SUZUKI

Suzuki Cappuccino: a tiny, yet genuinely sporty, roadster

In the 1990s, a time when Japanese sports cars were winning over enthusiasts with powerful engines, rear-wheel drive, and sophisticated technical solutions, Suzuki chose a different path: to create a tiny, lightweight, and affordable roadster capable of delivering a genuinely sporty driving experience without relying on high horsepower figures. Thus, the Suzuki Cappuccino was born—a small convertible that epitomized the Japanese philosophy of making the absolute most of every inch and every horsepower.

Introduced in 1991, the model belonged to the Japanese "kei car" category—a class of compact vehicles subject to specific size and engine displacement limits, which allowed them to qualify for tax and regulatory benefits in Japan. Unlike typical urban microcars, however, the Cappuccino was designed as a two-seater sports car, featuring a front-engine, rear-wheel-drive layout and carefully balanced weight distribution. Its name evoked the famous Italian beverage, but its character was quintessentially Japanese: compact dimensions, clever engineering, and a focus centered on the joy of driving.

The little roadster stood out for its well-balanced proportions, characterized by a long hood relative to the cabin and a short rear end. Measuring only about 3.30 meters in length, it managed to sport a dynamic silhouette while still meeting the strict requirements that defined a kei car. Its compact body, understated headlights, and clean lines conveyed a sense of lightness, while its low overall weight contributed directly to the vehicle's agility and efficiency.

One of the most intriguing features of the Cappuccino was its removable roof system, which allowed for various open-air configurations. The top panels could be removed to transform the car into a traditional convertible, while the rear section of the roof and the rear window offered further options for customization. The result was a highly versatile driving experience for such a small car, bringing its occupants closer to the outside environment and reinforcing the model’s laid-back, fun-loving character.

Beneath its diminutive dimensions, the Cappuccino concealed a mechanical configuration worthy of larger sports cars. In early units, the F6A engine—a 657cc, three-cylinder unit featuring dual overhead cams, 12 valves, a turbocharger, and an intercooler—produced 64 hp at 6,500 rpm and 85.3 Nm of torque at 4,000 rpm. While this power output adhered to the Japanese regulatory limit for the *kei* car category, the vehicle’s low weight—approximately 700 kg—served as a crucial asset, ensuring agile responses and an engaging driving experience.

The engine was mounted longitudinally in the front, positioned well back to optimize weight distribution, and delivered power to the rear wheels via a 5-speed manual transmission. An independent, double-wishbone suspension system at all four corners reflected Suzuki’s commitment to providing precise cornering and excellent body control. Four-wheel disc brakes—with ventilated discs up front—rounded out a technical package that was surprisingly sophisticated for such a compact car.

In May 1995, the Cappuccino received a significant mechanical update. The F6A engine was replaced by the 658cc K6A—also a three-cylinder, turbocharged unit producing 64 hp—which featured an all-aluminum engine block and cylinder head. Torque increased to 103 Nm at 3,500 rpm, improving power delivery at lower engine speeds. In addition to the 5-speed manual transmission, Suzuki began offering a 3-speed automatic, broadening the potential appeal of this small roadster. In versions equipped with a manual transmission, the weight could drop to approximately 690 kg.

Although designed primarily for the Japanese market, the Cappuccino also reached Europe—most notably the United Kingdom—where it gained a following by offering a compact and relatively affordable alternative to conventional sports convertibles. Its combination of rear-wheel drive, low weight, a turbocharged engine, and a modular roof made it a particularly compelling example of the generation of small Japanese sports cars from the 1990s.

Production ended in 1998, with no direct successor in Suzuki’s lineup. Nevertheless, the Cappuccino remains a prime illustration that driving pleasure does not necessarily depend on high horsepower, large dimensions, or exorbitant price tags. Its formula was simple yet technically well-executed: low weight, efficient mechanicals, balanced weight distribution, and the freedom of open-air driving. Decades later, it remains one of the small Japanese roadsters most fondly remembered by enthusiasts of JDM (Japanese Domestic Market) automotive culture.

 

Autonews

 

TECH

A car component that has been indispensable for decades is slowly disappearing: Here is why manufacturers are phasing it out

One of the simplest parts of a car—a fixture under the hood for decades—is gradually becoming a thing of the past. The classic engine oil dipstick is increasingly being replaced by digital sensors, a shift that raises various questions regarding safety, driver habits, and vehicle maintenance.

The metal dipstick, once an almost essential feature in every vehicle, is gradually vanishing from newer models. For decades, it was a standard part of the driving routine, often accompanied by a rag used to wipe away oil residue. Today, it is increasingly being replaced by an electronic system that uses a sensor located in the oil pan to measure oil levels, displaying the results on a central screen inside the vehicle. According to *Autonews*, this technology has been used in European luxury cars for over a decade.

Why are manufacturers moving away from such a simple solution? Although the classic dipstick—typically featuring a plastic handle—is very inexpensive to produce, automotive companies are increasingly investing in more costly systems that incorporate sensors, electrical wiring, and software.

Stellantis suggests that drivers today are checking their oil levels the traditional way less and less frequently. "Today's consumer does not consider manually checking oil levels a priority. With a sensor, this information is displayed every time the ignition is turned on. That is customer-focused engineering," Dale Jewett, a spokesperson for Stellantis, told *Automotive News*.

Representatives from automotive companies also point out that digital sensors reduce the chance of error, as the result no longer depends on the driver's experience, the surface on which the car is parked, or the engine temperature.

Manufacturers want fewer interventions under the hood... Experts believe that the removal of dipsticks is also driven by a desire among manufacturers to discourage drivers from performing their own engine maintenance.

Michael Crossen, a lead tester at *Consumer Reports*, highlighted potential issues that can arise when manually checking or topping up oil.

"A driver might check the oil level with a dipstick, conclude that it is a bit low, and decide to add more. In doing so, they might overfill it, which is not recommended. Furthermore, many cars require a very specific type of oil. Manufacturers do not want drivers using just any oil they happen to have on hand," Crossen said.

He specifically warned about hybrid vehicles, which—in addition to a conventional engine—feature high-voltage electrical systems, making DIY maintenance a greater safety risk.

