AUTONEWS

Mercedes' total vehicle sales—particularly of models with combustion engines—do not seem to be impressing management...

Mercedes-Benz saw a strong increase in electric car sales during the second quarter of the year (April to June) compared to the same period in 2025.

In the first half of the year, the Mercedes group (Mercedes and Smart) sold 1,011,500 vehicles—a notable figure, yet 6% lower than the volume recorded in the first six months of 2025. While sales actually grew by 2% in the first quarter of 2026, the second quarter drove the poor commercial results, stumbling by 8%. Year-to-date in 2026, the Mercedes brand alone sold 837,200 units—7% less than in the first six months of the previous year—with sales performance deteriorating slightly in the latter half of the half-year period, as transactions fell by 8% between April and June.

Faced with these less-than-encouraging results, there is a silver lining: the brand's electric vehicles won over 97,100 new customers, representing a 28% increase compared to the same period in 2025. More importantly, in the second quarter of 2026, the German manufacturer sold 52,900 battery-powered units, translating to a 51% increase over previous results.

Mercedes is not just about electric cars, however; battery-powered commercial vehicles—specifically the traditional vans where the brand is particularly strong—also outperformed the lineup of gasoline or diesel-powered vehicles, whether mild hybrids, full hybrids, or plug-in hybrids. And if we add EV vans to EV cars, the total number of units sold reached 113,300 from January to June, representing a 30% increase compared to the previous year.

According to the brand, much of the positive performance of battery-powered vehicles is due to customer acceptance of models such as the electric versions of the CLA, GLB, and GLC. However, it is worth noting that a significant portion of the sales losses is linked to Asian markets—specifically China, which is increasingly becoming the "monster" threatening European automakers, particularly the German ones. This is despite their efforts to lobby the European Union to avoid punitive tariffs—tariffs mirroring those China has long used to restrict European, North American, South Korean, and Japanese manufacturers from entering the Chinese market.

Data released this Wednesday (July 8) shows that the brand sold 87 percent more fully electric models in Europe, specifically regarding passenger vehicles.

In total, 43,500 units were sold, representing a 26 percent market share. Globally, the German manufacturer sold 52,900 electric cars in the second quarter of the year. From January to June, 97,100 such cars were sold (up 28 percent).

Its share of the global electric vehicle market has nearly doubled—rising from 7.7 percent to 13 percent—since the second quarter of the previous year. This occurred during a period when demand for electric models grew due to rising fuel prices driven by the conflict in the Middle East.

Over 417,000 sales in the quarter, a decline in China...Across all powertrain types, 417,800 units were sold, marking an overall drop of eight percent, despite a two percent increase when excluding China. Taking the year as a whole (specifically, the first six months), Mercedes-Benz has sold 837,200 vehicles, a 7% decrease compared to the same period in 2025.

North America, Germany, and Europe recorded particularly significant growth. In China, however, there was a decline in sales attributed not only to fierce competition but also to the "timing of current product launches." Nevertheless, the brand maintained its leadership in the segment of models priced above one million yuan.

FERRIS

Diesel super mower: More expensive than a well-equipped Golf TDI with 150 hp and DSG transmission

The Ferris ZT 6200 IS mower is equipped with a 1.7-liter CAT diesel engine. With a top speed of 20 km/h, it can mow 29,000 square meters with a full fuel tank (56 liters). The cutting area is 72 inches. The mower itself weighs more than a ton.

But all this comes at a price. This super mower is available from 40+ thousand euros, which is the amount for which you can get a well-equipped Volkswagen Golf TDI R-Line with DSG transmission. For that money you get a mower with 48 hp and 165 Nm of torque.

For that money, in addition to the engine and excellent performance, you also get digital instruments that tell you everything about fuel consumption, oil temperature and pressure, and battery voltage.

Spend a day with the ISX™ 2200 zero-turn mower, and you’ll discover how our patented suspension technology transforms slow, bumpy mowing into a comfortable, highly productive experience. With Triple™ cutting technology under the deck, you get unmatched versatility in a single package! This machine delivers exceptional performance for both professional users and discerning homeowners. The Vanguard® EFI engine with the Oil Guard™ system saves fuel and offers extended oil change intervals. The dual-belt deck drive system is engineered for longer belt life, reduced maintenance, and less downtime, and comes with a three-year/300-hour limited warranty.

The Triple iCD™ deck combines side-discharge, rear-discharge, and mulching capabilities into one package. A dual-belt deck drive system enhances belt life and reliability under demanding commercial operating conditions.

