AUTONEWS

The real reason why car tires are black

There are legitimate reasons for the color of tires, but it's not just the color; black tires have multiple functions.

According to Japanese tire manufacturer Bridgestone, that wasn't always the case. Car tires used to be white, but adding black carbon has become the standard because it makes tires more resistant to external influences and longer-lasting

Black carbon is almost (97 percent) pure carbon. It is formed during the process of incomplete combustion, that is, when there is not enough oxygen to produce the usual combustion products (water and carbon dioxide) of petroleum products under controlled conditions.

It looks like small black beads or a fine black powder and can be added to rubber, plastics, and printing ink. According to the International Black Carbon Association, about 8.1 million metric tons of this substance are produced each year.

By adding black carbon, manufacturers can make tires more resistant to heat and wear, and generally stronger. The material also protects the tire from UV rays and ozone, which can cause further deterioration, IFL Science reports.

According to Goodyear, tires without carbon black probably wouldn’t last even 5,000 miles, meaning most drivers would have to replace their tires once or twice a year.

Including carbon black also makes the rubber compounds in tires more electrically conductive. This allows for the dissipation of static charge that could otherwise build up and cause electrical shock.

An aesthetic benefit of adding carbon black is that it helps the tires look cleaner—or, more accurately, it hides discoloration and dirt that the tires can pick up on the road.

The black color of tires is not an aesthetic choice, but rather the result of adding an essential component called carbon black.

Although natural rubber is originally a whitish or beige shade, manufacturers began adding carbon black to the mixture around 1917 for purely functional reasons:

What is Carbon Black? Carbon black is a byproduct of the combustion of various petroleum products. When added as a filler in rubber, it increases abrasion resistance and tensile strength significantly – which helps lead to a long-wearing tire.

Further, the carbon black helps to conduct heat away from the tread and belts of the tires, which also helps to increase the lifespan of the tire. The carbon black compounds also help protect the tires from UV rays and ozone, which can shorten the lifespan of tires.

Why is Carbon Black Important? Anything that can be done to improve the durability of a tire is incredibly important. After all, your tires are the only thing connecting your car to the ground. Your tires affect handling, acceleration, braking, and your ride comfort during your drive.

Chemical engineers have found that a tire made without carbon black would likely last 5000 miles or less. (Spectroscopy of Polymers, pg. 420, J.L. Koenig) For most drivers, that would mean replacing tires one to two times every year, which would be undesired by most consumers.

One further benefit of carbon black in tires is that it helps make rubber compounds more electrically conductive. Without carbon black in the tires creating a conductive path from the vehicle to the road (ground), static charges may be more likely to build up on vehicles as they travel and lead to an unanticipated static discharge, or shock.

The carbon black in the tire, as we have seen, is critical to help ensure a durable, safe, and high-performing tire. Further, black tires are easier to keep clean. Ask any classic car owner – whitewalls are a pain to keep gleaming, as they show dirt and discoloration easily and can stain from contaminants on the road. Black tires, on the other hand, are easy to keep looking fresh.

Durability and resistance: Carbon black reinforces the rubber structure, drastically increasing resistance to wear and abrasion. It is estimated that tires without this additive would last less than 8,000 km, while modern ones can exceed 60,000 km.

UV protection: It acts as a stabilizer, absorbing ultraviolet rays and ozone that would otherwise cause the rubber to dry out, crack, and deteriorate rapidly under the sun.

Heat dissipation: The material helps conduct heat away from areas that heat up the most during driving (such as the tread), preventing overheating and increasing safety.

Electrical conductivity: Carbon black makes the tire conductive, allowing static electricity accumulated in the vehicle to be discharged into the ground, preventing shocks when touching the car.

(autonews1@yahoo.com---responds) Why aren't there colored tires? Technically, it's possible to manufacture tires in other colors using silica or other dyes, but they are generally more expensive and less durable than black ones. Furthermore, colored tires show dirt, brake marks, and road debris much more easily, making aesthetic maintenance impractical for daily use.