Additionally, modern engines operate at higher temperatures and have very tight tolerances between individual components. Consequently, it is crucial to use the correct type of oil and to determine the precise amount required. Manufacturers want to avoid situations where owners might add the wrong type of oil or overfill the engine.

The traditional dipstick doesn't fit the aesthetic of a modern car... According to Crossen, the appearance of the engine bay may also have influenced the decision to remove it. This simple metal component—save for a plastic handle, usually yellow to make it easier to spot—has remained largely unchanged for about a hundred years.

Crossen believes this approach feels outdated compared to today’s cars, where most vehicle information is displayed electronically—accessible at the touch of a button or via icons on a screen.

"The customer has to open the hood, which might get their hands dirty. That’s not a modern way of doing things," he said, explaining that manufacturers aim to allow all functions to be managed via a central display.

However, this change has not been welcomed by all drivers. Some oppose the removal of the dipstick because they want to retain the ability to check and change the oil themselves, while others simply do not trust electronic systems and sensors.

Auto mechanic Dave Bell, however, points out that many drivers no longer even know how to properly check their oil level. He suggests that long service intervals—which can reach as much as 25,000 kilometers—have conditioned drivers to leave such checks to the vehicle's own systems.

In such cases, a reliable digital sensor can help prevent serious engine damage.

What happens to the oil level data? The introduction of digital systems also raises the question of storing data regarding the engine's condition.

In cars equipped with a traditional dipstick, the onboard computer does not record the history of oil levels. In contrast, new electronic systems technically allow for the permanent storage of this information, representing an additional difference in how a vehicle's condition is monitored.

Car makers are replacing traditional oil dipsticks with electronic oil-level sensors displayed on dashboard screens.

Why automakers are making the switch:

• Customer convenience: Manufacturers state that modern drivers rarely check their oil manually, and digital sensors display the level automatically every time you start the car.

• Preventing user error: Manual checks can be inaccurate if done on uneven ground, on a hot engine, or by adding the wrong oil viscosity. Sensors aim to reduce overfilling and improper handling.

• Engine packaging: Tight, crowded European engine bays and complex hybrid systems prioritize compact design over traditional mechanical access points.

• Service control: Critics note that removing the dipstick discourages DIY maintenance and makes owners more dependent on dealerships for basic checks and service.

Main criticisms and drawbacks:

• Distrust in sensors: Electronic sensors and software can fail or give delayed readings, eliminating a simple, reliable mechanical backup.

• Inconvenient verification: Unlike a 5-second pull of a physical stick, digital systems often require the car to reach a specific operating temperature or run for a set time before displaying a reading.

• Pre-start uncertainty: You cannot check if oil is present or critically low before cranking the engine, which can risk dry-start wear if the sensor malfunctions

 

MOTO GP

Marc Márquez proves his worth at Sepang

Álex Márquez made a strong start from pole position, but Marc Márquez overtook him on the inside to take the lead. Ai Ogura moved up into third, ahead of Enea Bastianini and Marco Bezzecchi—though Bezzecchi soon managed to get past Bastianini after a few corners.

Álex attempted to overtake Marc but ran a bit wide, failing to complete the move. Meanwhile, Bastianini tried to pass Ogura; the attempt backfired, causing him to lose two positions as both Acosta and Bezzecchi slipped past. The Italian rider struggled, eventually making contact with Johann Zarco, who was running ahead of Fabio Di Giannantonio.

Still on the opening lap, Acosta overtook Ogura to claim third place, aiming to close the gap to the Márquez brothers, while Bezzecchi also moved past the Japanese rider to stay in the hunt. Further back, Augusto Fernández crashed out.

The race settled into a somewhat monotonous phase as Marc Márquez extended his lead over his four pursuers. On the tenth lap, Acosta launched an attack on Álex. Bezzecchi also tried to make a move but ran off the track. Elsewhere, Joan Mir pulled into the pits while running inside the top ten.

Acosta showed a slightly faster pace than the group he had been with, pulling away on his own; however, he could not close the gap to Marc Márquez, who was already more than two seconds ahead. Behind them, Diogo Moreira—who had been running near the top ten—crashed.

Bezzecchi began to struggle to keep pace with Álex, prompting Ogura to attempt an overtake on the Italian with four laps remaining, though he ended up running off the track. Shortly after, Ogura tried again on the inside; the two made slight contact before the Japanese rider secured fourth place. Johann Zarco had retired from the race just moments earlier. Marc Márquez cruised to victory—his seventh of the season—taking a giant step toward his tenth world title. Pedro Acosta finished comfortably in second, while Álex Márquez held off a late challenge from Ai Ogura to secure a spot on the podium.

Elsewhere, a last-lap error by Marco Bezzecchi cost him fifth place, handing the position to Enea Bastianini. Meanwhile, Luca Marini edged out Fabio Di Giannantonio by 77 thousandths of a second to claim seventh. Brad Binder and Franco Morbidelli rounded out the top ten, with Álex Rins, Maverick Viñales, and Iker Lecuona also scoring points.

The opportunity arose from an injury to his main rival, but #93 seized it intelligently. Marc arrived in Sepang knowing he needed to maximize his points haul without turning the championship battle into a series of unnecessary risks. He left Malaysia with 34 out of a possible 37 points, leaving his competitors with a much tougher task heading into the final three rounds.

On Saturday, Pedro Acosta came out on top in the sprint race, while Márquez finished second, securing nine crucial points. Marco Bezzecchi, who finished third, also scored, but couldn't prevent the Spaniard from extending his lead in the standings. With Martín absent, this result was already a significant step forward, even before the main race.

Second place went to Pedro Acosta, the KTM rider who engaged in a spirited duel with Álex Márquez but was unable to keep pace with Marc Márquez. The podium was rounded out by Álex Márquez, who finished third on a Gresini Ducati. Ai Ogura took fourth place on a Trackhouse Aprilia, while Enea Bastianini completed the top five on a Tech3 KTM.

Marco Bezzecchi finished the race in sixth place on an Aprilia, just ahead of Luca Marini, who came in seventh on a Honda. Fabio Di Giannantonio took eighth on a VR46 Ducati, while KTM’s Brad Binder finished ninth. The top ten was completed by Franco Morbidelli, Di Giannantonio’s teammate.

