SUZUKI

Electric Suzuki e-Sky

Suzuki showed off a number of new products at the Tokyo Motor Show last year, including the Vision e-Sky Concept, which previewed a future production car.

That production model is now upon us, and according to some previous announcements, it could hit European roads in the spring of 2027.

David Keightley, Suzuki’s UK boss, spoke to Autocar about the car. “The A-segment BEV is vital. It’s a new entry into another segment for us and I’m very excited about its prospects,” Keightley said.

According to the company, the mini electric car is designed for daily commutes and short weekend trips. It follows the theme of “Unique, Smart, Positive” and aims to evoke a “cheerful” mood. It’s also the first vehicle to adopt Suzuki’s redesigned logo, with a flatter design and a matte aluminum finish.

In line with kei car regulations, the electric car is 3,395 mm long, 1,475 mm wide and 1,625 mm high.

The newly developed “HEARTECT e” platform, designed specifically for kei electric vehicles, also makes its debut. The lithium-iron-phosphate battery has a capacity of 26 kWh, while the range is 310 km. Charging time for a standard socket is 4.5 hours to reach 100%, while a 50 kW fast charger takes approximately 25 minutes to reach 80%.

Inside, there is a 10.1-inch screen, as well as heated seats and a steering wheel.

The British report adds that the new Suzuki will fall below the £20,000 mark, putting it in line with the Renault Twingo E-Tech and Honda Super-N.

Crucially, the new electric model could help Suzuki cope with strict emissions regulations across Europe and the UK. For now, the brand is relying heavily on mild hybrid and plug-in hybrid powertrains, with the e-Vitara being its only fully electric car. The latest reports suggest that Suzuki's third electric car is set to arrive by 2029, likely as a crossover.

Autonews

AUTONEWS

Darth Vader crashes city council meeting to endorse flock surveillance

Municipal public comment periods are usually home to standard local grievances, but a recent San Diego City Council meeting received an Imperial visit when Darth Vader stepped up to endorse Flock cameras and automated surveillance technology.

During a meeting of the city’s Public Safety and Livable Neighborhoods Committee, an unidentified individual wearing a somewhat ill-fitting Darth Vader costume took to the stand, complete with mechanical breathing echoing over the mic (sounding less menacing than pervy). Standing before local officials, the cosplayer delivered a satirical speech in support of San Diego's expanding network of Flock Safety cameras.

Addressing the committee in full character, the speaker announced that the Dark Side was fully aligned with the city's tech-driven law enforcement efforts. "The Emperor is a fan of Flock, and we must continue utilizing Flock technologies so that we can follow and surveil the rebel scum," he told council members, adding that the expanded automated license plate reader system would help the Empire locate Luke Skywalker in his X-Wing and reveal the rebels' hidden base on the icy planet Hoth.

The masked orator also used dark (Force) humor to spotlight pressing civil liberties concerns surrounding license-plate tracking and dragnet monitoring. Pointing out that cameras capture movement near public parks, pools, and schools, the speaker mockingly praised the tech for tracking children and sarcastically noted it would help him "stalk my ex-girlfriend," a jab at reported cases where law enforcement officers misused surveillance databases for personal tracking.

The Dark Lord didn't stop at cameras. He turned his attention to city policies regarding public encampments and municipal spending, sarcastically arguing that tax dollars were far better spent on "surveillance technology that imprisons" people than on libraries, daycare centers, or homeless shelters. He urged the council members to perform "Jedi mind tricks" and double-speak on the public to convince residents that invasive monitoring was ultimately for their own good, dramatically waving a gloved hand toward the audience.

Indeed, California is no stranger to unique performances like this one, but this particular appearance brought a theatrical twist to a heated civic debate. The city currently utilizes over 550 Flock Safety cameras, drawing intense pushback from privacy advocates, and civil rights groups.

A man dressed as Darth Vader appeared to poke fun at San Diego officials for using Flock Safety automated license plate readers at a city council meeting this week, a stunt that comes as the company faces growing backlash linked to spying concerns.

The man, whose real identity remains unknown, masqueraded on Thursday as the Star Wars villain at a San Diego public safety committee meeting.

“The emperor is a fan of Flock,” the man said, though he proceeded to portray the surveillance hardware in an ominous light.

