AUTONEWS

Why the fuel filler is not always on the same side of the car: The answer is not so simple

Why is the fuel filler on some cars on the left and on others on the right? While one might expect a universal solution, the answer is a bit more complex. The position of the fuel filler is primarily determined by technical requirements, vehicle design and manufacturing processes, not by coincidence or tradition.

It has probably happened to every driver at least once that he approached the wrong side of the gas station. The reason is simple - the position of the fuel filler is not standardized. Some cars have it on the left, others on the right, and the decision about this is much more technical than practical. Although it would seem logical that the entire automotive industry uses the same solution, manufacturers primarily take into account the design of a specific model, the layout of components and production requirements when designing.

It has nothing to do with the engine. You can often hear that the position of the fuel filler depends on where the engine or exhaust system is located. However, they rarely directly decide on its location.

The fuel tank in most passenger cars is located in the rear of the vehicle, under the rear seat. Engineers therefore have to find the most suitable path between the fuel filler and the tank, taking into account the suspension space, exhaust system, supporting body elements and areas that serve to protect passengers in the event of a collision. In many cases, one side of the vehicle simply offers a better technical solution than the other.

Some brands follow tradition...Although there is no single rule, certain patterns can be observed among individual manufacturers. Many Japanese cars have the fuel filler on the left side, while many German models often have it on the right. However, even this is not a rule without exceptions. Since most modern cars are produced on global platforms and intended for different markets, the choice often depends on the vehicle design or simplification of production, and not on the tradition of a particular brand, writes avtomagazin.si.

Safety also played a role...In the past, safety also played an important role. In countries where people drive on the right side of the road, having the fuel filler on the right meant that the driver was further away from the traffic when refueling at a stoplight or on the side of the road. Today, this aspect is not as important as it is today, as most drivers fill up at gas stations, but it did influence the development of certain models in the past.

The answer is on the dashboard...If you are not sure which side the fuel filler is on in a car you are driving for the first time, you do not need to get out of the vehicle.

On the dashboard of most cars, next to the fuel pump symbol, there is a small arrow. This shows which side of the vehicle the fuel filler cap is on. It is a simple detail that many drivers only notice when they get into a rental or company car.

Why don't manufacturers just go with one solution? Although a single arrangement would make life easier for drivers, manufacturers do not see any particular advantage in it. Moving the fuel filler neck is not just a cosmetic change – it can require a different body design, fuel filler neck, fuel tank, and even manufacturing process. That’s why it’s more important to find the right solution for a specific model than to make it the same for all cars.

Drivers have their own theories...The question of why the fuel filler neck is not always on the same side is often asked on car forums and social media. Among the most common explanations, the conclusion that the reason lies primarily in the arrangement of components under the car and the most efficient use of space is predominant.

Some drivers also recall older cars in which the fuel filler neck was not located on the side at all. In some models, it was located behind the license plate or under a special cover at the rear of the vehicle. Such solutions have almost completely disappeared with the development of safety standards and more modern car designs.

MERCEDES-BENZ

Mercedes produces an electric AMG GT53 4-Door to beat the Taycan 4S

Mercedes-AMG has produced an electric sports sedan—the GT53 4-Door—capable of competing in the market for the most exciting four-door electric sports cars. It aims to rival the Tesla Model S Plaid but, above all—in the context of the German rivalry—the Porsche Taycan 4S. The latter is the core model of the Taycan lineup, priced at €127,000, delivering 544 hp, and accelerating from 0 to 100 km/h in 3.7 seconds. To further worry Porsche executives, Mercedes-AMG has launched this electric sedan at a lower price point than its Porsche counterpart.

The 53 model's battery has a usable capacity of 106 kWh and is based on Mercedes' 800-volt architecture. This should allow for adding about 450 km of range with just 10 minutes of charging at a sufficiently powerful DC fast-charging station, with a total estimated range of around 680 km. The car is equipped with two electric motors, one on each axle; the more powerful GT versions feature a three-motor system.

Not long ago, understanding AMG's performance options was quite simple and tied to engine displacement. A C63 got a hand-built V-8 that matched the badge on the back of the car.

