CITROËN

CITROËN 2 CV 2026

Some cars define an era. Others stand the test of time. Rarely has a model embodied a universal vision of freedom as powerfully as the Citroën 2 CV. Today, the Chevrons brand draws inspiration from this legend to present a radically contemporary interpretation, unveiled at the 2026 Paris Motor Show: 2 CV Concept.  Electric, minimalist, affordable, compact and ingenious, this concept brings the spirit of the 2 CV up to speed with today’s challenges and heralds a future model set to join the Citroën range by 2028. A model with a distinctive, fresh and cheerful style, whose ambition will be to rekindle the magic of electric mobility.

“Reinventing the 2 CV isn’t about replicating a car from the past; it’s about reinventing what made it unique: its simplicity, its accessibility and the freedom it offered. With the 2 CV Concept, we’re bringing that spirit into today’s world to make electric mobility simpler, more human and more desirable. The world has changed. But the idea remains the same: to make life more beautiful with Citroën.” – Xavier Chardon, CEO of Citroën

The starting point was not to recreate a 2 CV, but to imagine the small electric car of the future – practical and desirable, bringing some “joie de vivre” – which would make everyday short journeys exciting again.

The 2 CV is a source of inspiration. Unveiled at the Paris Motor Show in 1948, it met a set of pragmatic specifications. It was not intended to become an icon. It became iconic because of what it made possible: working, travelling, going almost anywhere and enjoying life to the fullest.

Since then, the world has changed, but the idea remains the same. Redefining a sensible set of specifications that focuses on essential needs and eliminates the superfluous to offer greater freedom. Inspired by the original, yet free from nostalgia, to offer a new take on electric mobility, making it fun, affordable and more human. It’s not about replicating the past. It’s about reinventing the idea that made it a success.

To bring about a new generation of small electric cars, in line with the new European E-Car regulations, positioned between the Ami and the C3, to offer greater freedom of movement without compromising on character.

A model manufactured in Europe, with a target starting price of around 15,000 euros, to help make electric mobility accessible to as many people as possible.

An approach that goes against the grain of a market where cars are becoming even larger, heavier, more sophisticated and more expensive: simple and clever, lighter and more efficient. The aim is to offer practical, desirable and affordable cars.

At 3.76 m, the 2 CV concept is shorter than the original 2 CV, which is exceptional. This is a deliberate choice to recapture the pleasure and agility of small cars, whilst making driving and parking easier.

Agile, easy to live with and full of personality, it breathes new life into a long-neglected category. Whether it’s the city 2 CV or the country 2 CV: it adapts to all terrains.

A controlled weight aiming for one tonne: less mass means a smaller, more cost-effective battery, with a range tailored for everyday use and low running costs.

Innovation isn’t always about adding features; it’s also about simplifying. Design choices that also take into account mass production and ease of repair: flat surfaces and direct air intakes beneath the windscreen, bumpers separated from the bodywork and replaceable independently…

The design challenge was to create a dialogue between heritage and innovation: to preserve the essence of a model whose silhouette and interior are instantly recognisable, without succumbing to a static sense of nostalgia. To breathe new life into an icon, not by copying it, but by reinventing its design language to ensure it is fully rooted in the present day.

An instantly recognisable silhouette, with the unique proportions and curves of the 2CV, reinterpreted through tauter lines and generous volumes to convey greater energy.

At the front: round headlamps set apart from the bodywork, an expressive LED signature, a sculpted, sweeping bonnet, TPV-inspired creases, integrated air intakes and exposed windscreen wipers.

On the sides: a vertical windscreen, a curved and flowing roof, rounded wings and taut flanks; contoured door handles, tapered indicators on the C-pillar, 18-inch steel wheels inspired by the 2 CV, and Michelin tyres bearing the Heritage logo and the Citroën chevrons.

At the rear: a distinctive roofline accentuated by a black tailgate extending down to the bumper, just like on the first-generation 2CV, LED lights on either side of the tailgate, three horizontal stripes, a short overhang, a visible tailgate handle and a number plate displaying the 2CV’s nicknames in different countries.

Autonews and MotorLand

 

MOTO GP

Bezzecchi Shines in Mandalika

Italian rider Marco Bezzecchi secured Italy's 300th victory at the Indonesian Grand Prix, leading an Aprilia 1-2-3 finish at the Pertamina Mandalika International Street Circuit ahead of Spaniards Raúl Fernández and Jorge Martín. Martín reclaimed the lead in the 2026 MotoGP World Championship, edging past his compatriot Marc Márquez by just two points.