Interestingly, the Michelin Man is white precisely because the first rubber tires, before the popularization of carbon black, were that color.

by Autonews

FIAT

2027 New Abarth Grande Panda

The Abarth Grande Panda is a project in development that could very soon leave the drawing board and hit the streets. Its arrival seems closer, although we are still waiting for official confirmation from the “headquarters”. A real spectacle is expected on the market, and the main question remains – will Abarth continue competing as an independent brand or, as was speculated in the “transition period” in recent months, will it return to the lineup as Fiat’s elite sports package.

When it comes to tactics for the new season, the engineers from Turin are leaving nothing to chance. The new Abarth Grande Panda arrives with seriously improved performance and an aggressive design. The first renders and unofficial photos reveal sharper lines, a sports suspension, more powerful bumpers and special alloy wheels. Of course, the inevitable Scorpion logo will be there to make it clear to everyone that this is no ordinary city car, but a machine created for curves and adrenaline.

In honor of this hypothetical future model, we draw your attention to the renders that have appeared on the internet. This digital rendering depicts what the final styling of this car could look like if Abarth actually decides to produce it. The styling depicted in this digital creation looks very convincing and we are sure that if this model ever sees the light of day, its design will be very similar to what we see in these renders.

Under the hood, we are waiting for a real “transfer bomb” – the transition to electricity. The Abarth Grande Panda will rely exclusively on electric power, and it is expected that the “heart of the team” will be a 156 horsepower engine, with the possibility of an even more potent version in the starting lineup, capable of leaving the competition in the dust at the traffic lights.

Among the most attractive solutions would be the return of the famous 1.4 T-Jet turbo engine, which was already the star of the Abarth 695. In this scenario, with 180 hp and a five-speed or six-speed manual transmission, this small sports car could present itself as one of the most interesting in its segment.

With this move, the Stellantis group wants to maintain the cult status that Abarth enjoys among fans, but also to successfully introduce it into a new, electric era of motoring. We only have to see the exact date of the “kick-off” and the official premiere. One thing is for sure – fans of speed, Italian design and sports spirit are already rubbing their hands.

Autonews

MERCEDES-BENZ

Mercedes Steer-by-Wire: the steering wheel that isn't attached to the wheels

"If the steering wheel is still round after 100 years... there's a reason," automotive purists claimed when Tesla launched its innovative joystick-shaped steering wheel in the Model S Plaid (which, incidentally, had to be withdrawn from circulation later). Well, now Mercedes-Benz is going to challenge that axiom...and not just because of its unusual shape.

This is also due to the technology, the invisible elements that connect the steering wheel to the wheels. Until now, there was a physical connection between these two components, through the steering column. But in the future Mercedes EQS (the top-of-the-line model in the brand's electric range), this will change.

This is because the Stuttgart-based company has developed the Steer-by-Wire system, an electronic steering system in which the steering wheel and wheels are not physically connected. They communicate through electrical impulses: when the driver turns the steering wheel, a "brain" sends the command to the wheels, which then execute the maneuver.

We first felt electric steer-by-wire—where there’s no mechanical link between the wheel in your hands and the steering gear controlling the front wheels—on the 2014 Infiniti Q50. It allowed neat features like an infinitely variable steering ratio and an absence of unwanted feedback (from severe bumps, for example). But the Q50 had a safety net: A full steering column still existed, so that if something went wrong, a clutch reconnected a physical shaft, restoring old fashioned steer-by-steel.

Today, there are a handful of vehicles using systems like this, but the first two to eliminate that reconnectable shaft were the (the 2025 Best Tech–winning) Tesla Cybertruck in North America, and the Nio ET9 in China. Mercedes-Benz is poised to be the first German automaker to offer true by-wire steering, launching first in its 2027 Mercedes-Benz EQS-Class sedan. We’ve driven all three and are ready to compare and contrast them.

Fail-Safe...In the Mercedes, whenever an error is detected in either circuit, the car enters a limp-in mode restricting speed to 54 mph, with a maximum driving distance chosen to allow an EQS to safely exit Earth’s longest highway tunnel—the 15.2-mile Laerdal in Norway. And in the infinitesimally small likelihood that both systems were to go down simultaneously, the system will utilize rear-wheel steering and selective braking to achieve the driver’s intended path (we know Nio does this, as well, and Tesla may also). Nio’s behavior upon fault detection is similar—force the car over sooner rather than later, while Tesla flashes lots of warnings but allows the driver to continue using the backup system, with less reduction in functionality and no self-parking end-game.