Then came turbocharging technology; the "63" designation indicated a 4.0-liter twin-turbo engine, while "55" signified a turbocharged 3.0-liter inline-six hybrid engine under the hood. Things got a bit more complicated when Mercedes launched a high-performance coupe called the AMG GT and then further muddied the waters with this latest AMG GT 4-Door "coupe."

Just as the Taycan Turbo wears a "Turbo" badge but lacks an actual turbocharger, the GT53 4-Door doesn't come with an inline-six engine. At least, not a real one. Instead, Mercedes engineers went to the trouble of using 16 microphones to accurately capture the sound of an inline-six engine and then enabled the playback of that soundtrack in the electric 53. A V8 would undoubtedly sound even better, but who can complain about their electric vehicle sounding a bit like a 300SL Gullwing?

The AMG GT53 4-Door is not the only model in this Mercedes lineup; the range also includes the GT55 and GT63. The former produces 805 hp, while the latter delivers 1,169 hp—comfortably surpassing the most powerful Taycan, the 1,034-hp Turbo GT. The latest move is a direct challenge to the Taycan’s potential sales leader, the 4S, which offers a strong balance of price, power, and speed.

The Taycan 4S and the AMG GT53 4-Door are comparable in length (both around 5 meters) and wheelbase (approximately 3 meters), with the Mercedes holding a slight advantage over the Porsche in both dimensions. Power output is identical at 544 hp, though the Mercedes is heavier (2,450 kg versus the Porsche's 2,245 kg)—a difference due to a specific factor we will examine later. Top speed is 250 km/h for both models, and 0–100 km/h acceleration times are very close: 3.7 seconds for the Taycan 4S and 3.9 seconds for the GT53 4-Door. The Mercedes is heavier because the automaker decided to cater to customer preferences by offering a larger battery (106 kWh usable capacity, compared to the Taycan's 82.3 kWh). It is precisely this enhanced battery capacity—28.8% larger—that allows the Mercedes-AMG to claim a range of 809 km, versus just 560 km for the Porsche; this represents a 44.5% increase in range—a figure few customers would overlook.

Another of Mercedes' key advantages also relates to the battery—specifically, the power intake rate during DC charging. While the Taycan 4S charges at 270 kW, the AMG GT53 4-Door can reach 600 kW—provided it finds a charging station capable of that output. While such stations may not be immediately available, it is certainly only a matter of time. This means the Mercedes not only travels further between charges but can also complete them more quickly; according to Mercedes, it can gain enough energy to cover an additional 534 km in just 10 minutes.

Although buyers of such electric sports sedans may not seem particularly price-sensitive, the reality is that saving 7,000 euros is always welcome, regardless of the size of one's bank account. This works in favor of the Mercedes, which is priced at 115,000 euros in Germany, compared to 122,000 euros for the Taycan. Pricing for the GT53 4-Door has not yet been announced for Portugal, but it will likely be slightly higher than in Germany due to the VAT difference (19% in Germany versus 23% in Portugal); the Taycan 4S is currently offered there at €127,852.

 

by Autonews

 

MAZDA

Video: Mazda CX-5. Does it sway too much?

The Mazda CX-5 has always been one of the best-handling vehicles in its segment, and the automaker's focus on creating a fun-to-drive family crossover has resulted in a dedicated fan base. But for all its fun factor, the previous CX-5 had its shortcomings.

The previous CX-5 suffered from a cramped rear seat, narrow door openings, and outdated technology, which limited its mass-market appeal. The good news is that Mazda has addressed most of these issues in this third generation, which is larger, longer, and more sophisticated than before.

Rubin Archilla, Mazda's Senior Manager of Research and Development, told us the company wanted the new crossover to "retain the same personality" while broadening its appeal. And for the most part, they succeeded. If you liked the way the previous CX-5 drove, you’ll certainly like this new one.

The new CX-5 is 11.4 cm longer and has a longer wheelbase than the previous model. This new wheelbase provides a greater sense of straight-line stability, and the automaker has tweaked the software to sharpen steering responsiveness. The steering feel is more analog, without being as heavy or imprecise as before.

