HONDA X-ADV (2027): the new model refreshes its lineup with expanded color options while maintaining its status as a model without rivals
Long a benchmark for style, versatility, and high technology, the X-ADV refreshes its lineup with expanded color options while maintaining its status as a model without rivals.
The Honda X-ADV has successfully garnered universal acclaim among motorcyclists worldwide. Since its launch, it was immediately recognized as a bold innovation, thanks to its unique concept and—above all—its creative design and advanced technology.
The X-ADV truly took the world by storm by blending two distinct segments: adventure bikes and scooters. What once seemed unlikely—or even impossible—was skillfully realized by Honda. It is in the company's DNA to encourage its designers to offer fans models they hadn't even imagined, yet which become essential once released.
Honda CB750 Four, Gold Wing, Africa Twin, Fireblade... the brand's history is marked by incredible examples of "thinking outside the box," and the X-ADV rightfully belongs in this gallery. Dynamically efficient, technologically advanced, and aesthetically well-executed, the 2027 Honda X-ADV retains its core technical characteristics while introducing two brand-new color options—Mat Pearl Glare White and Graphite Black. These radically contrasting shades highlight the dual-purpose nature that a true adventure machine like this can offer.
A standout feature of the X-ADV is its engine: a liquid-cooled, 8-valve, parallel-twin OHC unit that combines impressive power with excellent torque at low and mid-range RPMs. Equipped with a Throttle By Wire (TBW) system, it offers a choice of four preset riding modes—Sport, Standard, Gravel, and Rain—plus two customizable modes (User 1 and 2) to suit the rider's needs, alongside the peace of mind provided by Honda Selectable Torque Control (HSTC). The Dual Clutch Transmission (DCT) system allows the rider to choose between automatic and manual gear shifting, ensuring optimal performance whether for sporty riding or daily use in urban and highway environments.
The X-ADV 2027’s chassis and suspension setup features proven technical solutions that reflect Honda’s expertise in creating models capable of tackling rough terrain while offering agility for sporty riding: a tubular steel frame, 41mm inverted front forks, and a Pro-Link rear suspension with an aluminum swingarm—all adjustable—along with spoked wheels (17-inch front, 15-inch rear). Safety is also a highlight, featuring a 2-channel ABS system configured for both on- and off-road use, radial-mount four-piston front brake calipers, and a single-piston rear caliper.
The X-ADV’s innovative, aggressive look—accentuated by two all-new color options—is defined by its dual LED headlights with integrated daytime running lights (DRL) that also serve as turn signals. The spacious two-level seat is complemented by a 22-liter storage compartment equipped with a USB-C port. Practicality is further enhanced by a handy storage compartment located on the back of the front fairing.
The 5-inch color TFT display offers excellent readability and allows the rider to choose from three different display layouts. A backlit four-way switch on the left handlebar provides intuitive control of the information shown on the dashboard. Cruise control—an essential feature for a scooter with strong touring capabilities—is seamlessly integrated with the Dual Clutch Transmission (DCT). Given the modern nature of a scooter like the X-ADV, sustainability could not be overlooked; consequently, eco-friendly materials such as DURABIO, along with other recycled plastics and rubbers, have been used for the bodywork and various components of the 2027 X-ADV.
The refined ergonomics of the 2027 X-ADV design are also noteworthy; the seat height of 820 mm and wide handlebars ensure excellent control and comfort—a feature further enhanced by a three-position adjustable windshield that can be operated with one hand. Robust handguards provide protection during off-road riding and in rainy weather.
The 2027 X-ADV is well-equipped with safety and convenience features, including a courtesy light in the under-seat storage compartment, a parking brake located on the right handlebar, a convenient Smart Key system, and the ESS (Emergency Stop Signal), which activates the rear turn signals during emergency braking.
The Honda X-ADV 2027 will be available at dealerships starting in August. It comes with a 3-year unlimited-mileage warranty, plus Honda Assistance service provided free of charge throughout the warranty period. Coverage extends to Brazil, Chile, Argentina, Uruguay, Paraguay, and Bolivia. Maintenance intervals are set at 6,000 kilometers or 6 months following the initial service, which must be performed at 1,000 kilometers or 6 months.
Autonews
MOTO GP
Fernandez wins British GP
MotoGP wrapped up its visit to Silverstone with a British GP marked by numerous crashes, resulting in a total of six retirements. Aprilia lived up to expectations and swept the podium, led by a dominant performance from Raúl Fernández, followed by Jorge Martín and Marco Bezzecchi.
Meanwhile, Diogo Moreira faced issues at the start but recovered to finish 10th.