According to Mercedes-Benz, this electronic steering system offers several advantages for the driver... although there will be an adaptation period, as it will likely change the feeling behind the wheel.

The first advantage is that less effort will be required, which will increase comfort (although with electric power steering this was already not a problem), which will also contribute to the reduction of vibrations transmitted by the wheels - especially on uneven surfaces - which are no longer physically connected to the steering wheel.

Maneuvers (especially for parking) will be easier, but stability at high speed and, above all, agility in curves will also be improved. The suspension and steering on the rear wheels have been calibrated to work in perfect harmony with the electronic steering system (steer-by-wire), which has been perfected over more than one million kilometers of testing.

By not completing the upper edge, the visibility of the instrument panel will be improved. The absence of the steering column also allows the steering wheel to be positioned closer to the dashboard, increasing the space available for the driver. And, overall, the dashboard has a distinctly more modern look.

The shape of the steering wheel has an explanation...The characteristics of the Steer-by-Wire system allowed Mercedes to "play" with a classic element: the shape of the steering wheel. The future EQS will not have a round steering wheel, or at least it will offer an innovative model: more like that of an airplane than that of a traditional car, without the upper part of the rim and with the lower part not only flattened, but also lowered upwards.

You may be wondering what will happen when you need to turn the steering wheel a lot, for example, when parking. But the answer is simple: nothing, because you won't need to.

Another advantage of the electronic steering system is that less movement on the steering wheel results in greater vehicle rotation. In fact, a full rotation requires only 170 degrees of steering wheel movement, meaning you can do it without even taking your hands off the wheel (similar to Formula 1).

Therefore, with this Mercedes electronic steering, it's not necessary for the steering wheel to be round because, in theory – we'll have to test it in practice – we'll never need to cross our arms to make a turn or maneuver.

The electronic steering system (steer-by-wire) will be optional on all versions of the future EQS. If you're not convinced, you can always opt for conventional electromechanical steering.

Autonews

YAMAHA

Ténéré 700 World Raid 2026: more technology and autonomy

The Yamaha Ténéré 700 World Raid enters 2026 with a clear objective: to maintain its purist essence, but surrendering to the technology necessary to dominate the adventure segment. Inspired by the DNA of the Dakar Rally, the new T7 World Raid is not just a trail bike; it's a transcontinental machine that now offers the electronic refinement that the premium audience demanded.

The heart of the beast remains the acclaimed 689 cc parallel twin. For 2026, Yamaha didn't seek bigger numbers, but rather superior delivery.

Although the 2026 Yamaha Ténéré 700 World Raid features improvements in many aspects compared to its predecessor, the most advanced is its electronic system. Two elements incorporated into the Japanese adventure motorcycle clearly define this area: the six-axis IMU and the electronic throttle.

Thanks to this improved system, the World Raid includes cornering traction control, adjustable cornering ABS, and slide control. It also features three selectable modes—Street, Off-road, and Off—that regulate the intensity levels of traction control and slide control. The ABS can also be configured via a separate button on the handlebar controls, allowing it to be kept in full mode or deactivated on the rear wheel or both wheels, depending on the need.

In addition, there are two selectable power modes—Sport and Explore—that regulate engine response and are selected via the left handlebar switch cluster. Cruise control and a speed limiter are also among the improvements of the new 2026 World Raid.

The engine of the 2026 Yamaha Ténéré 700 World Raid remains the well-known CP2 from the Japanese manufacturer, although it has been updated to meet Euro 5+ emissions standards. With its 689 cc displacement, the engine delivers 73.4 hp at 9,000 rpm and 68 Nm of torque at 6,500 rpm. Thanks to the new homologation, the engine has a new air intake system that allows for greater torque delivery at low revs and a more linear response throughout the rev range.

The gearbox has also undergone a significant redesign, affecting several components. Although the gear ratios remain unchanged, the teeth have been refined to allow for a smoother response to throttle opening and closing.