Mazda recalibrated the electric power steering to minimize damping. This means there is less interference in the feedback transmitted from the front tires. Steering effort is significantly lower than before, true, but it doesn't feel disconnected.

The automaker also reworked the suspension, featuring updated dampers and relatively softer springs. Despite the hardware upgrades, the suspension setup feels similar to the previous model's—according to Archilla—yet cornering performance is even better.

The only factor holding the Mazda back from being even more fun is the 2.5-liter four-cylinder engine, which isn't quite what it used to be. It still produces the same 187 horsepower and 251 Nm of torque, but now it feels a bit underpowered for the chassis.

It’s still great at lower speeds, with snappier throttle response than before, but the power felt insufficient when driving on the long, winding roads north of San Diego. I wanted more, and it made me really miss the previous turbocharged version. However, a hybrid version is coming in 2027 and should offer similar performance.

The cabin is much quieter than before, and that was one of the first things I noticed as soon as I hit the road. There is additional sound insulation in the trunk floor and liftgate, plus extra structural reinforcement around the C-pillar and rear wheel arches. Mazda also relocated the front door speakers to the firewall, eliminating the cutout required for their installation.

The cabin houses Mazda’s new infotainment system. The automaker has ditched the rotary controller—for better or worse—and replaced it with a large touchscreen featuring built-in Google Assistant. At least there are physical buttons on the steering wheel, including one for M-Drive and another for the 360-degree camera.

There are no physical climate controls—nor a volume knob—except for the front and rear defrosters, which are mandatory on cars sold in Europe. The controls are anchored at the bottom of the touchscreen and are always accessible, but Mazda really wants you to keep your hands on the steering wheel.

There is a dedicated button on the steering wheel to activate Google voice control, which you can use to adjust volume, temperature, and other vehicle functions. Using voice commands didn't bother me, but I understand why many find it frustrating and would prefer buttons and knobs for these functions. Mazda truly believes that steering wheel controls and voice commands should suffice, and it champions this idea with such conviction that it even placed the volume control on the passenger side of the screen. The company essentially forces the driver to use the large, tactile buttons on the steering wheel.

A key advantage of the new CX-5 and its large touchscreen—available in two sizes depending on the trim level—is its simplicity: there aren't too many settings to configure. There is a dedicated button in the vehicle to access features such as the i-Stop system, safety functions, and driving position settings.

The display is bright and responsive, featuring Apple CarPlay and Android Auto compatibility—wired on the entry-level model and wireless on higher trims. There are also large, dedicated buttons for accessing the home screen, app drawer, navigation, and music.

The front seats are comfortable, and the rear seats are noticeably more spacious. Mazda claims there is now enough room for a child to sit comfortably with their backpack on the floor in front of them. The rear door opening has also been widened, making it easier for children to get into the back seat unassisted.

Slalom test...In slalom evaluations, the Mazda CX-5 is widely praised for its agility, steering precision, and dynamic control, standing out positively within the compact SUV category.

Vehicle performance varies across different generations and testing conditions:

Performance by generation and notable tests:

Recent models (3rd Generation / 2026): In the latest dynamic tests by specialized outlets like km77.com, chassis dynamics and body-roll control remain key areas of focus for the brand, offering balanced weight transfers and direct responses for an SUV.

Second generation (From 2017 onwards): In the classic slalom test conducted by km77.com on YouTube, the model moved fluidly, executing clean changes of direction. The stability control (ESP) system intervenes smoothly and moderately to maintain the intended path without drastically reducing the vehicle's speed.

Low-traction tests (Ice and Snow): During comparative evaluations at the Mazda Ice Academy event, the CX-5 AWD was tested on an ice-covered slalom course at speeds ranging from approximately 37 km/h to 43 km/h (23 to 27 mph). It outperformed direct rivals like the Honda CR-V and Subaru Forester by demonstrating superior control during rapid left-to-right direction changes and a better ability to hold its line when exiting a turn.

First generation (2012): Since its launch, closed-circuit tests have shown that Skyactiv technology reduced the understeer tendency ("plowing" or "pushing" at the front end) common in SUVs, giving the vehicle a connected feel to the road similar to that of a conventional passenger car.