The Spanish driver Raul Fernandez of the Trekhaus team is the winner of today's race in the Moto GP Championship for Great Britain at the Silverstone circuit.
Fernandez achieved his first victory this season in the royal class, and the second in his career, with a result of 39:45.93.
Second place at the Great Britain Grand Prix was won by Spanish Aprilia driver Jorge Martin, who was 2.538 seconds behind the winner. Another Aprilia driver, Italian Marco Beceki, was third, 3.393 seconds behind Fernandez.
Martin holds the first place in the overall ranking of drivers with 240 points, while Beceki is second with 209.
However, the Spaniard bounced back on Sunday, taking the lead right off the line before pulling away from the rest of the pack to beat Jorge Martín’s factory Aprilia by more than 2.5 seconds. This marked the second victory of Fernández's premier-class career and his first of 2026, reigniting his hopes for a potential title challenge.
Speaking after the race, Fernández admitted he had been blaming himself following a difficult Saturday but managed to regain his composure: "What did I tell myself [after the crash]? That I’m an idiot."
"Because we had talked with [Trackhouse team principal] David [Brivio] about not making mistakes, and I made a stupid one. Of course, it all started with a bad start, but after that, I didn't handle the situation well, and that’s why I was so frustrated with myself."
Fernández used Sunday morning's warm-up session to regroup; the extra track time allowed him to explore the limits of the Michelin tires and calm down after his sprint race crash.
"Today, I was really focused, because what I can control is what depends on me; so, I focused on myself. As I’ve said many times, when something makes me angry, I’m able to channel that anger into positive energy." “This morning, I went out [in the warm-up] to let off some steam so I wouldn't make mistakes in the race. I was pretty annoyed with myself and maybe pushed too hard. That’s when I realized the tire’s limit was probably around 1:58.4 or 1:58.5, so I immediately tried to stay in the low 1:59s [during the race].
“So, I learned what the rear tire’s limit was. That’s why I didn’t worry about tire performance in the final part of the race.”
Fernández stated that the decision to use the soft rear tire—despite the expectation of high degradation—contributed to his crash in the sprint race. However, he thanked his boss, Brivio, for helping him bounce back from Saturday’s disappointment and return to the top step of the podium.
“Yesterday, I was considering [using] the medium rear tire right up until the last moment. So, it was a compromise; I wasn't fully convinced by that decision." "So, during the sprint, I was frustrated, and perhaps that’s also why I crashed yesterday." Unlike on Saturday, Fernández got a better start than Martín and shot into the lead, while the championship leader ran into trouble at Turn 1, with his bike throwing sparks. By the second sector, yellow flags were out for Mir and Rins.
At the end of the first of 20 laps, Raúl Fernández held a lead of over a second over Bezzecchi, who was a second ahead of Martín. Marc Márquez, Ai Ogura, Pedro Acosta, and Álex Márquez followed, while Moreira dropped to 17th.
Ogura was experiencing issues with his bike during the opening laps; it was shaking excessively. This caused the Japanese rider to lose pace and positions, dropping to seventh by the start of the third lap.
By lap five, Fernández was cruising comfortably at the front, opening a gap of nearly three seconds over Bezzecchi, who kept Martín a second behind. Marc Márquez was fourth, 1.2 seconds back, under pressure from Álex, Acosta, and Ogura. Moreira moved up to 16th, one spot outside the points.
Shortly after, two consecutive yellow flags—caused by crashes involving Bastianini and Lecuona—promoted Moreira to 14th place. Further up the field, Marc struggled to maintain a strong pace, just as he had in the sprint; he dropped to sixth, losing places to Álex and Acosta.
Further back, two more crashes—involving Crutchlow and Bagnaia—added to the race's long list of retirements as early as lap 8, before the event had even reached the halfway mark.
At the halfway point, Fernández remained comfortably in the lead with a 4.4-second advantage—now over Martín, who had overtaken Bezzecchi. Shaking up the championship standings, another crash occurred—this time involving Ogura at Club, the circuit's final sequence of corners.
At this stage, Fernández led Martín by 4.4 seconds, while Martín had opened up a 0.8-second gap over... Bezzecchi. Acosta was fourth, 1.1 seconds back, followed by Álex and Marc Márquez. Moreira was 13th, 0.4 seconds behind Miller.
Martín showed better pace than Fernández, but not enough to mount a real challenge for the win, cutting the gap to 3.4 seconds with four laps to go. Bezzecchi was third, 1.6 seconds back and under heavy pressure from Álex Márquez, with Acosta in fifth. Moreira continued to make progress, holding 11th place, 1.5 seconds behind Marini.