Diogo Moreira, the only Brazilian on the grid, retired from Sunday’s race in Sepang. The LCR Honda rider was running in tenth position when he crashed on lap 14 of the 20-lap race. He attempted to rejoin the track but headed back to the pits shortly thereafter.

The MotoGP season continues next Sunday with the Qatar Grand Prix, held at the Lusail Circuit.

Marc Márquez vs. Aprilia...Marc Márquez’s victory at the Malaysian MotoGP Grand Prix was accompanied by a verbal clash with Massimo Rivola, the head of Aprilia. The Ducati rider insinuated that Ai Ogura had defended his position with the intent of favoring Marco Bezzecchi, to which the Italian executive responded with a reference to Álex Márquez: "Factory games should be played within one's own house... within the family." However, the events that unfolded during Sunday’s race cast doubt on the suspicions regarding team orders.

Marc Márquez and Massimo Rivola were at the center of a heated exchange during the Malaysian MotoGP Grand Prix, held this Sunday, November 1, at the Sepang circuit. The controversy began following Saturday’s sprint race, when the Spanish rider drew attention to the performance of Ai Ogura—who rides an Aprilia for the Trackhouse team—suggesting that his defensive tactics might have been linked to the battle for the world championship.

The Ducati rider’s comments did not sit well with Massimo Rivola, CEO of Aprilia Racing, who responded before the main race with a remark heavy with irony. The Italian executive questioned Márquez’s insinuations and took the opportunity to point toward the sporting relationship between the Spaniard and his brother, Álex Márquez—also a Ducati rider, though competing within the independent Gresini structure.

This exchange has reignited the debate surrounding team orders in MotoGP—a practice that allows manufacturers to attempt to favor one of their riders when a championship is at stake. Nevertheless, neither Aprilia has confirmed the existence of instructions for Ogura, nor has the Japanese rider admitted to receiving any orders to benefit Bezzecchi.

As for how the race unfolded...Marc Márquez took the lead at the very first corner, overtaking Álex Márquez, while Ai Ogura moved up to third, followed by Enea Bastianini in fourth and Pedro Acosta in fifth. Further back, Diogo Moreira held 13th place. Also on the opening lap, the Tech3 rider found himself boxed in and dropped to sixth, while Marco Bezzecchi broke into the top five.

Acosta advanced to third by passing Ogura, who was also overtaken by Bezzecchi. On the third lap, Augusto Fernández crashed at turn 14 and was forced to retire from the race. Álex Márquez found himself under pressure from the KTM rider, who was battling for second place while ensuring Marc Márquez couldn't pull too far ahead in the lead.

In the mid-pack, Johann Zarco began challenging Bastianini for sixth place on the fifth lap, while further back, Moreira overtook Brad Binder to move into 11th on lap 6. At the front, Marc Márquez gradually extended his lead, while Álex Márquez held onto second, despite the pressure from Acosta.

By the ninth lap, Marc Márquez had opened up a one-second gap over his brother and fellow Gresini rider. As Acosta struggled to complete an overtake, Bezzecchi—running in fourth—closed in on both him and Álex Márquez. Meanwhile, Joan Mir headed to the pits on his Honda and retired from the race in Sepang. On the tenth lap, Acosta finally moved into second place, while Marc Márquez extended his lead to 1.8 seconds.

Twelve laps into the race, Marc Márquez had stretched his lead over Acosta to two seconds, while Álex Márquez remained in third, pressured by both Bezzecchi and Ogura. At this stage, Diogo Moreira was running in tenth. Two laps later, the only Brazilian on the grid crashed at turn 12; he managed to rejoin the track in 18th place but retired shortly thereafter.

As Marc Márquez pulled more than three seconds clear of Acosta, the KTM rider established a two-second cushion over Álex Márquez. Zarco, meanwhile, lost ground due to technical issues, dropping to 14th. At the same time, he launched an attack on Bezzecchi, but the Italian Aprilia rider reclaimed fourth place just one corner later.

After making contact—nearly resulting in a crash for both—Ogura finally managed to get past Bezzecchi to take over fourth position. The race continued, and Márquez went on to win with a lead of more than four seconds over Acosta, who finished second. Álex Márquez rounded out the podium in third place.

This Sunday, however, #93 demonstrated why he is the primary title contender. At the start, he attacked his brother Álex at the first corner and took the lead. After fending off a counter-attack from the Gresini rider, he began to build a gap, avoiding any unnecessary duels.

Pedro Acosta managed to overtake Álex on the tenth lap, but he posed no real threat to the lead. As tire wear intensified in the Sepang heat, Marc managed his pace, extending his lead over the KTM rider to more than 3 seconds. By the time he crossed the finish line, the gap was 4.123 seconds.

The advantage gained in Malaysia shifts the outlook for the final stretch of the season. Márquez leads with 399 points, ahead of Martín with 355, while Bezzecchi sits in third with 332. Although the Italian trails the Ducati-mounted Spaniard by 67 points, it is the rider in second place who defines the most immediate math for the championship decider.

The regulations allow for a maximum of 37 points per race weekend: 12 for a sprint race victory and 25 for a Grand Prix win. After Qatar, only the rounds in Portugal and Valencia will remain, with 74 points still up for grabs. To secure the title in Lusail, Marc needs to finish the round with a lead of at least 74 points over his rivals.

In practical terms, this means extending his current gap over Martín by 30 points throughout the weekend in Qatar. If the Spaniard—who rides for Aprilia—remains sidelined, Marc will need to score at least 30 points to establish the necessary margin. One possible scenario would be finishing 5th in the Sprint race and winning the main race on Sunday. Alternatively, if he wins the Sprint, a second-place finish in the Grand Prix would also be enough to clinch the championship.

The Malaysian round demonstrated that Márquez does not rely solely on raw speed to win. Consistently composed, the Spaniard remained in complete control of the situation all weekend long.

An eighth title in the premier class would place Márquez alongside Giacomo Agostini in the history books. Following a season defined by shifting circumstances and a significant climb up the standings, the #93 rider enters the final stretch with the chance to add yet another historic achievement to his already illustrious career.

The crown is not yet secured, but Malaysia has paved the way. Marc has effectively closed the door on his rivals and begun etching his name once more onto the iconic MotoGP trophy.

