, but it is widely understood that the Boxster and Cayman will be offered with both internal combustion engines and fully electric powertrains.

Uncertainty surrounds the SUV positioned above the Cayenne...The *FAZ* reports that the future of a large, three-row SUV—previously announced and positioned above the Cayenne—is currently uncertain. Codenamed K1, the model was initially planned as a fully electric vehicle before Porsche went back to the drawing board to incorporate internal combustion engines. For now, headquarters in Zuffenhausen reportedly has not yet decided whether to move forward with the flagship SUV.

Elsewhere in the lineup, a new performance model positioned above the 911 could still happen. In March, Porsche told Motor1 that a hypercar is being evaluated alongside a new grand touring model, but the future of both depends on customer feedback. Updates on how the lineup will evolve are expected in the second half of the year. We should also learn more about the new compact crossover destined to replace the first-generation Macan, production of which ends this half of the year.

Porsche also aims to strengthen ties with Audi to cut costs, which—according to the FAZ, citing Leiters—have "spiraled out of control" in recent years. The CEO declined to comment on rumors suggesting further workforce reductions of between 2,000 and 4,000 employees. However, he did say that a new cost-cutting program is expected to be finalized before the traditional summer break in July.

Key reasons...Volkswagen plans to cut up to 100,000 jobs worldwide and close factories due to fierce competition from Chinese automakers (such as BYD and Geely), declining European demand, and slowing sales in China. The automaker aims to cut costs and reduce production capacity in the face of margin pressure.

The company's historic restructuring involves the following pillars:

-Chinese competition: Chinese automakers are gaining ground in Europe with electric vehicles that are cheaper, more efficient, and high-tech.

-Declining profits: The company has faced a sharp drop in operating and net profits over recent quarters.

-Over capacity: VW is reducing its global annual production capacity to align with market realities, while also limiting labor benefits and streamlining its portfolio of platforms and models.

-German crisis and costs: Production costs in Germany and Europe are significantly high, impacting the competitiveness of the brand's exports.

 

AUTONEWS

Callum Designs Jaguar XJ220

Automotive designer Ian Callum has announced a modern interpretation of the iconic Jaguar XJ220.

In a post on the Callum Designs Instagram page, the company revealed the reveal of what it describes as a modern interpretation of the iconic XJ220. Callum himself designed the project, and while there’s no confirmation that it will make it to production, the idea hasn’t been completely ruled out.

Details are still scarce, but the only image released so far is enough to get people excited, according to Motor1. Its sleek, modern lines are paired with enough DNA from the original XJ220 to make it feel like a true successor rather than a simple homage.

The overall silhouette, glass, and rear air vents are reminiscent of the original supercar. Even the signature disc-shaped wheels look like a modern reinterpretation of the XJ220’s famous rims. The car appears to be painted in Spa Silver, a nod to the original model’s signature color.

What should new Jaguars look like? Callum Designs—the firm led by Ian Callum, the former designer for Ford, Jaguar, and Aston Martin—has shared a rendering of a new XJ220 online. For now, it is merely a design study, yet it appears the company might actually intend to build it. It is worth noting that this design is virtually the polar opposite of the styling language seen in modern Jaguars—specifically the Type 00 concept and the subsequent Type 01 production model. With the official debut of the Type 01 just months away, the timing of this reveal feels "suspicious," almost as if intended as a subtle dig at Jaguar and its new design direction.

While a single profile shot makes it difficult to form a complete picture of the car, what is visible is striking. The proportions differ from the original model; the overhangs have been shortened to give it a look reminiscent of a modern take on the classic Ford GT40. Sharp, geometric lines run along the flanks, and one cannot help but notice the large air intake and sculpted wheel arches.

The car is not simply a rehash of familiar ideas, though elements characteristic of Ian Callum’s design style are clearly visible. On the Callum Designs Instagram page, the vehicle is described as "a contemporary interpretation of one of the most iconic supercars ever made." The company further states that "this concept preserves the original's unmistakable silhouette while redefining every surface, detail, and proportion through a modern lens."