“But I’m happy because the team—or, at this moment—gave me something. When I feel that kind of frustration, the team gives me something that turns into positive energy. I use that frustration to go faster, so maybe that helped.”...said Martín
The next race in the Moto GP championship will be held on August 30 for the Aragon Grand Prix.
Autonews
PORSCHE
Porsche 944 Turbo: sports performance, elegant design, and accessibility for its time
The 1989 Porsche 944 Turbo is a milestone in Porsche's history, representing the pinnacle of the 944's evolution—a model that combined sports performance, elegant design, and accessibility compared to the iconic 911. Initially launched in 1985 as a turbocharged version of the 944, the 1989 Turbo Coupé—also known as the 944 Turbo S in international markets—established itself as one of the most advanced cars of its era, offering a unique blend of technology, power, and practicality. This model not only raised the bar for front-engine sports cars but also earned a special place among the brand's enthusiasts.
History of the 1988- 1989 944 Turbo S...In 1988, Porsche introduced the 944 Turbo S with a more powerful engine (designation number M44/52) rated at a maximum power output of 250 PS (184 kW) at 6,000 rpm and 350 N⋅m (258 lb⋅ft) of torque at 4,000 rpm (the engine in the standard 944 Turbo generated 223 PS (164 kW) and 243 lb⋅ft (329 N⋅m)). This higher output was achieved by using a larger KKK K26-8 turbocharger housing and revised engine mapping which allowed maintaining maximum boost until 5,800 rpm, compared to the standard 944 Turbo, the boost would decrease from 0.75 bar (10.9 psi) at 3,000 rpm to 0.52 bar (7.5 psi) at 5,800 rpm. In June 1988, Car and Driver tested the 944 Turbo S (with the advantage of shorter final drive gear) and achieved a 0–97 km/h (0–60 mph) acceleration time of 5.5 seconds and a quarter-mile time of 13.9 seconds at 163 km/h (101 mph). The top speed was factory rated at 261 km/h (162 mph).
The 944 Turbo S' suspension had the "M030" option consisting of Koni adjustable shocks at the front and rear, with ride height adjusting threaded collars on the front struts, progressive rate springs, larger hollow rear anti-roll/torsion bars, harder durometer suspension bushings, larger 26.8 mm (1.055 in) hollow anti-roll/torsion bars at the front, and chassis stiffening brackets in the front frame rails. The air conditioning dryer lines were routed so as to clear the front frame brace on the driver's side. The 944 Turbo S wheels, known as the Club Sport design, were 16-inch Fuchs forged and flat-dished, similar to the Design 90 wheel. Wheel widths were 7 inches (178 mm) at the front, and 9 inches (229 mm) at the rear with a 52 mm (2.047 in) offset; sizes of the Z-rated tires were 225/50 in the front and 245/45 in the rear. The front and rear fender edges were rolled to accommodate the larger wheels. The manual transmission (case code designation: AOR) featured a higher friction clutch disc setup, an external cooler, and a limited-slip differential with a 40% lockup setting. The Turbo S' front brakes were borrowed from the 928 S4, with larger Brembo GT 4-piston fixed calipers and 12-inch discs; rear Brembo brakes remained the same as a standard Turbo. ABS also came standard.
The 944 Turbo S interior featured power seats for both driver and passenger and a 10-speaker sound system and equalizer + amp was a common option with the Turbo S.
In 1989 and later production years, the 'S' designation was dropped from the 944 Turbo S, and all of the turbocharged iterations of the 944 featured the Turbo S enhancements as standard, however, the "M030" suspension and the Club Sport wheels were not part of that standard. The 944 Turbo S was the fastest production four-cylinder car of its time.
The Porsche 944 was introduced in 1982 as the spiritual successor to the 924, designed to appeal to a broader audience seeking a more accessible Porsche that still embodied the brand's performance DNA. With an inline-4 engine, a transaxle layout (front engine and rear-mounted transmission), and an aerodynamic design, the 944 was already a success. However, the arrival of the 944 Turbo in 1985 took the model to the next level, meeting the growing demand for powerful sports cars in the 1980s within a competitive market that included rivals such as the Mazda RX-7, Nissan 300ZX, and Toyota Supra.
The 1989 944 Turbo Coupé—particularly the Turbo S version (or simply the 944 Turbo in some markets, featuring Turbo S specifications)—represented the peak of the lineup, incorporating significant improvements over earlier models with a focus on power, suspension, and trim.