Now, it is simply a matter of managing his lead and seizing the first available opportunity in Qatar—provided the race goes ahead as planned—to turn his status as the favorite into yet another chapter in the history of world motorcycle racing. Once again, we are witnessing the unfolding of a victory forged through pure resilience.

MotoGP returns to action from November 6th to 8th in Lusail for the Qatar Grand Prix, the 20th round of the 2026 season.

by Autonews

AUTONEWS

This winter mistake can prove costly for drivers: Mechanic warns of serious engine damage

Plain water in a car's cooling system freezes at zero degrees and boils at 100 degrees Celsius, yet an engine can easily reach high temperatures while running. American mechanic Scotty Kilmer warns that using only water instead of antifreeze can cause serious—and potentially irreparable—engine damage. Experts therefore recommend using an appropriate mixture of antifreeze and water, most commonly in a 50:50 ratio.

Coolant—commonly known as antifreeze—serves several vital functions within an engine, more than is generally realized. As reported by Autonews, citing American mechanic and YouTuber Scotty Kilmer, using plain water instead of antifreeze can pose a serious threat to the engine, especially during the colder months, Autonews notes.

The reason is simple: water freezes at zero degrees and boils at 100 degrees Celsius. Antifreeze lowers the freezing point and raises the boiling point of the coolant, thereby protecting the engine both while driving and when the car is parked.

Why do I need coolant/antifreee? As the name suggests, coolant/antifreeze is necessary to reduce the freezing point of your engine’s cooling system and raise the temperature at which the system will boil when compared to water alone.

The boiling point of water is 100-degrees C. The accepted pressure range for a car’s radiator is between 75-100kPa (or 11-15psi) and with a mix of 33% coolant/antifreeze to water the boiling point is raised to 121-125-degrees C. Change the ratio to 55% and this lifts to 125-129-degrees C.

If you live in a cold climate where the temperatures regularly (in winter) drop below freezing, then the accepted ratio of coolant/antifreeze to water is 60:40. Oddly, increasing the amount of antifreeze in the system will actually reduce its protective qualities. So, with 60% coolant/antifreeze in the system the temperature at which the first ice crystals will begin to form in the cooling system is -55-degress C. With no antifreeze/coolant in the system (and just straight water) ice crystals will form at 0-degrees C. Letting the engine’s cooling system freeze will see the fluid expand and crack engine blocks and blow the radiator apart.

But, even in Australia, the use of coolant/antifreeze to protect against freezing is vital. See, wind chill can accelerate the ‘heat loss’ of your car engine’s cooling system. For instance, say the ambient temperature is 0-degrees C (a regular winter temperature in the Blue Mountains where I live) driving at just 24km/h will cause wind chill to reduce temperature of the air hitting the radiator to -21-degrees C and at 60km/h the temperature would end up being -30-degrees C. Beyond 60km/h the wind chill factor effect becomes minimal. That said, windchill will not actually reduce the temperature of your engine’s heating/cooling system below ambient temperature, but it will speed up heat loss. So, with a 60:40 mix of coolant/antifreeze:water protection against freezing will extend to -55-degrees C.

Can I use water instead of coolant? No. Well, maybe not. The idea of running coolant in your car’s engine is to increase the boiling point of the water which is being pumped around your car’s engine and through the radiator where the air flowing through a moving car’s radiator cools down the water as it continues on its way back through the engine.

In Australia...Depending on where you live in Australia, your water will either be harder or softer than somewhere else. All water contains dissolved salts and minerals, which if running straight water in your engine (without coolant), can reduce the life of some components. So the argument is one that’s less about cooling properties and one about the potential damage water can do to your car’s cooling system.

In colder climates (see paragraph above), using just water means the car engine’s cooling system will freeze at 0-degrees C, and when water freezes solid it expands, which can lead to cracked engine blocks or burst radiators.

Why is plain water not enough? While water is effective at transferring heat, its major drawback is that it freezes at low temperatures and boils at high ones. Antifreeze is specifically designed to prevent these issues and protect the engine across a variety of weather conditions. Kilmer, who has over 6.4 million subscribers on YouTube, also warns of another issue: cavitation.

"There is a reason why the cooling system should be filled with a mixture of half antifreeze and half water," he explains.

According to him, antifreeze prevents freezing during the winter and protects the engine from cavitation—a phenomenon that can cause serious damage. Cavitation occurs when vapor bubbles form within the liquid and then suddenly collapse, generating pressure that can damage the engine's metal components. Antifreeze contains additives that help protect against this, whereas plain water does not. Consequently, driving for an extended period with only water in the cooling system can lead to costly, or even irreparable, engine failure.

An example involving a Toyota with a completely failed engine...As a cautionary tale, Kilmer cites the case of a Toyota owner. The previous owner had used only water in the cooling system, and the new owner was unaware of this. The result was a complete engine failure. This example illustrates how important it is to know what kind of fluid is in the cooling system, especially when purchasing a used car.

Kilmer’s message to drivers is clear: "So please, never drive a car that has only water in its cooling system."

Even tap water is not a good solution...A similar warning comes from the website BookMyGarage, which specializes in comparing prices for car repairs and maintenance. Experts advise drivers to regularly check the composition of their engine coolant. Tap water is not suitable for this purpose, as it may contain minerals that contribute to the formation of deposits and damage components of the cooling system.

A mixture consisting of 50% antifreeze and 50% water is most commonly recommended; however, it is important to follow the vehicle manufacturer's guidelines and use the appropriate type of coolant.

"Using water instead of coolant on a regular basis can lead to very costly repairs," experts warn.

What should drivers keep in mind? Antifreeze is not merely a substance used to prevent an engine from freezing during the winter. It also plays a crucial role in protecting against overheating, corrosion, and cavitation. For this reason, drivers are advised to regularly check the level and condition of their coolant. Furthermore, when purchasing a used car, they should pay attention to what is inside the cooling system.

It is also important to check the coolant only when the engine is cold, as opening the system while the engine is hot can result in serious burns.

To prevent water from freezing in winter or boiling due to engine heat, cars use a mixture of demineralized water and a radiator additive (typically based on ethylene glycol), along with a pressurized cooling system.

This combination alters the physical properties of the liquid, allowing it to withstand the extreme conditions within an engine:

1. The effect of the additive (ethylene glycol)... When the additive is mixed with water, a chemical phenomenon occurs that changes the liquid's freezing and boiling points:

• Elevation of the boiling point: The mixture will only boil at approximately 105°C to 110°C (under normal atmospheric pressure).