Power: 73.4 hp at 9,000 rpm

Torque: 6.9 kgf.m at 6,500 rpm

New: introduction of the YCC- electronic throttle.

The big change here is linearity. The new intake system and ride-by-wire throttle allow the motorcycle to respond with millimeter-precise smoothness at low revs — essential for overcoming technical obstacles off-road — in addition to finally enabling Cruise Control, a game-changer for paved roads.

Artificial intelligence: six-axis IMU...The biggest revolution is in the "black box." The Ténéré 700 World Raid now features a six-axis IMU, raising safety to the standard of large Big Trails.

Traction and slip control: three levels (Street, Off-Road and Off).

Cornering ABS: now the system understands the motorcycle's lean angle, preventing loss of grip during emergency braking.

Full Off-Road mode: for purists, it is still possible to completely disable ABS, ensuring total control on dirt descents.

All this is managed by a new 6.3-inch vertical TFT panel. With the format of a rally roadbook, it offers full connectivity via the MyRide app, transforming the cockpit into a professional navigation center.

Chassis and 500 km range...The KYB suspension continues to be the model's benchmark. At the rear, the Monocross system has been updated with new linkages, guaranteeing 220 mm of travel and greater progressiveness to absorb hard impacts.

The difference with the double tank: Maintaining the iconic 23 liters divided into two side tanks, Yamaha managed to reduce the overall weight by 1.5 kg. The low design of the fuel pump centralizes the masses, keeping the bike agile in changes of direction, even with a full tank. With an average consumption of 4.3 l/100 km, the T7 World Raid ignores gas stations for up to 500 km.

Dakar design and ergonomics...The look continues to be one of the most desirable on the market. The optical assembly of four stacked LEDs is unmistakable. For 2026, touring motorcycles gained larger footrests for better standing support and a flat, one-piece seat that facilitates rider movement.

Autonews and Mundoquatrorodas

 

TOYOTA

Toyota Celica 2027 could get a new 2.0-liter turbo engine

Toyota is preparing to revive the legendary Celica with a new 2.0-liter turbo engine that develops 400 hp and has all-wheel drive.

Rumors about the revival of the legendary Toyota Celica have been circulating on the Internet for almost four years. The Japanese have kept the interest alive through anime series, patent filings and hints from executives. However, now the story is entering the specifics phase. According to a recent report by Autocar, a new coupe-like model, which could be called Celica Sport, is being prepared for a debut in 2027 as part of the Gazoo Racing division.

The main news is the powertrain. The familiar 1.6-liter three-cylinder G16E engine, which became the heart of the GR Yaris and GR Corolla, is gradually fading into the background. As Mikio Hayashi, GR marketing manager, explained, this engine is increasingly difficult to adapt to strict future environmental standards. Therefore, this engine will be replaced by an all-new 2.0-liter four-cylinder turbo engine labeled G20E.

This engine promises more power, and is expected to produce around 400 hp in the "civilian" version, and for track modifications, the potential reaches 600 hp. Toyota is testing this unit on prototypes, although it is currently temporarily mounted in a mid-engine configuration based on the Yaris. However, the production Celica will retain the classic front-mounted engine layout.

The novelty will receive an all-wheel drive system, logically continuing the legacy of the famous GT-Four versions. An important detail is that Toyota Gazoo Racing is considering the use of hybrid technologies. This could include a self-charging hybrid and a plug-in version (PHEV).

Electrification is needed not only due to environmental requirements, but also to compensate for turbo lag and increase overall power. Of course, this will increase the weight of the car, but the experience of brands such as BMW or Audi shows that today it is practically impossible to keep powerful internal combustion engines in the offer without electrification. This 2.0-liter engine is expected to become the "backbone" for the entire future GR series, including the next-generation GR86.

Despite the lack of official confirmation of the design, sources say that dealers have already seen the first outlines of the body. If the forecasts come true, then in 2027 we will see a car that will try to bring back the spirit of rally victories of the 90s in a modern technological "package".

Toyota is actively developing a new 2.0-liter turbocharged four-cylinder engine (designated G20E) intended for future high-performance Gazoo Racing (GR) models, including a rumored resurrection of the Celica. This engine is designed to produce roughly 400 horsepower (around 394–400 hp or 400 PS) in street-legal production vehicles, with race-tuned versions potentially exceeding 600 horsepower. 