“We must continue utilizing Flock technologies so that we can follow and surveil the rebel scum as they move from playground to playground, from playground to pool, from pool to gymnasium,” he continued.

The man also said the cameras could be employed for nefarious purposes such as tracking children and stalking a former romantic partner. (A Louisiana sheriff’s deputy was fired recently for using Flock’s system to track his ex-fiancee’s car more than 3,000 times, Guardian reporting partner WWL Louisiana reported).

Flock Safety, an Atlanta-based company, touts its technology as an aid to law enforcement, highlighting achievements on its website such as tracking missing people and recovering stolen vehicles.

San Diego city council members voted in December to continue using Flock’s camera system.

Recent blunders, however, have cast scrutiny on the technology.

In San Diego, a man spent a month behind bars after a Flock license plate reader falsely linked him to an attempted violent carjacking, according to the Times of San Diego.

As of August 2026, about 100 municipalities have deactivated, canceled or rejected contracts with Flock, according to the grassroots group DeFlock.

Some critics have taken matters into their own hands, undergoing vigilante-esque missions to dismantle or destroy the cameras. An Ohio man was arrested for allegedly damaging a Flock camera, but a grand jury recently declined to indict him on felony vandalism charges.

In August, Flock announced new policies aimed at curbing misuse of its system, including a mandate for law enforcement agencies to adopt an audit assistance feature in its system by the end of the year, although some legal experts described the accountability measures as insufficient.

 

FORD

Ford enters FIA WEC championship

Ford has released photos of the supercar it is preparing for the FIA ​​WEC (World Endurance Championship), or World Prototype Championship. Its main feature, which distinguishes it from the competition, is expected to be a powertrain configuration unusual for a sports prototype. The car is currently being tested at the Paul Ricard circuit in France, and its racing debut is scheduled for March next year.

Ford will join the top echelon of WEC with a car developed on an Oreca chassis. However, while many of its rivals use 6-cylinder turbocharged engines, Ford has opted for a naturally aspirated V8. The engine displacement is 5.4 liters, with the unit itself based on the production Ford Coyote block, which is used, among other things, in the Ford Mustang. The total power of the hybrid system is limited by racing regulations to 670 “horses”.

The first race of the next season, the debut of the new Ford, is scheduled for March 21 and 22 at the track in Qatar. The crowning glory of the season will be the 24 Hours of Le Mans, scheduled for June 12th and 13th, a race that Ford marked in the second half of the 1960s, recording four consecutive victories between 1966 and 1969.

The timeline has moved quickly. Ford fired up the car's naturally aspirated V8 for the first time on 4 July, and running-in checks began on 5 August. Twelve days later, the prototype turned its first proper laps at Paul Ricard — a circuit picked largely because it sits a short drive from ORECA's factory, which built the chassis. Ford Racing says the team has “methodically followed a comprehensive programme to activate and verify every control system”, and that all of them are now fully operational. Blomqvist and Rockenfeller are due to take over later in the test week, with Nick Yelloly and Sebastian Priaulx also part of the wider driver roster.

“This was the culmination of months of painstaking work,” acknowledged Ford Racing’s FIA WEC Hypercar Programme Manager, Sayers. “It was one of our most significant milestones to-date, and as I reflect upon the journey to this point, I’m proud of the groundwork that was laid long before the engine ever turned over. 

“Its development is already showing great promise on the dynos in Dearborn, where we’ve been pushing the limits of performance and durability and learning a lot at the same time. That dyno work, combined with parallel progress on the chassis side with ORECA, has now converged into a complete package ready for the next phase.

“The firing of the engine is more than a symbolic moment – it’s a critical validation step. We are doing everything from an engine perspective in-house and we’re doing that because we can react faster, learn faster and bring that back to the production side of the business. [The engine] serves as a direct link to Ford’s production performance vehicles as well as accelerating the transfer of technology between the racetrack and the road.

“Hearing the Coyote V8 come alive within its intended home for the first time confirmed that months of integration work between the powertrain and chassis teams have paid off. Looking ahead, we have a lot of laps to turn later this year, but the work has already started and I’m excited for what’s ahead.”