• Lowering of the freezing point: The water no longer freezes at 0°C; instead, it can withstand temperatures as low as -35°C (depending on the mixing ratio) without turning into ice.

2. The secret of pressurization (pure physics)... A car's cooling system is completely sealed and operates under high pressure.

• In a closed environment, as the liquid heats up, the internal pressure increases.

• In physical terms, the higher the pressure exerted on a liquid, the higher its boiling point becomes.

• Thanks to the radiator cap (or the expansion tank cap), which maintains this pressure, the boiling point of the mixture rises even further, reaching between 125°C and 135°C.

Since an engine typically operates between 90°C and 105°C, the liquid is able to absorb and dissipate all this heat without evaporating or boiling.

 

SUZUKI

Akrapovic Slip-On Exhausts Suzuki GSX-R1000/R

Akrapovič exhaust options for the Suzuki GSX-R1000 / GSX-R1000R (recent models from 2017 to 2026/2027) range from sport silencers (slip-ons) to full-system titanium exhausts.

This system with a deep and sporty sound has been developed exclusively for use on closed-course competition circuits, especially for use on racetracks where lower noise levels are required. Akrapovič engineers have measured 99.1 dB of static noise level for the Slip-On Line (Titanium) Track Day at 5,500 rpm. The exhaust is made from race-proven materials – lightweight titanium finished with a handmade carbon-fibre end cap and muffler bracket.

Engine - Updated for 2027, the new high-performance 999.8cm3 four-stroke liquid-cooled DOHC inline-four engine retains the same level of driveability and reliability, while producing torque an even more linear fashion resulting in the most powerful and hardest accelerating engine in the GSX-R family.

Power and torque levels have been increased by 6.3 kW (8.5 hp) at 13,000 rpm and 6.4 Nm at 10,000 rpm when compared with a Suzuki GSX-R1000RR equipped with a standard stock exhaust and measured on the in-house dyno. ECU remapping is recommended.

Chassis - Light and compact, the twin-spar aluminum frame has adjustable swingarm pivots to help racers tune the chassis. Assembled in precision machined bodies with a gold-anodized finish, the Showa® BFF fork and shock deliver extraordinary handling while the lean-sensitive, ABS system monitors the Brembo® four-piston, radial-mount front brake calipers that are fed by stainless steel brake lines.

When installing the Slip-On Line exhaust system on Euro 5+ motorbikes (with two lambda sensors), the check engine light will appear after identifying a deviation in the stock catalytic converter’s parameters.

Akrapovic Slip-On Exhausts Suzuki GSX-R1000 / R...The Akrapovic Slip-On Exhaust represents the first step into the world of exhaust system tuning. By no means entry level, it offers a great balance between price and performance. Each bespoke exhaust is designed to enhance the performance and match the design philosophy of your motorcycle. Transform the nature of your bike by adding not just more power, but also that unique, deep and resonant Akrapovic sound. Whether your choices are carbon fiber or titanium, you can be sure that every step in the R&D, design and manufacturing processes of each exhaust has been performed by a team of highly skilled and experienced engineers.

It’s not just about peak power - Akrapovic exhaust systems deliver increased performance throughout the entire RPM range. Increases in power and torque result in a much smoother power delivery and ride. All Akrapovic exhaust system measurements are formulated on in-house computer-controlled flow benches.

Features:

No fuel remapping required, but for optimal performance RevZilla recommends use of a fuel controller

A combination of beautiful machine and hand welds

CNC machined muffler inlet cap

Optimized to maximize lean angle

All carbon fiber parts are produced in-house

Air-tight quality controlled production means your exhaust will be perfect

High-quality, silicon-shielded stainless steel exhaust springs

Main Types of Akrapovič Exhausts for the GSX-R1000R:

• Slip-On Line (Silencer):

• Features: This is the entry-level option for exhaust tuning, replacing only the original silencer. It offers weight reduction (approximately -2.3 kg, or up to -70.3% in some titanium versions), a deeper, MotoGP-style sound, and a modest increase in power (e.g., approximately +1.8 kW / +2.1 Nm on recent models). For most track-oriented versions, an immediate ECU remapping is not required. 

• Model examples:

• Akrapovič Slip-On Line (Titanium)

• Akrapovič Carbon / GP Slip-On

• Racing Line / Full System:

• Features: Replaces the entire exhaust system, including the headers and the silencer. Designed for track use, it provides a drastic reduction in weight and significant gains in power and torque (potentially adding over 10 hp at mid-to-high RPMs, along with a substantial boost in torque). This generally requires an ECU remap and is not homologated for street use (it does not meet road-legal emission standards in most regions). 

• Model examples:

• Akrapovič Racing Line (Titanium/Stainless Steel)

• Track Day Versions:

• Features: Specifically developed to comply with noise limits at certain racetracks, while maintaining the performance benefits of titanium.

Autonews and MotorLand

 

CHERY

Chery Tiggo 2: The Chinese car received zero stars in a safety test

The days when Chinese cars were so poor in terms of safety that they failed to earn a single NCAP star are long gone. Today, new Chinese models typically achieve the maximum five-star NCAP rating; however, there are exceptions. This was demonstrated by the Chery Tiggo 2—a vehicle that, fortunately, is not available for purchase here.

In the Latin NCAP test (the South American branch of Global NCAP), the Chery Tiggo 2 received zero stars!

Although this Chinese SUV comes standard with four airbags and electronic stability control (ESC), it failed to meet basic safety requirements. According to the Latin NCAP report, the Tiggo 2 scored zero percent of the maximum possible points for both adult and child occupant protection. Furthermore, it achieved a score of 49% for pedestrian protection and 45% for safety assist systems.

According to Latin NCAP, there is a risk that the Tiggo 2 could catch fire and be consumed by flames in the event of a frontal collision. The institute also noted poor chest protection and high compression levels during a frontal impact. The footwell area was described as "unstable," and the conclusion following a side-impact test stated: "The dummy representing a three-year-old child was at risk of being ejected from the vehicle." There is also a lack of safety features: the Tiggo 2 does not come with advanced driver-assistance systems (ADAS) or side-impact head protection as standard equipment, and the rear seats are not equipped with seatbelt pretensioners or load limiters, reports CarNewsChina. Stephan Brodziak, President of Latin NCAP, described the safety performance of the Chery Tiggo 2 as "appalling" and "an insult to consumers throughout Latin America and the Caribbean."