 

Autonews

 

MAZDA

Electric Mazda CX-6e to hit European showrooms this month

Developed in Europe in close collaboration with Mazda’s design team in Japan, the all-electric SUV explores new shapes and proportions, while remaining rooted in Mazda’s Kodo – Soul of Motion philosophy.

From the outset, the Mazda CX-6e’s development objective was clear: to create a vehicle that feels fresh, progressive and emotionally appealing, while remaining unmistakably Mazda. Designers were encouraged to break with established conventions and develop a more powerful, technical expression befitting a new generation of electric vehicles, guided by the Soulful Futuristic Modern design theme. Particular attention was paid to proportions, surface shaping and wheel design, creating a lighter and sportier look, while also emphasising the vehicle’s premium character and dynamic stance.

“One of our goals was to create a strong sense of tension that runs throughout the design. Elements such as the elongated silhouette, the floating D-pillar and the carefully sculpted surfaces of the body work together to create a sense of movement and energy, even when the vehicle is stationary,” said Bahram Partaw, Chief Designer at Mazda Motor Europe, Mazda’s European Research and Design Center.

The development of the CX-6e was marked by intensive collaboration between Mazda’s design teams in Europe and Japan. Through a series of design reviews and clay model-making and digital modeling sessions, ideas were continually refined and re-examined – from the first sketches to the vehicle ready for series production. This collaborative process allowed the designers to fuse fresh perspectives with Mazda’s established design heritage.

Throughout the project, a strong emphasis was placed on craftsmanship. Every surface, every line and every transition was carefully shaped to create an impression of precision and quality, reflecting the Japanese principle of Takumi craftsmanship. The goal was not just to create an aerodynamic and technologically advanced vehicle, but one that conveys warmth, authenticity and emotional appeal through its shape and details.

With the CX-6e, aerodynamics were built into the design from the start, not added later. Aerodynamic vents integrated into the front of the design direct airflow through the front grille and over the sculpted bonnet, while compact digital side mirrors contribute to the aerodynamic look and purity of the overall design. During the sketching phase, designers often draw vehicles without conventional exterior mirrors, so the digital mirrors were an opportunity to bring the original design vision as close as possible to the final production vehicle.

Jo Stenuit, Design Director at Mazda Motor Europe, said: “The CX-6e explores how Kodo can evolve while remaining instantly recognisable. Rather than changing the essence of Mazda’s design, we focused on finding new ways to express it through proportions, surface shaping and aerodynamic integration. The result is a vehicle that feels progressive while remaining true to Mazda’s design philosophy.”

The design of the optional 21-inch wheel also played a significant role in shaping the CX-6e’s character. Developed at Mazda’s European Research and Design Centre in Oberursel, the optional 21-inch wheel is designed to complement the vehicle’s progressive design while giving it a distinctive visual identity.

The all-new Mazda CX-6e will arrive in European showrooms in August 2026.

Autonews

 

AUTONEWS

Should you let air out of your tires in the summer: Many drivers make this mistake

As if high temperatures weren't already causing enough problems and questions about how to cool down more easily, drivers also have an additional dilemma. During hot weather, many wonder if they should let some air out of their tires, because their heating also increases their pressure.

The theory is that a tire inflated to the prescribed pressure will naturally increase its pressure due to the summer heat - a pressure that will increase further while driving. While that makes sense, there is no need for any changes, because the increase in pressure caused by heat will not reach excessive values; the key is to never set the pressure below the value recommended by the manufacturer. Therefore, the use of "special" pressure values ​​is not necessary, although the option of adjusting the tires to the lowest pressure specified by the manufacturer still exists, writes Autonews.

The recommended tire pressure for a particular car depends on several factors, such as tire dimensions, number of passengers and load in the trunk; it also differs for the front and rear axles due to uneven weight distribution. Manufacturers provide the necessary information for setting the pressure on a sticker – which, depending on the vehicle, is located on the driver’s door frame or on the door itself, and sometimes on the inside of the fuel filler flap – as well as in the vehicle’s owner’s manual. Pressure is expressed in three different units: bar, PSI (pounds per square inch) and kPa (kilopascals), with bar being the most commonly used unit in Europe.