A V8 that refuses to downsize...The engine is the most distinctive part of the story. While most of the current Hypercar grid has gone turbocharged, Ford is racing a 5.4-litre naturally aspirated V8 derived from the unit already used in the Mustang Dark Horse R, GT4 and GT3 programmes. It still runs the hybrid system every LMDh car must carry under the class's shared technical rules, but the base engine is pure Ford, developed at the brand's Dearborn facility rather than bought in. It is a deliberate choice, not a compromise — Ford is betting that a proven, characterful V8 will do more for the brand than a smaller, quieter unit built purely around a lap time.

Visually, the car is still wearing the blue-and-white camouflage it has worn since its unveiling, with “Ford Racing” lettering across the bodywork. The nose sits low, in a style not unlike Ferrari's 499P, with a raised front splitter and aerodynamic flicks along the sides. Unlike other ORECA-built cars on the grid, this one is running without the small front fin usually fitted to the marque's chassis — a detail that suggests Ford and ORECA are exploring their own aerodynamic path rather than simply copying the customer template. Nothing about the final specification is confirmed, and Ford has not released a power figure, weight, or the car's eventual name.

Indeed, next up for Ford’s Hypercar programme will be a comprehensive track testing schedule at various circuits throughout Europe – and later the United States – which is due to begin next month. The focus will be placed on performance, reliability, aerodynamics and hybrid system integration in conditions aimed at simulating the myriad demands of an FIA WEC race weekend. 

Sayers expects the input from all six confirmed drivers – Logan Sargeant, Mike Rockenfeller, Sebastian Priaulx, Matt Campbell, Tom Blomqvist and Nick Yelloly – to play a vital role in the project’s transition from the virtual world to the real world, as the ‘Blue Oval’ bids to hit the ground running come the curtain-raising contest next spring. 

“Of course it’s early days, and we have a huge amount of work ahead of us, but the sim work and dyno numbers give us a great foundation,” the Brit reported. “Still, there’s no substitute for what the drivers feel through the wheel and seat once we’re actually out on-track – that feedback loop is what will truly sharpen this car over the upcoming months. 

“With the engine now firing within the chassis and a circuit debut just weeks away, our Hypercar programme is entering its most visible and consequential phase yet – one that brings Ford Racing another step closer to its ultimate ambition.”

Ford is stepping into arguably the toughest era the top class of endurance racing has ever seen. Porsche, Ferrari, Toyota, Cadillac, BMW, Peugeot, Aston Martin and McLaren already build or race Hypercars, and Genesis is circling the category too. Starting later than a rival such as McLaren is not being treated as a problem internally — Ford's programme management has said publicly that it is not concerned about the timeline, and 2027 remains the target for a full FIA WEC campaign built around a real assault on the 24 Hours of Le Mans.

Autonext take...Ford choosing a naturally aspirated V8 for a 2027 Hypercar is not a nostalgia play. It is a brand decision. Every rival on this grid has already accepted some form of turbocharging or hybrid-heavy downsizing to chase efficiency numbers; Ford is betting that sound, character and a direct line back to its road-going Mustang programme matter just as much to the people who will actually watch this car race.

That said, running without a front fin while everyone else on the ORECA customer platform keeps theirs is the kind of detail that either ages very well or gets quietly reversed within a season. We would not read too much into it yet. What matters more right now is that the programme is hitting its own dates — engine fired in July, running-in in August, laps on track before the month is out. For a manufacturer that has not fought for outright Le Mans victory since the GT40 era, simply being on schedule is itself the story.

Ford's Hypercar programme continues to build on the momentum from its July V8 first-start, as the WEC's current era keeps delivering — Toyota's latest 24 Hours of Le Mans win among the proof that the Hypercar class has never had this much depth.

 

Autonews

BMW

BMW M3 40th Anniversary Limited Edition

The BMW M3 E30 is 41 years old, having debuted at the 1985 Frankfurt Motor Show. However, production didn't begin until the following year. That's why BMW has been busy this year celebrating four decades since the M3 hit the streets, according to BMWblog.

China is another market that has received a limited edition M3 to mark the anniversary. Available as a sedan and wagon, the car gets a predictable name: the BMW M3 40th Anniversary Limited Edition. Production is limited to 20 units for each body style, but the vehicles wear different colors. The G80 sedan comes in a retro Laguna Seca Blue. The more practical G81 gets a striking Wildberry exterior.