The Tiggo 2 is a compact SUV that Chery launched for emerging overseas markets, such as those in Southeast Asia, Latin America, and the Middle East. It is powered by a 1.5-liter naturally aspirated four-cylinder gasoline engine producing 105 hp, paired with either a 5-speed manual transmission or an optional CVT automatic. It features front-wheel drive exclusively, and acceleration from 0 to 100 km/h takes over 15 seconds.

The New Car Assessment Programme for Latin America and the Caribbean, Latin NCAP, publishes today the first crash tests result for 2026 and the first result under the updated assessment protocols, with a disappointing zero stars for the Chery Tiggo 2 / Tiggo 2 Pro / Tiggo 2 Pro Max and Chirey Tiggo Pro for Mexico.

The Chery Tiggo 2 / Tiggo 2 Pro / Tiggo 2 Pro Max and Chirey Tiggo 2, produced in China, was rated with zero stars. The Tiggo 2 that offers 4 airbags and Electronic Stability Control (ESC) as standard, achieved 0% in Adult Occupant, 0% in Child Occupant, 48.89% in Pedestrian Protection and Vulnerable Road Users and 45.45% in Safety Assist. The car was assessed in frontal impact, side impact, whiplash (front and rear seats), pedestrian protection, ESC and Moose test. The car showed poor protection to the driver chest in the frontal impact and fire risk that led the Adult Occupant box score to zero.

The Chery Tiggo 2 / Tiggo 2 Pro / Tiggo 2 Pro Max and Chirey Tiggo 2 showed an unstable structure combined with an unstable footwell area in the frontal crash and high chest compression leading to poor protection to the driver chest in the frontal impact. As the car does not offer side head protection as standard, the pole impact was not performed and penalized the score. The lack of side head protection for adults and child occupants in front and rear seats respectively is a major concern. The car does not offer pretensioners and load limiters in rear seats and could not prove protection of the small female adult in the second row in a frontal crash. The car did not prove to meet rear impact acceptable structural performances and whiplash showed marginal and poor protection to the neck of the adults in the front and rear seats.

Latin NCAP...The first result from Latin NCAP under its 2026 protocols assigns a zero-percent rating to the China-manufactured Tiggo 2 for both adult and child occupant protection. Chery models sold in Europe, by contrast, boast a five-star rating—a discrepancy largely explained by EU safety legislation.

Latin NCAP awarded zero stars to the Chery Tiggo 2, marking the first result under its updated protocols. Published on October 28, 2026, the test rated the Chinese-made SUV—sold as the Tiggo 2 Pro and Pro Max across the region, and as the Chery Tiggo 2 in Mexico—at 0% for both adult and child occupant protection, while also noting a risk of fire in frontal collisions.

Euro NCAP has awarded five-star ratings to Chery’s Tiggo 7 and Tiggo 8 models. In 2025, Euro NCAP granted five stars to both the Chery Tiggo 7 and Tiggo 8; the Omoda 5, Omoda E5, Omoda 9, and Jaecoo 7—all from the same group—also achieved the same rating. These are the Chery-manufactured vehicles available to European consumers, with the Tiggo range set to arrive at Belgian dealerships by the end of 2026. The Tiggo 2 is not among them; Chery targets this model specifically for Latin America, the Middle East, and Southeast Asia. Furthermore, the two sets of results reflect different legal requirements. As of July 2024, all new cars registered in the EU are required to feature automatic emergency braking and intelligent speed assistance—neither of which is offered on the Tiggo 2, not even as an optional extra.

The Tiggo 2 received a 0% rating for adult occupants, based on chest-load measurements and the risk of fire. The Tiggo 2’s score for adult occupant protection fell to 0% due to high chest compression for the driver during a frontal impact, as well as a fire risk that, according to Latin NCAP, could endanger both occupants and first responders. Its structure and footwell area proved unstable in this test. While four airbags and stability control come as standard, there is no side-impact head protection; consequently, the pole-impact test could not be performed, resulting in a penalty to the score. The rear seats lack pretensioners or load limiters, and the vehicle failed to demonstrate that it provides protection for a small-statured adult in the second row.

The 2026 Latin NCAP protocol introduces testing for a 10-year-old child and a small-statured adult in the rear seating area. Under this updated protocol, which includes test dummies representing a 10-year-old child and a small-statured adult woman in the back, the Tiggo 2 received a zero-star rating for child occupant protection. In a frontal impact, the 10-year-old dummy experienced high loads on the head and neck, while in a side impact, the 3-year-old dummy’s head remained exposed, posing a risk of ejection. The vehicle scored 48.89% for pedestrian protection and 45.45% for safety assist systems—points earned almost exclusively through the seatbelt reminder and a portion of the credit for stability control—as it lacks features such as a speed limiter, lane-keeping assist, blind-spot monitoring, or emergency braking, regardless of the vehicle's price point. In February 2026, Global NCAP awarded the Tiggo 7 Pro two stars in South Africa. 

Specifically, Global NCAP rated the Chery Tiggo 7 Pro sold in South Africa with two stars for adult occupant protection and three stars for child occupant protection; the vehicle lacked standard side-impact head protection, and both its body structure and footwell area were found to be unstable. Global NCAP also criticized Chery for promoting crash test results from other markets—a point highlighted by the Automobile Association of South Africa, which noted that the Tiggo 7 CSH had received a five-star rating from Euro NCAP. NCAP ratings are market-specific: the star rating applies only to the vehicle as tested in a particular market with its specific equipment, not to the brand itself.

Back in 2015, the Chery IQ scored zero stars in Latin NCAP testing; today, however, Chery leads among Chinese brands in Europe. In 2015, Latin NCAP awarded zero stars for both adult and child occupant protection to the base-model Chery IQ, which was sold without airbags. Similarly, the Tiggo 2—despite being equipped with four airbags—also received a zero-star rating under much more rigorous testing standards. In Europe, the situation is quite different: by September 2026, Chery had become the largest Chinese automaker in the region, with 56,552 vehicle registrations, primarily consisting of Omoda and Jaecoo models. In October, the company also issued a recall for 8,878 units of the Omoda 5 in Malaysia due to a rear-axle defect—an issue affecting a version of the vehicle with a different rear-end configuration than the one sold in Europe.