Performance and specifications...The heart of the 1989 944 Turbo Coupé was its 2.5-liter, inline-4 engine, equipped with a KKK K26-8 turbocharger and intercooler. In the Turbo S version, the engine delivered 250 hp at 6,000 rpm and 350 Nm of torque at 4,000 rpm—a notable jump from the 220 hp of the standard Turbo from previous years. This power increase was achieved through adjustments to the electronic management system, higher boost pressure (1.82 bar), and improvements to the cooling system.
Featuring a 5-speed manual transmission and rear-wheel drive, the 1989 944 Turbo S accelerated from 0 to 100 km/h in about 5.5 seconds and reached a top speed of approximately 260 km/h—impressive figures for a car in its class at the time. The transaxle layout provided near-perfect weight distribution (51:49), ensuring exceptional balance in corners and handling characteristics that rivaled more expensive cars.
The suspension of the 1989 944 Turbo S was another highlight, featuring stiffer springs, adjustable anti-roll bars, and Koni shock absorbers (which were optionally adjustable). The brakes—utilizing 298 mm ventilated discs at the front and 299 mm at the rear—were sourced from the 928 S4, ensuring robust stopping power. The 16-inch wheels, featuring the ‘Club Sport’ design (7J front and 9J rear), were fitted with 225/50 VR16 and 245/45 VR16 tires, respectively—specifications exclusive to the Turbo S.
Design and interior...The design of the 1989 944 Turbo Coupé was an evolution of the original 944, styled by Harm Lagaay. Its smooth lines, pop-up headlights, and integrated bumpers maintained the classic 1980s aesthetic, while the larger rear spoiler and side skirts reinforced its aggressive stance. The bodywork, made of galvanized steel, offered corrosion resistance, contributing to the longevity of many examples to this day.
The interior was functional yet luxurious by the standards of the time, featuring leather sports seats (or optional cloth/leather), a four-spoke steering wheel, and a clear instrument cluster with a centrally positioned speedometer and tachometer. The model offered comfort for long journeys, with optional air conditioning, power windows, and a Blaupunkt sound system. Build quality was exceptional, reflecting Porsche's commitment to positioning the 944 as a premium car, despite it being more accessible than the 911.
Innovations and Highlights...The 1989 944 Turbo S introduced several improvements over previous models, many of which became standard across the Turbo lineup starting in 1989. Key highlights included:
Refined Turbo: The upgraded turbocharger reduced lag, offering more linear power delivery—crucial for a 4-cylinder sports car competing against V6 and rotary-engined rivals.
M030 Suspension: The M030 sports package, standard on the Turbo S, included stiffer suspension, larger sway bars, and tuning adjustments that improved track handling.
Limited-Slip Differential (LSD): A 40% LSD came standard, improving traction in corners and upon corner exit.
Airbag: Starting in 1987, the 944 Turbo offered an optional driver's airbag—a safety innovation for the era that became more common by 1989.
The 944 Turbo also shone on the racetrack, particularly in the Porsche Turbo Cup series—a one-make competition that highlighted the car's racing capabilities. The competition model, known as the 944 Turbo Cup, was stripped down and tuned, featuring a roll cage and optimized suspension, and it secured victories in various regional series. Furthermore, the 944 Turbo inspired the development of the limited-production 944 Turbo Cabriolet and paved the way for the 968, its 1992 successor.
In automotive culture, the 1989 944 Turbo Coupé is remembered as a car that democratized Porsche performance. While the 911 was the untouchable icon, the 944 Turbo offered a more accessible alternative, with a starting price of around $43,350 in the US (equivalent to approximately $100,000 in today's inflation-adjusted dollars). Its blend of style, performance, and practicality made it a favorite among enthusiasts seeking a Porsche for daily driving that still possessed the soul of a race car.
Impact and collectibility...Today, the 1989 Porsche 944 Turbo Coupé is highly prized in the classic car market—especially the Turbo S version—due to its rarity (only about 1,600 Turbo S units were produced in 1988, and its specifications were incorporated into the 1989 Turbo). Well-preserved models with low mileage and documented maintenance histories can command prices between $50,000 and $100,000, depending on condition and options. The durability of the engine and bodywork, combined with ease of maintenance (compared to the 911 of that era), makes the 944 Turbo a popular choice for collectors and track-day enthusiasts alike. The 1989 Porsche 944 Turbo Coupé represents the pinnacle of an era when Porsche dared to innovate, introducing a four-cylinder sports car that defied the brand's conventions. With its powerful turbo engine, timeless design, and dynamic balance, it earned a special place in automotive history. Whether on the track, on the open road, or in collections, the 1989 944 Turbo continues to be celebrated as a classic that blended performance, style, and accessibility—proving that Porsche could shine beyond the 911.