A conveniently located USB charging port on the control panel allows operators to keep their devices charged throughout the workday.

The ForeFront™ independent front suspension utilizes dual upper and lower control arms and large, adjustable coil-over shocks to keep front wheel bearings vertical throughout the range of motion, improving ride comfort, steering precision, and cut quality on uneven terrain.

Vanguard® EFI Engine with Oil Guard™... The Vanguard® EFI V-Twin engine with the Oil Guard™ system offers high load capacity, reduced fuel consumption, and extended oil change intervals (up to 500 hours), helping to minimize downtime and maintenance costs.

by Autonews

AUTONEWS

How TTI Is Helping Keep Houston Moving During the 2026 FIFA World Cup

As Houston welcomes visitors from around the world for the 2026 FIFA World Cup, the Texas A&M Transportation Institute’s (TTI’s) Houston office supports transportation agencies across the region with real-time traffic monitoring, adaptive traffic management and transportation data collection. Working alongside the Texas Department of Transportation (TxDOT) Houston District and Houston TranStar, TTI is helping transportation managers monitor conditions, share information with travelers and evaluate how the transportation network performs during one of the largest events in Houston’s history.

From advanced traffic management technologies to data-driven operational tools, TTI’s efforts are helping transportation partners make informed decisions and respond to changing conditions throughout the tournament.

To support transportation operations during the World Cup, TTI developed and deployed a web-based route monitoring dashboard in coordination with Houston TranStar. The dashboard provides transportation managers and the public with real-time information on travel times, traffic volumes, speeds and roadway conditions along critical routes serving World Cup venues. This situational awareness supports proactive operational decisions, helps identify emerging congestion and provides valuable information during incident response.

The dashboard is being used within Houston’s FIFA command center, where transportation partners can monitor conditions and coordinate responses as needed throughout tournament activities.

Following the conclusion of the Houston-area FIFA World Cup events, the dashboard will continue to support transportation operations for other events at NRG Park, including the RodeoHouston and Houston Texans games. The dashboard is also available to the public, allowing residents and visitors to check current conditions on key routes before and during travel. It can be accessed at https://traffic.houstontranstar.org/fifa2026/.

Managing traffic during a global event requires flexibility. To help accommodate changing travel patterns and event-related demand, TTI supported the deployment of an adaptive traffic signal control system along the I-610 West Loop, one of the most critical corridors connecting fans and staff to World Cup venues.

Unlike traditional traffic signals that operate on fixed timing plans, adaptive systems dynamically adjust signal timing based on current traffic conditions. As traffic conditions change throughout the day, the system responds in real time, helping improve traffic flow and reduce delays during periods of increased activity.

Providing accurate and timely information to travelers is an important part of managing transportation during major events. To help reach visitors and residents where they already receive navigation information, TTI facilitated the integration of Houston TranStar event data into Waze and Google Maps.

Through this integration, road closures, incidents and traffic management actions can be reflected directly within navigation applications used by travelers throughout the region. By making transportation information available through familiar tools, transportation agencies can help travelers make informed route choices and reduce unexpected delays.

In addition to supporting day-to-day operations, TTI is helping transportation partners document how the Houston Transportation network performs during the World Cup. TTI collects traffic volumes, travel times and speed data using a combination of TxDOT radar units and TTI tube counters. Additional radar units were installed near NRG Park along the I-610 South Loop, creating mainlane traffic coverage in an area where continuous monitoring had not been available. Tube counters were also deployed on adjacent frontage roads, allowing the team to develop a more complete screen-line count of traffic moving through the corridor.

The data collected during the tournament will help transportation partners understand how World Cup travel patterns compare with other major Houston events, such as RodeoHouston and Houston Texans games, and evaluate the performance of the adaptive traffic signal system.

Through its work with TxDOT Houston District and Houston TranStar, TTI is helping transportation partners monitor current conditions, share information with travelers and document how the transportation network performs during this high-profile special event.

Together, these tools and partnerships provide transportation managers with a clearer picture of how the region’s transportation system operates in real time, helping them respond to changing conditions and support safe, efficient travel throughout the 2026 FIFA World Cup.

 

AUTONEWS

Dutch find way to keep roads cool in summer

People are amazed to see vehicles in a Dutch city sprinkle salt on the roads in the middle of summer, but there's a good reason for it.

Salt is used because it attracts moisture and helps cool the surface, which is one of the reasons why it's being done in the Dutch city of Hilversum. Due to high temperatures, which can heat the asphalt to more than 50 degrees Celsius, the city authorities have decided to sprinkle salt on the roads to prevent damage to the road surface, writes "Autonews".