When you find the recommended pressure on the tire label, check the pressure and, if necessary, adjust it to the recommended value – but only when the tires are cold (which means that the vehicle has not been driven for more than about two kilometers). It is also recommended to check the tire pressure at least once a month.

Tire pressure...Make sure that you have the correct tire pressure in all five tires. (In case you never noticed, there's a tire in the trunk.) There's plenty of debate about what constitutes "correct" tire pressure, but we suggest going by what your vehicle manufacturer recommends, which should be listed on the side of the driver's door, on the glove compartment door, or in the owner's manual. Don't confuse the "maximum tire pressure" listed on the sidewall of the tire with the "recommended tire pressure" provided by the manufacturer of the vehicle. While it’s okay to inflate your tires to the "maximum tire pressure" number, "Recommended tire pressure" is the ideal pressure you want in your tires. If you're carrying an extra heavy load, follow the recommendation for "heavy loads," which is usually listed in the manual that came with your mother-in-law. (Or your car's owner manual.)

Ready for some more high-school physics? Remember that tire pressure will increase as the outside air temperature rises. In fact, tire pressure will go up approximately one pound for every 10 degrees Fahrenheit. So, tires that were at 35 PSI back in January when you drove to the slopes could easily be closing in on 45 pounds on a hot July day at the beach. Under some conditions that increase in pressure is enough to blow the tire! If nothing else, a tire that's overinflated will wear prematurely and will cause the car to handle and brake poorly. Don't count on your electronic tire pressure monitoring system to alert you to an overinflated tire, either — the warning light will only get illuminated when a tire’s air pressure is too low, not too high.

By the way, while you're out there checking the air in those tires, toss that stupid pencil-style pressure gauge in the dumpster where it belongs and get an accurate, dial-type gauge.

You also have to remember friction. As you drive, there's friction between the tires and the road. Friction means heat — and heat means an increase in tire pressure. So, here's what to do about your car's tire pressure: Check the tire pressure before you start driving. If the recommended pressure is 35 PSI, for example, it means 35 PSI before you start driving. If you check the tire pressure when you stop to get gas two hours later, it will be much higher than 35 PSI. If you check it at this point—after you've been driving--there is no way to know what the correct tire pressure should be. You'll be tempted to let air out of the tires, because the tire pressure will be greater than 35 PSI. Do not do this, because the tires will be under inflated.

Of course, you should always check the condition of your tires' treads. The minimum acceptable tread depth is 3/32 inch. This is about the distance from the edge of a penny to the top of Abe's head. But, if we were leaving on a trip, we wouldn't want the minimum tread. Because somewhere in the middle of that trip, you're going to be below the minimum tread So do you want to buy tires from the guy down the street, or from Uncle Luke's Gas Station and Charm School in the middle of the Bonneville Salt Flats? Why not take the trip on brand-new rubber?

While you're looking at the tire tread, keep an eye out for an uneven wear pattern. “Uneven” means the tire is more worn on one edge. This usually means you need a wheel alignment. Also, run your fingers along the tread and feel for lumps. The presence of lumps could mean that the tire is not balanced correctly. It could also mean that you were a cheapskate when you bought your tires. How do we know? Cheap tires deform more at high speeds. As a result, they can wear peculiarly. The end result can be lumps or other odd wear patterns.

Don't be cheap! This is no time to try to save a few bucks. If you're close to needing tires, get them now.

Steering and suspension...When we talk about steering and suspension components, we mean all the stuff that holds the wheels onto the rest of the car and keeps the tires in good contact with the road—both important features to have, if you don't want to accidentally drive into a bridge abutment. You can't really check most of these components yourself. Go to your mechanic and ask him to check the front and rear suspension components, the steering gear, and related parts, including ball joints and tie rods.

By the way, some vehicles with rear, independent suspensions have ball joints and related components that can fail catastrophically. It's a good idea to find out if your car has this kind of suspension. If it does, don't forget to mention this to your mechanic.

While it is true that hot weather and road friction cause the air inside your tires to expand—increasing pressure by about 1 to 2 PSI for every 10°F increase—modern tires are engineered by manufacturers to safely handle this temporary fluctuation.