As you can imagine, there’s plenty of “40 Jahre M3” badging inside and out. You’ll notice it on the center console, front headrests, side sills, and even the roof. The latter comes in carbon fiber on the sedan but not on the wagon, as BMW still doesn’t sell the Touring with a carbon roof. It’s not going to happen as reworking the assembly line for a niche model would be too costly. The G81 has already entered the last part of its life cycle anyway, so it’s not worth the hassle.

While most of the BMWs sold in China are built locally and are therefore considerably cheaper than their global counterparts, it’s the other way around for the M3. The G80 and G81 come from Munich and cost the proverbial arm and a leg in this new 40th Anniversary Limited Edition. The xDrive-equipped sedan is a Competition model that goes for RMB 1,038,000. The wagon, which BMW only builds in the all-wheel-drive Competition configuration, retails for RMB 1,068,000.

At current exchange rates, that works out to approximately $154,000 and $159,000, respectively. Yikes. To sweeten the pot, BMW throws in the M Driver’s Package as standard equipment. It unlocks an 180 mph (290 km/h) top speed for the sedan and a slightly lower 174 mph (280 km/h) for the wagon. Buyers will only be able to test it out on a track since China doesn’t have the equivalent of an Autobahn.

The M3 Touring looks bolder than the sedan, replacing the black-look 826M wheels with a bronze finish. These 19-inch front and 20-inch rear wheels come with blue calipers on the G80 and red on the G81 to complement the body color.

In addition, BMW is giving the Chinese special edition a completely blacked-out grille for an even more serious look.

There’s also plenty of “40 Jahre M3” badging inside and out. They’re found on the center console, front headrests, side sills, and even the roof. The latter comes with carbon fiber on the sedan, but not on the wagon, as BMW doesn’t yet sell the Touring with a carbon fiber roof.

While most BMWs sold in China are built locally, the M3 is the other way around. The G80 and G81 come from Munich and cost a fortune in this new limited edition 40th anniversary edition. The sedan equipped with xDrive is the Competition model, which retails for 1,038,000 yuan. The station wagon, which BMW only produces in Competition configuration with all-wheel drive, sells for 1,068,000 yuan. At current exchange rates, that’s roughly $154,000 and $159,000, respectively.

BMW is also adding the M Driver’s Package as standard equipment. It unlocks a top speed of 290 km/h for the sedan and a slightly lower 280 km/h for the station wagon.

Autonews

TESLA

Tesla Semi electric truck for Europe to be unveiled in September

Although it has taken a long time, Tesla's electric Semi truck is finally coming to the European market.

Tesla's electric truck will be unveiled at the Hanover Fair in September, where specifications and details of the European version will be revealed, which could potentially mean a market launch in 2027.

The fair will take place from September 15 to 20 and is considered the world's most important commercial vehicle show.

First unveiled in 2017, the Semi is set to go on sale in the US in 2022, but its availability in Europe has been in doubt until now, and it is still unclear what Europeans will actually get.

Tesla will be hoping that the Semi can invigorate the electric HGV segment in the same manner as it did with passenger cars a decade ago. Electric lorries from mainstream manufacturers are few and far between, and hauliers remain concerned about their range, charging and carrying capacities. To that end, Tesla claims the Semi is more powerful, more efficient and cheaper to operate than traditional lorries.

In the US, it is offered in two specifications. The Standard Range is claimed to be capable of covering 325 miles between charges and its tri-motor powertrain combines to send up to 1073bhp through its dual rear axles.

Tesla says it can replenish 60% of its range in 30min when connected to one of its Megachargers, which deliver up to 1200kW.

The Long Range version has the same powertrain, but an extended rear section of the cab holds additional batteries that boost its range to a claimed 500 miles.

It remains to be seen whether both versions of the Semi will be offered in Europe, but Tesla’s UK website quotes figures for only the Standard Range.

For reference, the 40-tonne MAN eTGX has power outputs of between 328bhp and 536bhp, ranges of up to 358 miles and the ability to recharge at up to 1000kW. The Mercedes eActros 600 has a range of 311 miles and is due to gain megawatt charging capabilities in the future.

The Semi was first revealed in 2017 but faced a stunted development cycle, and the first examples entered operation with PepsiCo in the US five years later. Tesla has yet to disclose how many Semis it has delivered but recently sold 500 examples to Swedish transport firm Einride, which is claimed to be the biggest single order for the lorry yet.

In the US, the Semi is offered in Standard Range and Long Range versions. The base version has a range of 523 km, while the second version increases that range to 805 km. Both versions use three electric motors that develop up to 1,088 hp.