A Chery vehicle purchased in Brussels and one purchased in Santiago are subject to different regulations, and crash test results align more closely with those regulations than with the brand itself. For European buyers, this is reassuring. The Tiggo 7 and Tiggo 8 earned five-star ratings while equipped with features mandated by the EU; therefore, a zero-star rating for a vehicle intended for a different export market says nothing about the SUVs arriving in Belgium. It does, however, reveal what Chery omits when the law does not require it—which is precisely why Latin NCAP’s call for mandatory safety labeling is more significant than a poor rating.

We hope that Chery will make side-impact head protection a standard feature in the Tiggo 2 and submit the vehicle for re-testing by Latin NCAP within twelve months of this result—by October 2027. The absence of this airbag was the reason the car failed the pole-impact test. Since the South African-market Tiggo 7 Pro also lacked this feature as standard equipment, its inclusion in both models would serve as the clearest signal that Chery intends to provide the same level of safety across all markets.

The Chery Tiggo 2 received a zero-star rating in Latin NCAP crash tests. This is the first result released under the organization’s new, more rigorous 2026 safety protocols.

The model evaluated is manufactured in China and sold across various Latin American markets under names such as Tiggo 2, Tiggo 2 Pro, Tiggo 2 Pro Max, and Chirey Tiggo 2 (in Mexico). In the Brazilian market, the compact SUV was assembled by Caoa Chery in Jacareí (São Paulo) and later restyled as the Tiggo 3X, before production ended in 2022.

Performance by category:

Despite coming factory-equipped with four airbags and electronic stability control (ESC), the model recorded alarming protection ratings:

• Adult Occupant Protection: 0%

• Child Occupant Protection: 0%

• Pedestrian Protection: 48.89%

• Safety Assist Systems: 45.45%

Reasons for the zero-star rating:

• Fire Risk: During the frontal impact, an imminent risk of post-crash fire was detected; this severely penalized the overall score, as it poses a threat to the lives of both passengers and first responders.

• Structural Instability: The vehicle’s structure and the pedal area were deemed unstable, resulting in high chest compression for the dummy representing the driver.

• Child Safety Failures: The model scored zero points in dynamic child restraint system tests. Excessive forces were recorded on the neck and head of the 10-year-old dummy, while the 3-year-old dummy’s head was at risk of ejection during a side-impact test. Furthermore, the i-Size anchor points failed to meet the required standards. 

• Lack of Basic Equipment and Technologies (ADAS): The SUV does not offer lateral head protection (curtain airbags) as a standard feature, nor does it include load limiters for rear seatbelts or any form of semi-autonomous driving assistance, such as autonomous emergency braking or blind-spot detection.

Latin NCAP Secretary General Alejandro Furas and President Stephan Brodziak described the result as "terrible" and an "affront to consumers in Latin America," calling for urgent action from Chery and stricter oversight from local governments regarding vehicle safety labeling.

 

by Autonews

 

AUTONEWS

Electric trucks: Reliable on the road and profitable as energy storage

Electric trucks could help freight carriers reduce energy costs and ease financial pressures: Their batteries can also serve as energy storage for the depot or the public grid. As the SPIRIT-E research project comes to a close, a consortium led by the Technical University of Munich (TUM) demonstrates how the vehicles can be integrated into the energy system and what conditions must be met for their economically viable operation.

In a test environment, the project partners simulated how the vehicles could charge when electricity prices are low and sell electricity back when prices are higher. This could provide freight carriers with an additional source of revenue in the future.

To make this possible, the consortium developed and tested the necessary interfaces between trucks, charging stations, energy management systems, electricity marketers, and grid operators, including a reservation system for charging stations.

Electric trucks supply buildings and other vehicles with electricity...The researchers tested the underlying technology at a freight forwarding company in Regensburg. They used an electric truck with a usable battery capacity of 480 kilowatt-hours. Using a bidirectional DC charging station, the truck fed electricity back at a power output of up to 350 kilowatts.

Three applications were tested: The truck supplied electricity to other vehicles (vehicle-to-vehicle), supported the power supply at the company’s premises (vehicle-to-site), and fed electricity into the public grid (vehicle-to-grid). Communication between the vehicle and the charging infrastructure was based on the international standard ISO 15118-20.

Accompanying research: Reliability first, then economic viability...In addition to the joint project results, the TUM Chair of Automotive Technology conducted accompanying research to determine whether and how freight carriers can reliably operate electric fleets and how the transition can be made economically viable. The research drew, among other sources, on real-world driving data from six German heavy-duty vehicle fleets covering a total of 2.15 million recorded kilometers. The key findings:

-Reserving charging points: If electric trucks can reserve public charging points in advance on long-haul routes, planning reliability improves. Depending on the scenario, the median additional time required compared with diesel trucks falls to around 1 to 4 percent.

-Plan the fleet and depot together: With dedicated charging infrastructure at the depot, a significantly larger share of the fleet can be reliably operated on electricity than with public charging alone. Companies that also include solar power and battery storage in their planning can save 25 to 44 percent more than by converting the trucks alone.

-Rethinking dispatch planning: If route planning takes charging flexibility into account, charging can be deliberately scheduled for periods when electricity is less expensive. Depending on the mix of transportation orders, this reduces the fleet’s total costs.

-Integrate the depot intelligently into the energy system: Smart integration with the power grid and electricity market reduced the total costs of the fleets studied by an average of 1.7 cents per kilometer. With bidirectional charging, the reduction reached 6.1 cents per kilometer.

How freight carriers can reduce their electricity costs...Using the stored electricity at the depot is particularly promising. For example, electric trucks can charge using surplus electricity from a photovoltaic system during the day and supply that electricity again later. This can increase the amount of a company’s electricity demand that it meets from its own generation. The vehicles can also cover short-term spikes in electricity demand, helping to avoid costly peak loads.

The project team estimates that this could reduce energy costs by around 10 percent. For a truck traveling 100,000 kilometers a year, that is equivalent to the energy cost of driving 10,000 kilometers. How much a freight carrier can save depends primarily on annual mileage, vehicle downtime, and electricity prices. Vehicles used for regional transportation and returning regularly to the depot are particularly well suited to this approach.