Key aspects of the new 2.0L turbocharged engine(below):

Engine code: G20E-GTS.

Power output: ~400 hp (standard); >600 hp (racing/track version).

Target applications: Rumored for a new GR Celica (possibly reviving the "All-Trac Turbo" name), a new GR MR2, and future GR Corolla/Supra iterations.

Development philosophy: Engineered to outperform the legendary 2JZ-GTE engine in efficiency, packaging, and power, and designed to support carbon-neutral fuels.

Technical details: Features a shorter piston stroke for a more compact design, enabling better packaging for vehicles

Autonews

 

ZENVO

Danish Zenvo Aurora Agil with 1850 hp

While most of the industry is downsizing and turning to electrification, the small Danish manufacturer Zenvo is taking the opposite path. The new Aurora Agile shows that there is still room for extreme ideas, and at a level that surpasses almost everything currently offered on the market.

It is a hypercar that combines a V12 engine with a modern hybrid system. The heart of the car is a completely new 6.6-liter V12 developed in cooperation with Mahle Powertrain, supported by as many as four turbochargers. The gasoline engine alone develops 1,250 hp and spins up to an impressive 9,800 rpm. By adding an electric drive, the total system power increases to as much as 1,850 hp, which places the Aurora Agile among the most powerful production cars today. Electrification here is not an end in itself, but serves to improve responsiveness and optimize performance.

“The Aurora is best described as an equilibrium of extremes,” said Jens Sverdrup, chairman of the Aurora board and chief commercial officer. “We just wanted to build an uncompromised drivers’ car, which delivered on every level, but without any one aspect negatively impacting another. It was approached in a very Danish way, meaning every part is carefully considered, and we wanted to introduce this style and design philosophy to the hypercar segment. The outcome has given us two models, which complement each other, deliver true driving pleasure and, almost as a by-product, offer incredible performance.”

The V12 was developed by Mahle Powertrain. It puts power on the ground through a seven-speed automatic with paddle shifters. Don’t worry about putting your foot into it, because the Aurora can rev to 9,800 rpm.

In person, the car’s exterior is a symphony in extremes, with carbon fiber everywhere and Ohlins adjustable suspension peeking out on either side. Much of the modular ZM1 monocoque chassis from Managing Composites is exposed. The car is big, but the blacked-out cabin is cozy for two. These cars are extremely lightweight—the Tur is 3,197 pounds, and the Agil only 2,866.

The Agile version is focused exclusively on the driving experience and performance. Unlike the somewhat “tame” Tour version, the emphasis here is on reducing weight and increasing aerodynamic pressure. The car is based on the ZM1 carbon monocoque structure, and the total weight remains below 1300 kilograms, which results in an extreme power-to-weight ratio.

Design follows function. Large parts of the structure and suspension are left visible to optimize airflow, while the massive active rear spoiler plays a key role in stability and braking at high speeds. In combination with carbon-ceramic brakes, the spoiler also acts as an air brake.

The premiere of the model took place at the New York Auto Show, where Zenvo said that it is targeting the wealthy American market and buyers who seek exclusivity without compromise. Limited production and a high level of personalization further emphasize the status of this model, as does the price, which is around 2.6 million euros without taxes!

Named Mjølner, after Thor’s hammer from Norse mythology, the hypercar’s engine was developed in partnership with German expert Mahle. It boasts a 6.6-liter capacity, four turbochargers, and hybrid technology with three electric motors, achieving an impressive combined 1850 hp. The engine alone delivers 1250 hp and reaches 9800 rpm, providing track-worthy performance.

The Mjølner brings innovations such as Mahle’s jet ignition system, which replaces the traditional spark plug with a pre-chamber system for more efficient combustion, allowing the engine to run on synthetic fuels while still meeting strict European emission standards.

The car will be available in two versions: one with all-wheel drive for the streets and another with rear-wheel drive, aimed at the tracks.

In addition to the immediate impact of the Aurora, the Mjølner technology could be used in smaller engine versions, such as V6 and V8, paving the way for future applications in other Zenvo models or even in cars from other brands.