To achieve these range values, huge batteries are needed, so a 548 kWh battery is in the Standard Range truck, while the Long Range model is powered by an 822 kWh battery. Trying to charge them even with a 250 kW car charger would take forever, so the Semi can be charged with up to 1.2 MW, which potentially allows it to "inject" a significant amount of energy into the battery during a simple coffee stop and a trip to the toilet. Tesla moved from trial production to full-scale production of the redesigned Semi truck at its factory in Nevada in April of this year, and hopes to produce 50,000 vehicles annually when production reaches full capacity. 

Tesla confirmed that its Semi electric truck is coming to Europe, and that it will reveal the specs and launch details next month at IAA Transportation, the continent’s largest commercial vehicle show.

The Tesla Semi account posted that “specs & launch details for Semi in Europe” will be “unveiled at IAA Transportation in Hannover, Germany,” which runs September 15-20. A Semi will be on display at the show.

The announcement is short on detail by design. Tesla isn’t giving European range figures, pricing, or an on-sale date yet. It’s committing to bring the truck to Hannover and put numbers on the board there.

Tesla has been publicly gearing up to sell the Semi in Europe since last year, and at IAA 2024 it brought a truck but said almost nothing about an actual market plan. This time it’s framing Hannover as the launch venue, which is the clearest signal yet that Europe is happening rather than being perpetually “coming.”

What Europe will get, at least mechanically, is the truck Tesla is already building in Nevada. Tesla revealed final specs in February for two trims: a Standard Range rated at 325 miles (523 km) and a Long Range at 500 miles (800 km). Both run an 800-kW tri-motor drivetrain rated at 1,072 hp and charge at up to 1.2-MW Megacharger speeds.

Tesla is quoting $290,000 for the Long Range Semi and roughly $260,000 for the Standard Range in the US — the lowest-priced Class 8 battery-electric tractor on that market. What those trucks cost in euros, and where they’ll be built for Europe, are open questions the reveal will need to answer.

Production is finally real...A European launch gives some credibility to Tesla finally achieving volume production of the long-delayed truck.

Tesla rolled the first Semi off its high-volume production line at Gigafactory Nevada in April. That dedicated 1.7-million-square-foot plant is designed for 50,000 trucks a year, and it’s what turned the Semi from a nine-year “coming soon” into something fleets can order.

Demand has followed the production. This week, Swedish freight-tech company Einride placed the largest Semi order yet at 500 trucks — though notably for its North American fleet, not Europe. PepsiCo now runs close to 100 Semis in California.

Mercedes-Benz’s eActros 600, a long-haul electric truck with about 500 km of range and a 600-kWh battery, is already on the road in 15 European countries. Volvo Trucks, the region’s electric heavy-truck sales leader, unveiled a new generation of electric HGVs in April. MAN, Scania, Renault Trucks, and DAF all have battery-electric Class 8 tractors in production or delivery.

These aren’t concepts. European fleets have been buying and running electric long-haul trucks from domestic brands with established service networks, homologation, and dealer support — the exact infrastructure Tesla still has to build out on the continent.

But in the US at least, Tesla appears to have cost and range advantages. At the unveiling at IAA next month, we should see if these advantages carry over to Europe.

The Standard Range costs $260,000, which corresponds to 222,000 euros, while the Long Range requires about $300,000, or 257,000 euros. However, prices after taxes in Europe could be higher. Mercedes' eActros 600 is sold on the Old Continent for around 300,000 to 400,000 euros, which is 350,000 to 470,000 dollars.

Autonews

AUTONEWS

These are the motorcycles that can already see what you can't

Motorcycles are incorporating a new generation of safety systems capable of detecting vehicles, calculating distances, and anticipating risky situations. These are ARAS (Advanced Rider Assistance Systems)—the two-wheeled equivalent of ADAS in cars—and they are already present in models sold in Spain.

The most impressive technology is radar, installed at the front, the rear, or both. Thanks to its sensors, the motorcycle can detect the presence and movement of other vehicles and use this information to activate features such as adaptive cruise control, collision alerts, blind-spot detection, and lane-change assistance.

The most impressive technology is radar, installed at the front, the rear, or both. Thanks to its sensors, the motorcycle can detect the presence and movement of other vehicles and use this information to activate features such as adaptive cruise control, collision alerts, blind-spot detection, and lane-change assistance.