The reason is that asphalt softens in extreme heat. This especially happens on sections that are exposed to the sun all day long, but also at intersections, roundabouts and other places where vehicles often brake, turn or start again. When heavy vehicles drive over the softened asphalt, the surface can deform, ruts form, and small stones in the asphalt begin to separate.

Salt is used because it attracts moisture and helps cool the surface. In Hilversum, they don't spread dry salt like they do in winter, but a wet salt solution. When it's spread on hot asphalt, the moisture gradually evaporates, cooling the road surface. This reduces the stickiness of the asphalt and the risk of additional damage caused by traffic.

"We do this to cool the roads," explains municipal spokesman Jeroen Oosterheert.

It's a wet salt solution. When we spread it on the asphalt, the moisture evaporates. This cools the asphalt, preventing it from damaging it.

According to him, this measure is necessary during heat waves, such as the one that hit Europe in June.

"In some places we measured, the temperature exceeded 50 degrees. "The heat softens the asphalt, and when heavy vehicles drive over it, ruts form," says Oosterheert. This eventually leads to cracking of the roadway. "And that's exactly what we're trying to prevent," he adds, according to Autonews.

Why salt and not sand or water? Oosterheert says he's not surprised that residents look at salt spreaders in the summer with bewilderment.

"When you think of salting the roads, you certainly don't think of it being done at 7:30 in the morning, on a nice, sunny day," he says.

Most people associate salt spreading with winter.

"And usually at night, just before the ice forms," ​​he adds. "But salt actually helps keep the asphalt intact in the summer."

Salting roads on hot days is not entirely new and has already been used in other Dutch cities. However, since the salt solution containing chlorides can be harmful to the environment, some municipalities are giving up on this practice.

Similar measures are also used outside the Netherlands, but not necessarily with the use of salt. In the UK, local authorities also send vehicles that are normally used in winter onto the roads during heatwaves. For example, sand, stone or granite dust is often spread on softened asphalt to absorb the softened bitumen and prevent it from sticking to the tyres. The Road Surface Treatments Association in the UK says this is standard practice during extreme heat.

In other words, the problem is not unique to the Netherlands. Heat softens asphalt in other European countries too, but the solutions vary: in some Dutch municipalities salt solution is used, in the UK sand or stone dust is more common, while in some places roads are cooled with water.

The aim is the same everywhere – to reduce the stickiness and deformation of the road surface until the road temperature drops.

“You can use sand, for example,” Oosterheert says, citing one alternative, adding that you can also spray with water – this is done in some other municipalities, but it is a short-term solution. Salt takes a bit longer to work, as it takes at least a day for all the moisture to evaporate and disappears.

AUTONEWS

VW loses €1.5 billion and abandons partnership with Bosch

Cariad—a company established by the VW Group to develop the software systems increasingly essential to modern vehicles—was designated to represent the German consortium in the "Automated Driving Alliance" partnership with fellow German firm Bosch. The goal was to develop an autonomous driving system; VW invested approximately €1.5 billion in the project, funds that have now gone to waste following the cancellation of both the project and the partnership.

This is not the first time Cariad has landed the German group in hot water. The software company was formed through the merger of over a hundred startups specializing in software, yet it never managed to produce a system for the group's various brands that could match the quality of the best systems offered by competitors. This failure contributed to the departure of then-CEO Herbert Diess in late 2022 and forced Porsche to turn to Google’s Android Automotive to equip its models—specifically the electric Macan—starting in late 2024.

Despite this unenviable track record, Europe’s largest automotive group (and the second-largest globally) once again placed its trust in Cariad’s technical teams. The plan was to collaborate with Bosch—leveraging Mobileye’s cameras and digitization capabilities—to design a driver-assistance system effective enough to eventually deliver an autonomous driving solution suitable for all the group's brands, particularly the luxury ones. However, according to the German newspaper *Bild*, VW Group management acknowledges that, despite all efforts, "a significant disadvantage persisted in the VW system compared to those of its rivals," specifically Tesla and Waymo.

The VW Group admits that Cariad and Bosch were unable to master this complex technology, yet maintains that it is impossible to envision the car of the future without autonomous driving capabilities. That is why it is already scouting the market for alternatives—not partners to help develop an in-house system, as it has done until now, but rather a turnkey solution. All signs point to the company having already found one; according to the German press, the automaker is expected to announce a deal with a supplier soon, likely in September.