Challenges to implementation...The project results show that the biggest hurdles now lie less in technical implementation than in grid integration and the economic framework. At many depots, for example, the existing grid connection capacity is insufficient to charge larger fleets of electric trucks. Flexible grid connection agreements, battery storage, or shared charging infrastructure can help overcome these constraints.

There are also currently no uniform standards for marketing the electricity stored in truck batteries. Many providers use proprietary technical solutions that are incompatible with one another. It also remains to be determined how responsibilities and revenues should be divided among freight carriers, vehicle manufacturers, and electricity marketers.

“SPIRIT-E has shown that heavy-duty electric trucks can be much more than just new electricity consumers. Technically, they can be integrated into the energy system as flexible storage systems. The task now is to standardize and scale the solutions that have been tested and turn them into viable business models. This will require researchers, grid operators, industry, the logistics sector, and policymakers to work together,” says Prof. Markus Lienkamp, holder of the Chair of Automotive Technology at the TUM School of Engineering and Design.

The phrase "reliable on the road and profitable as energy storage" captures a major breakthrough in commercial logistics and energy management demonstrated by the SPIRIT-E research project.

Led by the [Technical University of Munich (TUM)] "Electric trucks: Reliable on the road and profitable as energy storage" TUM) in collaboration with industry giants like MAN Truck & Bus, Shell (SBRS), and Fraunhofer IEE, the consortium proved that heavy-duty electric trucks can double as mobile, virtual power plants. Rather than acting as a strain on the electrical grid, idling fleet vehicles can actively generate secondary revenue streams.

The core technology & setup...The project moved beyond pure simulation, executing real-world testing at a freight depot in Regensburg, Germany, with a concrete setup:

• The vehicle: A heavy-duty electric truck equipped with a 480 kWh battery capacity.

• The infrastructure: A high-powered, bidirectional DC charging station delivering an output of up to 350 kW.

• The software: Standardized communications utilizing ISO 15118-20 protocol paired with smart energy management and reservation systems to dynamically sync trucks, grid operators, and electricity marketers.

The three operational use cases...The trial successfully validated three primary bidirectional charging paths, proving that vehicles can reliably return power depending on commercial and grid needs:

1. Vehicle-to-Vehicle (V2V): Directly supplying power from an idle truck's battery to charge another logistics vehicle on-site.

2. Vehicle-to-Site (V2S): Powering the freight depot's buildings and facilities. This allows companies to store low-cost midday solar energy in their trucks and discharge it later to completely avoid expensive grid peak-load fees.

3. Vehicle-to-Grid (V2G): Feeding electricity directly back into the public grid during peak demand windows when power prices surge.

Financial gains: The 10% rule...Smart battery utilization translates directly into massive operation savings for freight carriers:

• 10% energy cost cut: Integrating smart grid arbitrage and peak-shaving lowers overall fleet electricity costs by an estimated 10%.

• The mileage equivalent: For a standard commercial truck averaging 100,000 kilometers a year, a 10% cost reduction essentially equates to saving enough energy to fund 10,000 kilometers of entirely free driving.

The prime candidates for this model are regional distribution fleets that return reliably to a central depot overnight or during fixed shifting breaks, providing highly predictable windows for energy trading.

This dual benefit describes Electric Vehicles (EVs) powered by advanced battery technology (specifically when integrated with Vehicle-to-Grid, or V2G, technology).

Here is why they are both reliable on the road and highly profitable as energy storage units:

1. Why they are reliable on the road...EVs have proven to be exceptionally dependable for daily transport due to their simplified engineering:

• Fewer moving parts: Unlike internal combustion engines with thousands of moving components, electric drivetrains have very few. There are no spark plugs, pistons, valves, or exhaust systems to fail.

• Low maintenance: They eliminate the need for oil changes, fuel filters, or timing belt replacements, significantly reducing the likelihood of mechanical breakdowns.

• Instant performance: Electric motors deliver immediate torque and smooth acceleration, providing consistent performance in various driving conditions.

• Regenerative braking: This system uses the motor to slow the vehicle, saving energy while dramatically reducing wear and tear on the physical brakes.

2. Why they are profitable as energy storage...When parked, an EV is essentially a giant, mobile lithium-ion battery. Through Vehicle-to-Grid (V2G) and smart charging technologies, owners can turn this idle asset into a revenue stream:

• Arbitrage (Buy Low, Sell High): You can program the vehicle to charge at night when electricity demand and prices are at their lowest. During peak afternoon hours—when electricity prices spike—you can sell that stored power back to the utility grid at a premium.

• Grid stabilization services: Utility companies pay EV owners to keep their cars plugged in to help balance the grid. Your battery can quickly absorb excess renewable energy (like solar surges at noon) or discharge power during brief grid shortages, earning you passive income.

• Home backup power (V2H): Instead of selling to the grid, the battery can power your home during peak hours or blackouts. This lowers your monthly utility bill by avoiding expensive peak-rate electricity.

Electric trucks can reduce freight energy costs by around 10% when used as mobile energy storage for depots and the public grid.

Key findings from the SPIRIT-E Project:

• Consortium leadership: A project led by the Technical University of Munich (TUM) demonstrated how electric truck fleets integrate into power grids.

• Battery & power specifications: Tested using an electric truck with a 480 kWh usable battery capacity and a bidirectional DC charging station delivering up to 350 kW of power output.

• Communication standard: Utilized ISO 15118-20 for vehicle-to-grid communication.

Tested applications:

• Vehicle-to-Vehicle (V2V): Supplying electricity directly to other utility or transport vehicles.

• Vehicle-to-Site (V2S): Supporting facility power demands at company premises, covering short-term spikes and avoiding costly peak loads.

• Vehicle-to-Grid (V2G): Feeding stored energy back into the public electricity grid when market prices are high.

Economic impact:

• Cost reduction: Smart energy use can cut a freight carrier's total energy costs by roughly 10%.

• Optimization factors: Financial viability depends heavily on annual mileage, vehicle downtime at the depot, and regional electricity price fluctuations. Regional transport trucks returning regularly to base yield the highest returns

Technical University of Munich (TUM)