The goal is not to replace the rider, but rather to expand their field of information and increase their reaction time. These systems can be useful on highways, in heavy traffic, and during lane changes, where a vehicle might remain outside the rider's field of vision.

Motorcycling provides an exhilarating sense of independence, but it also poses significant safety concerns. Unlike four-wheeled vehicles, motorcycles lack physical protection, leaving riders more vulnerable to accidents. Advanced Rider Assistance Systems (ARAS) are changing this reality by equipping motorcycles with intelligent, sensor-driven technology that assists riders in real time. This riding assistant technology is revolutionizing how motorcyclists interact with their environment.

ARAS acts as an electronic co-pilot, continuously monitoring the environment and rider conditions, issuing alerts and interventions to help prevent accidents and improve commuting comfort. In this blog, we explore how ARAS is transforming the two-wheeler riding experience, making it safer, smarter, and more confidence-driven. Leading OEMs such as Yamaha and Honda have already begun developing and integrating ARAS features into their premium two-wheeler models.

What is the Advanced Rider Assistance System (ARAS)? Advanced Rider Assistance Systems (ARAS) represent a paradigm shift in motorcycle safety and riding intelligence. Designed specifically for two-wheelers, these systems integrate smart sensing, control, and communication technologies to actively assist riders in crucial situations, enabling enhanced situational awareness and proactive safety measures.

ARAS leverages radar, lidar, and video detection, along with AI-driven decision-making, to enable precise environmental mapping and object recognition in all conditions and deliver real-time awareness of traffic dynamics, blind spots, lane borders, and approaching vehicles.

These capabilities extend beyond simple collision alerts to include:

Adaptive Cruise Control – Maintaining safe following distances automatically

Lane-Keeping Assistance – Improved highway stability through gentle guidance

Rear Collision Warnings – Detecting fast-approaching vehicles from behind

By continuously monitoring the environment and evaluating rider behavior, ARAS transforms ordinary motorcycles into intelligent, responsive vehicles that anticipate and alert to hazards before they materialize. This comprehensive riding assistant functionality operates as a seamless extension of the rider’s capabilities.

Just like cars, motorcycles are also increasingly equipped with rider assistance systems(image above) Bosch

Why ARAS matters...Unfortunately, motorcycles, by default, due to their physical design, expose riders to serious dangers, including poor stability, limited visibility, and vulnerability in crashes. Despite accounting for fewer vehicles globally, motorcycles are responsible for more than one-third of all global road traffic fatalities. This stark disparity highlights the vulnerability of riders and the urgent need for enhanced safety measures.

ARAS addresses this challenge by combining cutting-edge hardware and AI algorithms to continuously assess risk, providing early alerts and automated solutions that comparatively exceed human reaction times for unexpected scenarios. The energy efficiency of these ARAS systems ensures minimal power consumption while delivering maximum protection. According to studies, these systems can reduce the likelihood of an accident on equipped bikes, particularly in demanding environments such as interstate cruising, urban stop-and-go traffic, and complex overtaking maneuvers.

Front radar to anticipate traffic...One of the pioneering motorcycles was the Ducati Multistrada V4, which incorporated front and rear radars to manage adaptive cruise control and blind-spot detection. The former maintains a selected distance from the vehicle ahead; the latter alerts the rider to vehicles located in hard-to-see areas.

BMW has further refined this technology. The R 1300 GS can be equipped with the Riding Assistant, while the R 1300 RT uses a radar capable of detecting vehicles up to 100 meters away and adjusting speed to maintain a safe distance. On the R 1300 RS, the Innovation package adds Front Collision Warning, Rear Collision Warning, and Lane Departure Warning. BMW combines sensors to provide the rider with information about situations that might otherwise be outside their field of view.

KTM is pursuing a similar strategy with the 1390 Super Adventure. On the S version, front radar is optional; on the S EVO, it comes as standard, while on the Super Adventure R, it can be added as optional equipment.

Rear radar and environmental monitoring... Triumph uses rear radar on the Tiger 1200 GT Explorer and Rally Explorer models. The system offers blind-spot detection and lane-change assistance. A light located below the rearview mirror alerts the rider when a vehicle is detected in the blind spot or approaching rapidly from behind. This development demonstrates that rear radar is no longer an experimental technology.