Bleeding air from a warm tire creates serious safety hazards:

Dangerous Underinflation: If you let air out while the tires are hot, they will become severely underinflated once they cool down.

Increased Blowout Risk: Underinflated tires sag, causing the sidewalls to flex more against the pavement. This friction generates extreme heat, which weakens the tire structure and drastically increases the chance of a sudden blowout.

Poor Performance & Wear: Lower tire pressure decreases fuel efficiency and accelerates uneven tread wear.

How to correctly manage summer tire pressure...Instead of guessing or bleeding hot tires, follow these standard maintenance steps:

Check when cold: Always measure your tire pressure first thing in the morning before driving, or after the vehicle has been parked in the shade for at least three hours.

Follow the placard: Look for the recommended cold PSI sticker inside the driver’s side door jamb or in your owner's manual.

Adjust strictly to spec: Only add or release air if the cold reading differs from the manufacturer's recommended specification.

LADA

Video: How much power does the Lada Niva really have?

The standard Lada Niva has 83 horsepower (61 kW) and 129 Nm of torque. Its engine output depends entirely on the specific version you look at, ranging from the historically modest baseline up to newer high-output sport trims

Standard Niva (Legend / Bronto): The classic, widely recognized version runs on a naturally aspirated 1.7-liter gasoline engine. It delivers 82 to 85 hp and roughly 129 to 130 Nm of torque. This configuration takes a leisurely 17 to 19 seconds to reach 100 km/h (62 mph)

Lada Niva Sport: This factory-upgraded variant steps up to a 1.6-liter 16-valve engine derived from Lada's sports cars. It outputs 122 hp (124 PS / 91 kW) and 151 Nm of torque, dropping the 0–100 km/h sprint time down to 11.8 seconds.

Niva Sport Turbo (Rally-Spec): Built specifically for extreme off-road motorsport, this specialized, non-production rally vehicle utilizes a turbocharged 1.6-liter engine hammering out a massive 276 hp and 340 Nm of torque.

Real-world capability...While the street-legal Niva's numbers seem underwhelming by modern standards, its real "power" lies in how it uses that mechanical output. Because the vehicle is light—weighing only about 1,285 kg (2,833 lbs)—and utilizes a permanent four-wheel-drive system with high/low-range gearing and a locking center differential, it can crawl through deep mud, snow, and steep inclines where heavier, more powerful crossovers get stuck.

If you are interested in exploring further, let me know if you would like me to map out how its off-road specifications compare to modern rivals like the Suzuki Jimny, or if you want to dive into its mechanical reliability history!

Autonews

AUTONEWS

Mercedes Vito Sport-X

Mercedes-Benz Vans is introducing the new Vito Sport-X, an exclusive equipment package for the Vito Crew van series in the UK market.

Based on the existing Vito SELECT equipment package, the Sport-X adds a motorsport-inspired exterior design, upgraded interior materials and additional standard equipment. It will top the Vito Crew van range when orders open in September.

The model is powered by a 2.0-litre diesel engine with 190 PS and 440 Nm of torque, mated to a 9G-TRONIC automatic transmission, and is capable of accelerating from 0 to 100 km/h in 10 seconds.

Exterior changes include a redesigned front bumper and grille, a rear spoiler, gloss black accents, side sills, roof rails, Sport-X badging, sports bonnet and side sills, and 19-inch black alloy wheels.

Alpine Grey is offered as standard, while Arctic White and six metallic colours (Sodalite Blue, Obsidian Black, Kalahari Gold, High Tech Silver, Graphite Grey and Hyacinth Red) are available at no extra cost.

Inside, the standard three-seater front bench has been replaced by individual sports seats with integrated headrests and Sport-X badging. The cabin also features black motorsport-inspired eco-leather and dark grey upholstery with orange contrast stitching.

Heated front seats, heated steering wheel, wireless phone charging and a centre console with storage are included as standard.

Available as a 5-seater panel van in L2 and L3 body lengths, the Vito Sport-X offers a payload of up to 733 kg, up to 4.1 m³ and a towing capacity of up to 2,500 kg. The removable rear bench seat provides additional cargo space when needed.

The Vito Sport-X will be available to order from September, priced from £56,995 ex VAT.