Autonews
sábado, 8 de agosto de 2026
AUTONEWS
New Model Shows Small NY Mobility Hubs Are Cutting Car Trips and Boosting Transit, Even With Sparse Data
But the same model suggests these demonstration hubs aren't necessarily located where they’d do the most good.
The hubs, one near UAlbany's downtown campus and the other in downtown Cohoes, work like transfer points, providing a bus stop paired with a shared bike dock that lets riders switch modes mid-trip instead of driving door to door. The Cohoes hub also offers car-share parking, a service not available at the UAlbany site.
Two pilot mobility hubs in New York's Capital District are nudging commuters out of their cars and onto buses, bikes, and car-share vehicles, according to a new analysis from NYU Tandon's C2SMART transportation research center.
But the same model suggests these demonstration hubs aren't necessarily located where they’d do the most good.
The hubs, one near UAlbany's downtown campus and the other in downtown Cohoes, work like transfer points, providing a bus stop paired with a shared bike dock that lets riders switch modes mid-trip instead of driving door to door. The Cohoes hub also offers car-share parking, a service not available at the UAlbany site.
Map indicating two pilot mobility hub locations(image above). Image credit: CDTA
The Tandon researchers estimate the hubs are cutting more than 75 vehicle miles driven each day and about 11 metric tons of carbon a year, roughly what two households produce annually. Riders pair two modes per trip, often combining a bus, bike-share, or walking leg with another mode, rather than driving or carpooling the whole way.
The hubs generate more than $5,000 a day in added value across both sites, a way of measuring how much better off travelers are with the extra option available, even if they never use it themselves, according to the researchers. It's not money changing hands, but a dollar figure economists use to capture things like time saved or an easier trip.
Chow and Ren started with an existing model that predicts how New Yorkers get around, built from more than 50 million simulated trips across the state. That model can guess whether someone will drive, take transit, bike, or walk for a given trip. Mobility hubs were not reflected in the simulation because they did not exist when the underlying data was put together.
The researchers then taught the model something new: that hub trips, like driving to a bus stop then biking the rest of the way, are also an option. To make that addition realistic rather than a guess, they tuned it using real information, a 40-response survey of hub users and actual ridership numbers from the Capital District Transportation Authority (CDTA), the region's public transit agency.
They then reran that tuning process a thousand times on slightly different versions of the same small dataset, a standard statistical check to make sure their results weren't just a fluke of having so little real-world data to work with.
"You don't have enough real-world data to evaluate a pilot like this, but you also can't wait years to find out if it's working," Chow said. "Our approach borrows strength from a much larger travel model and uses the small amount of real data we have to calibrate it."
The team used the model to estimate outcomes at 1,100 locations across the region, using existing CDTA bus stops as hypothetical hub sites, not real pilots. Among all 1,100, the two actual hubs CDTA built, as part of a demonstration project that ran from April 2022 to June 2024, ranked only in the middle, roughly the 20th to 40th percentile, on measures like how many drivers they'd pull off the road and how much value riders would get.
The model suggests, in other words, that the two pilot sites weren't necessarily where a hub would have the biggest impact, likely because they were chosen for practical reasons, such as available land or existing partnerships, rather than for maximum benefit.
"You don't have enough real-world data to evaluate a pilot like this, but you also can't wait years to find out if it's working," Chow said. "Our approach borrows strength from a much larger travel model and uses the small amount of real data we have to calibrate it."
The team used the model to estimate outcomes at 1,100 locations across the region, using existing CDTA bus stops as hypothetical hub sites, not real pilots. Among all 1,100, the two actual hubs CDTA built, as part of a demonstration project that ran from April 2022 to June 2024, ranked only in the middle, roughly the 20th to 40th percentile, on measures like how many drivers they'd pull off the road and how much value riders would get.
The model suggests, in other words, that the two pilot sites weren't necessarily where a hub would have the biggest impact, likely because they were chosen for practical reasons, such as available land or existing partnerships, rather than for maximum benefit.
"It was a little surprising the two hubs CDTA built landed in the middle of the pack," Ren said. "That's not a criticism; pilots get chosen for practical reasons. But it suggests real value in running this kind of analysis before committing to a location."
The authors say the same approach, pairing a small on-site sample with a large behavioral model, could extend to other emerging services, such as autonomous shuttles or microtransit, before enough ridership data accumulates to build a model from scratch. Chow said the underlying statewide model isn't specific to mobility hubs, the team has previously used it to evaluate other mobility service programs, and since it draws on data available nationwide, the same approach could extend beyond New York.