Ducati offers several Multistrada models featuring front and rear radar, ACC (Adaptive Cruise Control), and blind-spot detection; BMW and KTM have expanded their systems, while Triumph is focusing on rearward monitoring.

Depending on the model, these systems may come as standard or be part of optional packages. The next step will be to integrate technologies capable of better interpreting the environment and communicating with other vehicles or infrastructure. Motorcycles do not ride themselves, but they can increasingly provide early warnings, maintain distances, detect hidden vehicles, and supply information that the rider's eyes cannot always capture. ARAS systems are paving the way for a more connected, proactive, and safe riding experience, without removing the rider's responsibility.

by: Autonews

 

FIAT

FIAT 238 E Panorama: the evolution of one of the Italian manufacturer's most important light commercial vehicles

In the late 1970s—a time when European utility vehicles still retained a strong, distinctive character and passenger vans were beginning to gain ground as alternatives to conventional cars—FIAT offered a particularly interesting solution: the 238 E Panorama. Based on a design dating back to 1967, the model represented the evolution of one of the Italian manufacturer's most important light commercial vehicles; in its passenger configuration, it combined the practicality of a van with the comfort of a minibus. By 1979, the 238 E Panorama had reached a mature stage in its lifecycle, following updates made in 1977–78.

The story of the 238 began a decade earlier as the successor to the FIAT 1100 T. Its design was quite modern for the time, featuring a transverse front-engine, front-wheel-drive layout technically derived from the Autobianchi Primula. This configuration allowed for a relatively low floor and maximized space for passengers or cargo—a feature that helped explain the design's longevity. Initially equipped with a 1,221 cc engine, the 238 later adopted the 1,197 cc and 1,438 cc engines from the FIAT 124 family.

The 1977 update introduced the 238 E, which featured a restyled front end—including a lower, wider grille that incorporated the headlights—as well as new side trim. The interior was also upgraded with more comfortable seats, a revised climate control system, and a more comprehensive instrument cluster. Among the various commercial configurations available—such as panel van, platform truck, double cab, ambulance, and minibus—was the 238 E Panorama, marketed as a true passenger-oriented touring version. Italian advertising from the era specifically highlighted its ability to transport nine people with a standard driver's license, positioning the model closer to the concept of a large family car.

For 1979, the standout engine was the well-known 1,438 cc inline-four, designated by the code 131 AZ 000. Fed by a Weber carburetor, it produced approximately 52 hp at 4,600 rpm—a modest output by modern standards, yet adequate for the vehicle's intended purpose. It featured a 4-speed manual transmission, and front-wheel drive remained a key characteristic of the vehicle's design. A documented 1979 Panorama model measures 4,590 mm in length, 1,835 mm in width, and 1,927 mm in height, with a wheelbase of 2,400 mm and a weight of around 1,440 kg. Its top speed was approximately 110 km/h.

More important than performance figures, however, was its versatility. The Panorama version could accommodate eight passengers plus luggage—or nine occupants, depending on the configuration—effectively making the 238 a sort of minivan *avant la lettre*. The concept also found a receptive market among companies specializing in motorhome conversions; the front-wheel-drive platform and relatively low floor made it easy to transform the vehicle into a compact home on wheels—a role that would define much of the 238's career.

Interestingly, even after the larger Fiat 242 arrived in 1974, Fiat decided to keep the 238 in production. While the new model was more spacious and technically more modern, it was also more expensive and targeted at a higher market segment. The veteran 238 thus continued to serve as a compact, versatile utility vehicle, benefiting from more manageable dimensions and a well-proven mechanical setup. This strategy allowed the model to remain in the lineup until 1983, when it was finally replaced by the Fiat Ducato, developed as part of a new generation of European commercial vehicles.

The 1979 Fiat 238 E Panorama may not possess the prestige of a 130 Coupé, a Dino, or a 131 Abarth, but it represents an equally important facet of the Italian industry: the ability to turn simple technical solutions into highly functional products. With its boxy shape, vast glass area, transverse front-mounted engine, front-wheel drive, and enough space to carry practically an entire small family, the Panorama anticipated—in many respects—the philosophy behind future European family vans. It was, in essence, a work vehicle that discovered a second calling: transporting people, not just cargo, with the practicality and mechanical ingenuity that characterized Fiat during that era.

Autonews