But exclusivity comes at a price: the Zenvo Aurora will cost nearly $3 million, reinforcing the idea that, like Thor’s hammer, this power will only be accessible to a select few.

BMW

All New BMW i3 Touring (2026)

BMW dropped a bit of a bombshell last month during the i3’s world premiere. At the very end of the sedan’s debut event, a shadowy silhouette briefly appeared in the background. As CEO Oliver Zipse wrapped up his speech, teasers of a wagon flashed behind him. That was enough to quash rumors that Munich might kill the 3 Series Touring after the G21 runs its course.

Since then, we’ve learned that BMW remains open-minded about powertrains. While it’s still unclear whether a 3 Series Touring (G51) with combustion engines will happen, the electric i3 Touring (NA1) is definitely on the way. BMW confirmed the news this week, announcing the electric wagon will be built in Munich. It will share the production line with the i3 Sedan (NA0), which enters series production in August.

BMW hasn’t said when i3 wagons will begin rolling off the assembly line. An educated guess suggests it won’t happen this year, but rather in the second half of 2027 at the earliest. We do know the i3 Sedan and i3 Touring are just two of several Neue Klasse EVs the company plans to produce in Munich, according to plant manager Peter Weber.

Mind you, chances are that you won’t notice that this model will travel less on a full charge, because the Munich-based auto marque quoted 400 miles (644 km) on the EPA cycle and 559 miles (900 km) on the WLTP cycle. This applies to the i3 50 xDrive variant of the new-generation BMW i3, which offers 463 horsepower (345 kW/469 ps) and 476 pound-feet (645 Nm) of torque. The powertrain mirrors that of the iX3 crossover, and uses a dual-motor setup, with one unit on each axle.

Since the M3 Touring has become a popular model with driving enthusiasts, BMW’s M Division will likely have its way with the i3 Touring, too. After all, the i3 Sedan is getting the hot makeover, and we do not see why its station wagon sibling won’t follow in its footsteps. Nevertheless, the new Touring(s) should launch in 2027 or 2028, and that is a rather long wait, though one that might just be worth it if you are into new-age premium compact electric vehicles with 800V tech and a very quirky design.

It’s too early for BMW to detail the other EVs it intends to build there beyond the i3 models. We’re certain that the iX3 won’t be one of them, since production is already taking place in Debrecen. Aside from Hungary, the electric crossover will also be built in San Luis Potosí, Mexico, from 2027, with the i3 Sedan to follow there in 2028.

We can also rule out the upcoming iX4 (NA7), as it makes sense for the swoopy crossover-coupe to be manufactured in Debrecen alongside the conventionally shaped iX3. Perhaps BMW will build the rumored i4 (NA2) two-door coupe in Munich? However, that remains speculation, as the model hasn’t even been officially announced.

On the combustion side, a new 3 Series Touring would be built elsewhere. With the century-old Munich factory switching entirely to EV production from 2027, an ICE-powered wagon is off the table there. If (fingers crossed) BMW decides to follow up on the G21, its direct successor could be produced in Dingolfing alongside the 3 Series Sedan (G50).

Since the M3 Touring has become a popular model with driving enthusiasts, BMW’s M Division will likely have its way with the i3 Touring, too. After all, the i3 Sedan is getting the hot makeover, and we do not see why its station wagon sibling won’t follow in its footsteps. Nevertheless, the new Touring(s) should launch in 2027 or 2028, and that is a rather long wait, though one that might just be worth it if you are into new-age premium compact electric vehicles with 800V tech and a very quirky design.

Now, there may be a while until the car manufacturer pulls the wraps off the long-roof version of the all-new EV, but until that happens, we have a pretty clear image of what it will look like. After all, it will have an elongated roof toward the rear, larger rear three-quarter windows, bigger rear three-quarter panels, and a proper tailgate opening into a very generous cargo area. 

Regensburg is also preparing for Neue Klasse EV production, but BMW remains tight-lipped about what it plans to build there. It would make sense for the plant to produce the new iX1 (NB5), especially since prototypes have already been spotted. The smallest electric crossover to wear the roundel is expected to receive a second-generation model next year.

Autonews