Support for the research was provided by the New York State Energy Research and Development Authority (NYSERDA).
source: NYU Tandon's
AUTONEWS
BMW asked students to build a car that makes more energy than it uses — two years later they pulled it off
Clemson University students have unveiled the BMW-sponsored Deep Orange 17, a lightweight solar-electric prototype designed to generate more energy than it consumes during a typical 12-mile city commute.
In fall 2024, BMW set students at Clemson University an unusual challenge. They were asked to build an electric car that generates more energy than it uses during a daily city commute. Nearly two years later, the students revealed a strange-looking prototype. The Clemson team officially called it the Deep Orange 17 and nicknamed it the Luminetta, a name meant to evoke both its solar capability and its retro-modern styling. The two-door coupe looks like a shoebox. However, underneath its goofy exterior lies some ingenious engineering.
BMW sponsored the project through Clemson's Deep Orange program, and the company was just as eager to see it come to fruition. Stephan Augustin, BMW's project manager for research and new technologies, said it was rewarding to watch the students "overcome so many technical challenges and constraints" throughout the build and bring an energy-positive vehicle to life.
Anshul Karn, the graduate student who served as project manager, noted how unusual that scope is at the master's level, pointing out that many engineering programs teach digital modeling or marketing as coursework, but very few hand students a vision and ask them to carry it through to a working prototype.
As for the technical aspects, the Luminetta weighs just 1,212 pounds, roughly a quarter of the weight of a comparable production car. That comes down to its multi-material chassis, which pairs structural steel for passenger safety with aluminum components, carbon fiber structural members, and 3D-printed metal joints.
The body borrows the shape of a boxfish for aerodynamic reasons. Regenerative braking, intelligent torque distribution, and optimized drivetrain controls all work in sync to squeeze as much extra range as possible from every charge. Clemson has not published horsepower or torque figures for the motor, and the university's materials emphasize efficiency over raw output.
The real star of the show is the exterior skin, which carries more than 1,700 photovoltaic cells integrated directly into the vehicle's outer surfaces, harvesting energy both parked and in motion. These cells were developed in collaboration with the Fraunhofer Institute for Solar Energy Systems ISE. Their construction allows them to continue generating power even when portions of the panel are shaded.
The students modeled sunlight and climate conditions in Greenville, South Carolina; Frankfurt, Germany; Madrid, Spain; and Mumbai, India, and found that over a 12-mile daily commute, surplus solar energy added an average of 31 miles of driving range across the four locations, roughly two and a half times the length of the commute itself.
Inside, a custom human-machine interface serves up real-time vehicle telemetry alongside Apple CarPlay and Android Auto. The 16 students behind the project graduated on August 7 with master's degrees in automotive engineering, but the car isn't disappearing. It stays at the Clemson University International Center for Automotive Research in Greenville as a platform for further work, and it is scheduled to appear at CES 2027.
Rahim Amir Noorali
MAHINDRA
2026 Mahindra Scorpio-N: 12,470 euros
Indian company Mahindra has launched the updated Scorpio-N. It is a chassis-based SUV that entered its second generation in 2022, receiving the N suffix in the designation. Now, the planned update has been carried out, after 89,375 units were sold in India in the first six months of this year.
The exterior of the Mahindra Scorpio-N remains unchanged, with the exception of the upgraded higher trim levels that feature a new design of 18-inch wheels (the standard variants come with 17-inch wheels).
However, the interior of the luxury versions has been redesigned. These modifications now have a new 12.3-inch multimedia system screen (previously an 8-inch screen), which rises above the dashboard instead of being integrated into it. This has moved the central air vents below the screen (lower-spec versions have vents located on either side of the old screen). Higher trim levels have received a full 10.25-inch virtual instrument cluster (previously analog instruments between a small 7-inch display).
Finally, the equipment list has been expanded to include a panoramic sunroof instead of the standard one and a wide-angle camera system (previously front and rear cameras). Wireless smartphone charging, dual-zone automatic climate control, separate rear air conditioning, adaptive cruise control, automatic braking and lane keeping assist have been carried over from the pre-reform version. It should be recalled that the Scorpio-N is 4,661 mm long and comes with three rows of seats, in six- or seven-seat configurations.
Technology has not been affected by the reforms. Indian buyers can choose between a 2.0-liter turbocharged mStallion TGDi (203 hp) and a 2.2-liter turbodiesel mHawk (132 or 175 hp), which are paired with a 6-speed manual or automatic transmission. The SUV comes standard with rear-wheel drive, while 4×4 drive is available as an option for versions with a more powerful diesel engine. The main trump card is the low price: the basic Mahindra Scorpio-N costs from 1,369,000 rupees, which is equivalent to 12,470 euros.