Before the start, the absence of Aleix Espargaró was confirmed; he is still recovering and chose not to push himself to participate, opting instead to focus on testing the Aprilia 850cc bike at Sepang. The race also saw two significant crashes: Augusto Fernández and Francesco Bagnaia fell at different times, triggering yellow flags.

Marc Márquez, who briefly held third place early on, was overtaken by Martín and subsequently by Pedro Acosta and Ai Ogura, ultimately finishing sixth. The battle for the championship lead between Márquez and Martín was intense, featuring position swaps during the race, but the Aprilia rider eventually conceded the lead to his teammate.

Diogo Moreira had an understated race, starting in 19th and climbing to 16th place, just outside the points-scoring zone. The Brazilian rider continues to gain experience in the premier class but is still seeking more significant results.

The race's top 10 was rounded out by Ai Ogura, Pedro Acosta, Marc Márquez, Álex Márquez, Fabio di Giannantonio, Fabio Quartararo, and Enea Bastianini. Following the Indonesian GP, ​​MotoGP takes a break and returns from October 23 to 25 for the Australian GP, ​​the final round at the Phillip Island circuit.

Marco Bezzecchi got a slightly better start than pole-sitter Raúl Fernández, but Fernández regained the lead exiting Turn 1. Meanwhile, Marc Márquez moved up to third ahead of Fabio Di Giannantonio, Fermín Aldeguer, and Jorge Martín; behind them, Álex Márquez overtook Ai Ogura, who was also passed shortly after by Pedro Acosta.

Aldeguer overtook Di Giannantonio—who was also passed by Martín on the second lap—while Acosta pulled away from Álex Márquez. Everyone gained a position when Aldeguer crashed at the end of the second lap.

Fernández and Bezzecchi began to pull away from Marc Márquez. Márquez was then caught off guard by Martín, who made a bold move from a distance to snatch the podium spot on the third lap, with Acosta lurking close behind after passing 'Diggia'.

While Jack Miller and Pecco Bagnaia crashed in quick succession behind them, Acosta overtook Marc Márquez on the eighth lap. Further ahead, Bezzecchi began closing the gap to Fernández, getting within half a second.

Just before the halfway point, Acosta appeared to let Márquez pass him, but he returned the favor on the following lap and reclaimed fourth place. It became clear that Acosta was struggling with tire pressure issues, as he allowed Márquez to pass him again a few laps later, while Ogura overtook Diggia. The race's first crash occurred on the second lap. Aldeguer lost his balance and fell at Turn 16—a low-speed section—triggering a brief yellow flag. With the Gresini Spaniard out of the picture, Martín attacked and easily overtook Márquez for third place, momentarily creating an Aprilia 1-2-3.

By the fifth of 27 laps, Fernández held a comfortable 0.7-second lead over Bezzecchi. Martín was trying to close the gap but remained some distance back. Márquez was attempting to stay close to his title rival while coming under pressure from Acosta, who was running fifth. Further back, Moreira had climbed to 16th, just one spot outside the points.

Shortly after, two more crashes and yellow flags occurred, with Miller going down at Turn 2 and Bagnaia at Turn 17.

On Lap 7, Acosta overtook Márquez, dropping the Ducati rider to fifth place—a scenario that handed the championship lead back to Martín.

As the race approached the halfway mark on Lap 13, Fernández remained in the lead, though his advantage over Bezzecchi had shrunk to 0.3 seconds. Martín held third, unable to close in on his Aprilia teammate, while Márquez executed a counter-move to reclaim fourth place from Acosta. Moreira was running 15th.

While Bezzecchi began his attack on Fernández in earnest, Acosta overtook Márquez again on Lap 15, pushing the Ducati rider back to fifth.

Bezzecchi dived down the inside at Turn 1, capitalizing on Fernández running wide to take the lead and pull away, while Márquez and Acosta continued to swap fourth place. But this paved the way for Ogura to close the gap; he managed to overtake Márquez and move up to fifth on lap 22.

With eight laps remaining, Bezzecchi launched an attack on Fernández to take the lead; the Spaniard made a small error at that moment, allowing the Italian to immediately pull away. Behind them, Acosta overtook Márquez again, and this time Ogura seized the opportunity to pass the number 93 rider with five laps to go.

Marco Bezzecchi rode on to secure the victory, while Raúl Fernández easily finished second; Jorge Martín rounded out the podium, and Ai Ogura overtook Pedro Acosta in the closing stages to complete the Aprilia quartet.

Marc Márquez scored 10 points by finishing sixth, well ahead of the Ducatis ridden by Álex Márquez and Fabio Di Giannantonio, both of whom struggled in the final laps. Fabio Quartararo and Enea Bastianini rounded out the top 10.