However, nothing has been revealed regarding the mechanics, so we do not yet know what powertrain Callum has envisioned. Will it feature an all-new engine, or perhaps be a restomod? That matters little for now, as the goal was to showcase the latest evolution of the XJ220 and capture the hearts of enthusiasts.

Will it make it to the road? Callum Design has revealed the rendering and is now waiting for a potential client willing to fund the car's development. If the funding comes through, there could be a pleasant surprise in store. In any case, the rendering has sparked considerable debate since its unveiling. Jaguar's new design language has not yet fully won people over, and many see Ian Callum’s vision as a true representation of what new Jaguars ought to look like.

For now, Callum Designs is calling the project a "design study," meaning there's no guarantee it'll ever see production. That said, the company also hinted that there's more to come, writing, "Stay tuned for more on this Callum project... Coming soon."

 

AUTONEWS

There is a logical explanation - why a car shows a higher temperature in the summer

Due to their location in vehicles, thermistors primarily measure the temperature of the heat radiating from the ground.

Although every vehicle has a gauge on the dashboard to display the outside temperature, modern cars do not have thermometers at all. Instead, they are equipped with so-called thermistors, or a special type of resistor (its resistance decreases as the temperature increases).

The difference is that one uses mercury to measure the outside temperature, while the other measures the temperature based on changes in electrical currents.

Temperature is usually measured with a mercury thermometer. The liquid mercury in the thermometer expands and rises to a certain value when it heats up, and contracts and falls to a lower value when it cools down.

A thermistor, on the other hand, measures the change in electrical current that occurs due to added or subtracted heat, writes Autonews.

The problem is not with the car's thermistor itself. Thermistors are generally accurate, not to mention the fact that they are small and cheap to manufacture. The problem with thermistors in cars is that they are usually mounted on the front of the car behind the front grille. The Weather Channel reports that because of this location, thermistors primarily measure the temperature of the heat radiating from the ground.

Road surfaces simply absorb a lot of heat and solar radiation. It is always warmer near the ground. As a result, the temperature your car displays on sunny days is also higher than the actual outside temperature. This means that the temperature difference between what your car displays and the actual outside temperature can be up to five degrees.

When the sun is not shining, the temperature your car displays is often a little more accurate. The difference also occurs on colder days. The road is often colder than the air, and the outside temperature is still a degree or two higher than what is displayed on the dashboard. On the other hand, it is not a bad thing because you will get an earlier warning of icy roads from the trip computer. Usually, the signal comes on at 3 °C.

HARLEY-DAVIDSON

RMCR: a café racer in detail

In early February, Harley-Davidson unveiled the RMCR concept, a motorcycle that revives the brand's café racer heritage while utilizing the American manufacturer's modern platform.

The acronym stands for Revolution Max Café Racer, and the project was quietly revealed during the Mama Tried Motorcycle Show in Milwaukee, USA.

The model is a one-off prototype with no confirmed plans for mass production, yet it hints at a potential shift for Harley-Davidson toward sportier, more compact motorcycles.

Historically, café racers emerged in the UK during the 1950s and 1960s, created by modifying production bikes to make them lighter and faster. The goal was to cover short distances—often between cafés (hence the name) and biker meeting spots—in the shortest time possible; essentially, an urban race.

These bikes typically featured low handlebars, a single seat with a raised tail section, rear-set footpegs, and a small front fairing, prioritizing a sporty riding position and a minimalist, performance-oriented aesthetic.

Throughout its history, Harley-Davidson has not been a brand particularly associated with sports bikes. However, this does not mean such models have been absent from its lineup. Beyond competition-focused machines—such as the XR750, which dominated American flat-track racing and saw success in street-legal versions, or the later VR1000 developed for the Superbike championship—the American company has also occasionally explored street models with a sportier edge.