Looking at the front, both models look very similar, with a huge fascia with LED headlamps and scorpion-tail-styled LED DRLs, a long bonnet which flows into the chrome slate grille, giving it a tough and rugged appearance. The main difference you would notice is the inclusion of a 540-degree camera upfront, placed below the twin-peak Mahindra logo.
Coming to the profile, the highlighting difference one would notice immediately is a newly designed set of dual-tone 18-inch alloy wheels, which do enhance the overall appeal of the Scorpio N facelift. Otherwise, it includes black roof rails, silver inserts on the door handles, and chrome inserts on the window line that nicely blend the tail look of an actual scorpion, along with ORVMs with turn indicators built in.
At the rear, the facelift carries an identical design from the outgoing model, including vertically placed LED taillamps that give the Scorpio N a distinct look, a side-openable tailgate door to match the theme of a Scorpio, along with the twin-peak logo of Mahindra at the centre. At the bottom, you have the silver inserts on the rear bumper as well, which add a slight luxury quotient to it.
Mahindra has expanded the Scorpio N’s colour options to five shades as compared to the old model, which includes Everest White, Stealth Black, Deep Forest, and newly introduced Galaxy Grey and Oceanic, which adds a premium touch to it. To know which colour each variant gets, head towards the variant-wise colours explained in our story.
Powertrain Options...Both models use the same powertrain options, with a 2-litre mStallion turbo-petrol engine and a 2.2-litre mHawk diesel engine. The Scorpio N drives like a beast, with excellent pull and performance with these engines.
Technology has not been affected by the reforms. Indian buyers can choose between a 2.0-liter turbocharged mStallion TGDi (203 hp) and a 2.2L turbodiesel mHawk (132 or 175 hp), which are paired with a 6-speed manual or automatic transmission. The SUV comes standard with rear-wheel drive, while 4×4 drive is available as an option for versions with a more powerful diesel engine. The main trump card is the low price: the basic Mahindra Scorpio-N costs from 1,369,000 rupees, which is equivalent to 12,470 euros.
After climbing inside the Scorpio N Facelift, you get to see one of the biggest upgrades to the dashboard, which is a floating infotainment system and the introduction of a panoramic sunroof, which does elevate the cabin experience as compared to the older model.
As the dashboard layout has also been updated, the older Scorpio N had a smaller infotainment touchscreen. The facelift model brings the new large floating-style infotainment system with wireless connectivity, which is the same as that seen first in the Thar Roxx. It also gets a fully digital driver’s display, which adds premium appeal to it.
Overall, the cabin theme is the same as in the older model with coffee-black leatherette seat upholstery, which makes the cabin feel rugged as well as premium-oriented.
The Scorpio N with the facelift brings a 12.3-inch infotainment touchscreen with wireless Android Auto and Apple CarPlay connectivity, a 10.25-inch digital driver’s display, which replaces the analogue MID cluster from the older model, 65W Type-C charge port at the front. If you already own the older model, these features will be the reason to get a new Scorpio N.
Just like the older model, it continues to get a wireless phone charger with cooling, front ventilated seats, dual-zone climate control, a 6-way power-adjustable driver’s seat, and a 12-speaker Sony sound system.
When we drove the Scorpio N, being a large SUV, sometimes you need more than the guiding hand of the reverse camera and parking sensors, which is why the facelift model now gets a new 540-degree camera system, which will help in those tricky situations around the city, as well as while off-roading.
Other safety features, like the older model, include 6 airbags, Level-2 ADAS, which includes adaptive cruise control, automatic high beam assist, automatic emergency braking system, and more. It even has a tyre pressure monitoring system (TPMS), electronic stability control (ESC), hill hold assist, and ISOFIX child seat mounts.
Autonews
sexta-feira, 7 de agosto de 2026
MERCEDES-BENZ
MB GLB 200 4MATIC: gasoline engine, auxiliary electric motor, and all-wheel drive, for €57,588
While everyone is talking about the new electric Mercedes GLB, we’ve already checked out the GLB 200 4MATIC version—featuring a gasoline engine, electric assistance, and all-wheel drive—which will undoubtedly sell much better in Spain. Forget the headlines about range and fast charging; this is a classic SUV, albeit a thoroughly modern one.
The new GLB is built on the MMA modular platform—the same one used for the CLA—and has grown by about six centimeters compared to its predecessor, reaching a length of nearly 4.73 meters. The brand decided to group the electric versions (replacing the old EQB) and this partially electrified gasoline variant under the same name; this means that, from now on, it is essential to pay close attention to the specific model name when comparing prices and performance. On paper, the GLB competes with rivals as diverse as the Audi Q5, BMW iX3, and Lexus NX—a mix of combustion, hybrid, and electric vehicles that clearly demonstrates the extent of diversification in this segment.