There appears to be a possible explanation—or rather, two—for this rapid search for an alternative. The first (and less likely) option is a solution from Mobileye, a NASDAQ-listed Israeli company. Originally a specialist in imaging and image processing software, Mobileye has recently expanded its scope to include autonomous driving, particularly after Intel acquired an 88% stake in the firm. However, the level of development and refinement offered by its technology remains to be seen. A second potential supplier for an autonomous driving system is Rivian, a young electric vehicle manufacturer with which VW formed the "Rivian and Volkswagen Group Technologies" joint venture—a partnership involving a $5.8 billion (approximately €5 billion) investment from the German group. The joint venture’s goal was to develop new platforms and electronic architectures for the next generation of electric vehicles. Rivian is developing an autonomous system known as "Gen2"—independently of the aforementioned partnership—and this solution could potentially be of interest to the VW Group.

Cost-cutting measures could lead Volkswagen to sell its shares in Bayern Munich...The Volkswagen Group needs to "tighten its belt" amidst the restructuring of its operations, and selling shares held in football clubs like Bayern Munich could be part of the measures taken.

According to *Correctiv*, the manufacturer is weighing the future of the 8.3% stake in the Bavarian club—held via Audi since 2009—even though the club has an enterprise value of €4.7 billion, according to Football Benchmark. The initial purchase cost €90 million.

Also under review is the future of the 10.4% stake in Stuttgart held via Porsche, acquired in 2023 for €45 million. Furthermore, MHP (a Porsche subsidiary) might cease to be the main stadium sponsor for the club from the capital of Baden-Württemberg.

Football is a potentially lucrative business in which the Volkswagen Group has been involved for decades; it even owns Wolfsburg, a club recently relegated to the German second division. In that case, *Correctiv* reports that funding is likely to be reduced. VW also holds a 20% stake in Ingolstadt 04, which plays in the third tier. There are no plans to divest from these two clubs.

Now, not only are the stakes in Bayern Munich and Stuttgart potentially in jeopardy, but sponsorship cuts may also be on the cards—an area where the group is active, including with the German national team.

The situation at the Volkswagen Group is complex, as it considers major restructuring measures to return to profitability and sustainability. *Manager Magazin* reported a few weeks ago that the group could cut up to 100,000 jobs and close four factories in Germany over the coming years.

AUTONEWS

Toyota Aqua GR Sport

The second generation of the Toyota Aqua hybrid hatchback debuted in 2021 as a product intended exclusively for the Japanese market, although its predecessor enjoyed a very wide sales geography and was known as the export Toyota Prius C. Nevertheless, the Aqua model continued its evolution in the domestic market and last year underwent a planned restyling. After the update, the range temporarily lost the sporty GR Sport version, which has only now been returned to the offer.

The main visual difference between the Toyota Aqua GR Sport and its “regular” brothers is the aggressive body kit, which includes a new front bumper with larger air intakes and black side sills. At the rear is a sports bumper with a simulated diffuser, but it is unchanged from the pre-reform Aqua GR Sport. Of course, the recognizable GR emblems are present at the front and rear. Optional accessories are available, such as window deflectors or carbon fiber license plates.

The rear bumper is very similar to the pre-facelifted Aqua GR Sport, with decorative honeycomb inlets around the diffuser. The facelift does add a black garnish mounted between the taillights. Despite the GR badge and an electrified ICE under the hood, the exhaust pipe stays hidden from view.

The color palette for the GR Sport is limited to white, gray, black, and red. The optional GR Parts add extra fins on the fenders to reduce turbulence, window visors, branded discharge tape, carbon license plate holders, door stabilizers, and more, serving as an alternative to the Modellista upgrades.

Staying true to tradition, the GR Sport benefits from handling upgrades. Extra underfloor bracing improves rigidity, while the revised suspension and retuned steering sharpen the driving experience. There are no changes to the 114hp 1.5-liter self-charging hybrid setup. And while the Aqua is available in AWD (E-Four) form, the GR Sport can only be had with front-wheel drive.

Alongside the GR Sport’s return, Toyota rolled out a handful of updates for the regular Aqua. Every E-Four variant now comes with a heated steering wheel as standard, upgraded fabric seats, and a rear center armrest housing two cupholders.

Inside, the GR Sport's main features are its comfortable seats with combined details, integrated headrests and improved lateral support. The decorative inserts are dark grey, and the pedals have aluminium caps. Logos from Toyota's performance division Gazoo Racing are found on the steering wheel and headrests, and can be added to the floor and boot mats for an additional fee.