Among these, the 1977 XLCR stands out; it is arguably the most direct predecessor to the new RMCR. Designed by Willie G. Davidson, the motorcycle adopted a café racer aesthetic featuring a bikini fairing, a sporty tail section, and an all-black paint scheme. However, it failed to achieve the expected commercial success—selling only a few thousand units—as Harley-Davidson’s traditional customer base was looking for different types of motorcycles.

Nearly half a century later, the brand has revived this philosophy with the unveiling of the RMCR (Revolution Max Café Racer) at the Mama Tried Show in Milwaukee. Unlike many custom bikes typically seen at such events, this project was developed directly by Harley-Davidson’s design department under the direction of Bjorn Schuster.

The RMCR breaks away from the brand's classic mechanics, utilizing the modern Revolution Max 1250 engine as its foundation—the same engine found in some of the company's latest models. It retains its 150 hp and 125 Nm of torque, along with all associated electronics, the chain drive derived from the Pan America, and a new cast-iron swingarm with a split-arm design.

The package is rounded out by components geared toward sporty riding. The motorcycle comes equipped with Brembo brakes, Öhlins suspension, an Akrapovič exhaust, and a TFT instrument cluster with connectivity. Additionally, the bodywork is made of carbon fiber and incorporates a bikini fairing and a single-seat tail section inspired by flat-track motorcycles.

Officially, Harley-Davidson states that the RMCR is merely a prototype. However, the level of development and the project's high degree of finish suggest that the brand may be seriously exploring the possibility of returning to the sports bike segment with a model capable of competing against European manufacturers.

We are talking about a retro design featuring a 1,250cc V-twin engine, yet the market and Harley fans have been asking for something with a more youthful appeal. That is exactly what this is: a look toward the future without betraying the brand's past. It is a bike that speaks to a younger audience, fills a gap left by Indian, and has the potential to attract people who would otherwise never consider a Harley.

And, alongside other portfolio changes we’ll discuss here, this performance-oriented model represents the perfect game-changer. It marks the start of a new era for Harley-Davidson—a return to the top of the pyramid, a return to profitability, and a return to an audience capable of renewal. That is what Harley needs to sell.

First and foremost, the RMCR—Revolution Max Cafe Racer—is, unsurprisingly, powered by Harley-Davidson’s Revolution Max V-twin. The 1,250cc engine sits at the heart of a custom-built chassis, though it appears to be a modified structure derived from the Pan America; the latter already utilizes this powerplant, and the platform lends itself well to customization.

According to the brand, the RMCR was built for the Mama Tried event and "inspired by the legacy of the original XLCR cafe racer," while also serving as a way for Harley designers to "see just how far the Revolution Max platform can be pushed." The company added: "[The RMCR is] a modern interpretation of a rebellious original, and a tribute to Willie G. [Davidson], whose influence still guides our design process today."

It features carbon-fiber bodywork and a custom 2-into-1 exhaust system; judging by social media videos, this less-restricted engine produces a sensational exhaust note. While the specific front and rear suspension components aren't clear, the foundation strongly resembles the Pan America—its DNA is evident in these parts, as well as in the braking system. The overall package, however, is simply incredible, and it seems Harley wants to gauge public reaction to the concept before greenlighting it for production. Fortunately, it seems the public is excited. But beyond the opinions expressed on social media and elsewhere, the RMCR is exactly what Harley needs right now—and it could be the centerpiece of a new strategy to ensure this iconic company endures into the near future.

Harley is currently at a crossroads. Harley-Davidson desperately needs to win over new buyers—rather than relying solely on the cruiser crowd it has served for the past three decades. Why? Because that demographic is fading away.

The RMCR, on the other hand, clearly appeals to a younger audience and has the potential to attract a new customer base. Yet, it cannot be the company's only move in this direction. We already know Harley is working on an entry-level motorcycle—one capable of attracting new, younger riders who either don't want a 1,250cc bike or simply can't handle one. That is also a great start, and the company needs to launch that model soon. 

 

by Autonews