From the outside, the front end is the kind that catches the eye of someone relaxing at a café terrace, featuring that massive vertical grille we already know from the CLA. However, the car we tested came with the illuminated grille featuring the Mercedes-Benz chrome pattern; this is a standard feature that adds extra flair at night. Incidentally, the white paint on our test car costs an extra €383, so if you want that specific shade, it’s worth keeping that in mind.
Inside, the dashboard follows the design language of the rest of the current Mercedes lineup, with screens everywhere (actually three of them, spanning almost the entire width of the dash) and very few physical buttons. The drive mode selector is one of them, but controlling the air conditioning functions requires using the central touchscreen. The upholstery in the car we tested is a blend of synthetic leather and fabric; it feels pleasant to the touch, even if it isn't particularly luxurious. A panoramic sunroof comes standard on this version, though it is worth noting that it lacks a sunshade. It claims to filter out UVA rays—a function it performs well so far—but heat still makes its way in on scorching, sunny days, forcing the driver to turn up the air conditioning.
The triple screen gives it a modern, high-tech look, but it also seems quite over-the-top(image above)
The GLB can be ordered with either five or seven seats; the third row is a €1,522 option—an extra feature included on our test vehicle. With the two rear seats folded down, cargo capacity is 480 liters, a figure that rises to 540 liters in the five-seat configuration. However, the list of family-friendly options doesn't stop there; side airbags for the second row, for instance, cost an additional €176.
163 + 30 hp...Under the hood, the 200 4MATIC features a 1.5-liter four-cylinder engine producing 163 hp, assisted by a 30-hp electric motor integrated into the 8-speed 8G-eDCT dual-clutch transmission. This setup distributes power between the front and rear axles, generates 250 Nm of torque, and delivers 0–100 km/h acceleration in 8.5 seconds, with a top speed of 204 km/h. On paper, it looks more like a "sensible" family car than a "spicy" SUV, and on the road, it behaves exactly that way—though it still has enough power for smooth overtaking.
In city traffic, the dual-clutch transmission operates with the smoothness typical of modern Mercedes models. The electric motor provides a subtle, silent boost that improves gear-shift responsiveness—particularly noticeable when accelerating from a standstill, where this GLB responds with more vigor than one might expect from a 1.5-liter, four-cylinder engine of this size.
Regarding suspension, the test vehicle featured the standard setup rather than the optional adjustable dampers, which cost an extra €855 in the Mercedes configuration. The result is a very comfortable, well-damped ride with the controlled heft typical of the brand's SUVs, although a bit more firmness in corners would be welcome on winding roads. The steering is precise and makes for easy maneuvering in the city, aided by an 11.9-meter turning circle—a very reasonable figure for a car nearly 4.75 meters long.
On the open road, the GLB feels most at home on smooth, straight asphalt, boasting excellent sound insulation at highway speeds and a cabin where road and wind noise are barely perceptible, even above 120 km/h. It is on winding roads that the vehicle's weight becomes apparent, with some body roll during quick direction changes and handling characteristics that encourage a relaxed driving style rather than pushing the limits—understandable for a family SUV weighing nearly two tons. That said, the all-wheel-drive system is a welcome feature when exiting corners or overtaking on wet surfaces, delivering power smoothly and predictably.
Standard equipment also includes "Terrain Mode," a setting designed for slippery surfaces or dirt roads that adjusts torque distribution between the axles and softens throttle response. While it remains primarily a road-going vehicle, it is great to have this versatile option available for muddy mountain passes or snowy drives to the ski resort, without needing to get out and fit snow chains at the first sign of trouble.
The driver-assistance systems are well-calibrated, avoiding the abrupt interventions some cars exhibit when correcting the vehicle's path or braking during reverse maneuvers to avoid an obstacle. The lane-keeping assist makes gentle course corrections, and the cruise control adapts to actual traffic conditions without unnecessary braking—two features particularly appreciated on the long highway journeys for which this car seems designed.
Price...With a starting price of €57,588 (excluding options), the GLB 200 4MATIC occupies an interesting niche in its segment, offering all-wheel drive, optional seven-seat capacity, and a generous standard equipment package, all while trading away the cutting-edge feel of its electric siblings. As a family car, it fulfills its purpose masterfully, though it is advisable to keep a calculator handy when adding options like a third row of seats, rear airbags, or adjustable dampers, which can quickly push the final price close to that of a higher-spec version.