The chassis of the Toyota Aqua GR Sport has been modified with chassis reinforcements designed to increase body rigidity. The suspension and steering have been retuned for a more dynamic driving experience. The hybrid powertrain, however, remains unchanged from the standard versions. The system includes a naturally aspirated 1.5-litre 3-cylinder petrol engine (91 PS, 120 Nm), an electric motor with 59 kW (80 PS) and 141 Nm of torque, and an electromechanical CVT transmission. The maximum system output is 116 PS.

Although the standard Aqua can be optionally equipped with E-Four all-wheel drive, with a separate electric motor on the rear axle, the GR Sport comes exclusively with front-wheel drive. That's why the GR Sport boasts red brake calipers with recognizable logos, along with 17-inch wheels. In Japan, the minimum price of the Toyota Aqua GR Sport hatchback is 3,238,400 yen (17,495 euros). For comparison, standard versions cost from 2.8 million yen (15,130 euros).

CIZETA MORODER

Cizeta Moroder V16T goes up for auction

The unique Cizeta Moroder V16T supercar exudes the spirit of the 80s, and will be sold at Sotheby's auction next month.

The model was built in Italy in partnership with automotive engineer Claudio Zampolli and legendary music producer Giorgio Moroder, and it can be said that the V16T fully embodies the 80s, both its good and bad sides.

The 1988 Cizeta Moroder V16T bears chassis number #001 and is the first prototype built and the only one to bear Moroder's name.

The story goes that Moroder had a Lamborghini Countach serviced by Zampolli, who had previously worked for Lamborghini, but wanted to build his own supercar. Starting a joint project, they hired Countach designer Marcello Gandini to design the V16T, which was partly based on the Lamborghini P132 prototype, the car that also served as the inspiration for the Diablo.

With supercar proportions and a V16 engine mounted behind the driver, essentially two V8s from a Lamborghini Urraca, the V16T debuted in late 1988 after numerous delays. These delays led to Moroder pulling out of the project, leaving the remaining nine examples in production as the Cizeta V16T.

The chassis was constructed from elliptical chrome-molybdenum steel tubing, enveloped by elegant bodywork designed by Marcello Gandini—who had previously designed the Lamborghini Countach and several aerodynamic Maseratis—and Claudio Zampolli. The shape of the V16T's front end was derived from Gandini's original design for the Lamborghini Diablo. Initially, Gandini wanted to reuse the design he had created for the Diablo, but Zampolli was unimpressed with the rear section. Consequently, only the front of the car retained the original design, while the rear featured modifications made by Zampolli himself. In a notable design choice, the V16T is the only production car equipped with four independent pop-up headlights—stacked vertically in pairs on each side—while the taillights were borrowed from the Alpine A610.

Performance and production... The V16T achieved a top speed of 328 km/h (204 mph) and could accelerate from 0 to 100 km/h (62 mph) in 4 seconds.

Only one prototype bearing the Cizeta-Moroder name was built before the partnership dissolved. That car—finished in pearl white with a red leather interior—remained in Moroder's possession; it was fully restored by Canepa in 2018 and subsequently auctioned in January 2022.

In 1991, the list price of a Cizeta was estimated at US$300,000. Although production forecasts called for one car per month, only eight examples (including the prototype) were actually built between 1991 and 1995, before the company relocated its operations from Modena, Italy, to Fountain Valley, California. The financial slowdown in the mid-1990s, combined with the car's inability to meet US road-legal regulations and its high asking price, limited production to custom orders. Subsequently, three more cars were completed (two coupes and a spyder) in 1999 and 2003. The car built in 2003 was a convertible variant of the V16T named the Cizeta Fenice TTJ Spyder, completed at the special request of a Japanese client.

As of May 1, 2006, the car was still in production on a made-to-order basis, though the price was then $650,000—or $850,000 for the Spyder TTJ—excluding shipping, taxes, and extras. According to a 2018 interview, Zampolli considered the car theoretically still in production and available for purchase up until 2018, even though none had been built since the 2003 Spyder. Zampolli passed away on July 7, 2021, at the age of 82.

Chassis #001 was retained by Moroder himself, who parked it and later sent it to Canepa in California in 2018 for restoration, where the car was completely restored and upgraded by Porsche specialists. Moroder did not sell it until 2022 at an RM Sotheby’s auction, where it fetched $1,363,500.

Now, however, the car is set to change hands again next month, with the auction house estimating it could fetch between $1.4 million and $1.8 million.

Autonews