Ultimately, Marco Bezzecchi returned to winning ways, triumphing at the Indonesian GP—his first victory since the Italian GP on May 31. Raúl Fernández and Jorge Martín completed the podium. The top 10 was rounded out by Ai Ogura, Pedro Acosta, Marc Márquez, Álex Márquez, Fabio Di Giannantonio, Fabio Quartararo, and Enea Bastianini. Diogo Moreira finished 16th.

Fermín Aldeguer will require surgery after fracturing his right hand during the MotoGP Indonesian GP. The Gresini rider crashed at Turn 16 after gaining two positions at the start. The Spaniard will return to Barcelona to undergo the medical procedure.

The team confirmed that the fracture is at the base of the first metacarpal of his right hand. The accident capped off a difficult weekend in Mandalika, marked by four crashes in MotoGP. The Spaniard had previously won the Indonesian GP, ​​but was unable to repeat that result this season.

This new injury adds to other physical issues he has faced throughout the year. Even before the championship began, the rider fractured his left femur during training, missing pre-season testing and the opening round in Thailand. Later, a vertebral fracture sustained at the Dutch GP sidelined him for three races.

More recently, the Spaniard underwent surgery to remove some of the metal hardware implanted in his left leg during the treatment of his initial injury. Now, he faces another recovery period before the final stretch of the season.

Currently tenth in the championship standings, the rider has two weeks until the next MotoGP event: the Australian GP at Phillip Island.

MotoGP now takes a break before resuming action from October 23 to 25 with the Australian GP, ​​marking the event's final edition at the Phillip Island circuit.

by: Autonews

 

AUTONEWS

Why China agrees to cut plug-in hybrid exports to Europe by over 50%?

The Chinese are known to be tough negotiators who defend their interests fiercely and only yield when they feel they have no other choice. This was the case with plug-in hybrid (PHEV) models—a category the European Union (EU) had seemingly overlooked when it initially imposed tariffs only on Chinese-made electric vehicles. However, following negotiations in Beijing with the European Trade Commissioner, the Chinese government agreed to cut its PHEV exports to Europe by more than half.

After the World Trade Organization identified illegal state subsidies for Chinese-made electric vehicles—findings mirrored by the European Commission’s own investigation—the EU mandated that Chinese automakers wishing to export their China-built EVs to Europe must pay an additional levy on top of the standard 10% import duty applied to all non-European goods entering the bloc. This special tariff was set to range from 7.8% to 35.3%, depending on the level of state aid received, bringing the total import tax to between 17.8% (for Tesla, which faced the lowest penalty) and 45.3% (for SAIC/MG and brands that did not cooperate with the EU investigation). As scrutiny of Chinese vehicles intensified, manufacturers quickly discovered a loophole in the regulations; the EU had apparently overlooked the fact that plug-in hybrid electric vehicles (PHEVs) would also pose a problem. Although they sell in lower volumes than pure electric vehicles, many European manufacturers—particularly German brands—rely heavily on them. As Chinese PHEV sales surged—even unseating the VW Tiguan from the top spot—German automakers sounded the alarm. Having previously lobbied to prevent tariffs on electric vehicles from skyrocketing to 100% (as happened in the US), they now demanded that Europe take action to prevent another instance of unfair competition.

Faced with pressure from Germany, the EU announced plans to engage the Chinese in talks to urge moderation before resorting to a new round of extra tariffs, with the primary goal of narrowing the EU's massive trade deficit with China. To the surprise of many, China yielded; negotiators announced an "understanding to moderate Chinese exports of plug-in hybrid and hybrid vehicles to European Union countries," aiming to cut these exports by more than half.

Adding to the positive news, European Trade Commissioner Maroš Šefčovič revealed that the talks also yielded an agreement regarding raw materials and rare earth elements—essential components for the magnets used in electric motors and the GPS systems found in everything from cars to missiles. The agreement secured by Šefčovič will now undergo review and ratification by EU member states, a process expected to proceed without issue.

He said that “by this step we are actually preventing several millions of car exports from China to the European Union.”

The two sides were seeking to resolve key factors behind China’s growing trade surplus, which hit 360 billion euros ($403 billion) last year.

China’s Commerce Ministry posted online that Chinese Commerce Minister Wang Wentao expressed concerns about the EU’s recent restrictive measures. He said that China is not the root of the EU’s problems but a partner in solving them.

The head of the European Automobile Manufacturers’ Association, Sigrid de Vries, said that the deal appears to avert further instability in the EU and “can help facilitate the transition to a new era of Chinese presence in the European market in an orderly way and this is in the long-term interests of all parties.”

Sefcovic said he will brief EU leaders meeting in Brussels next week and seek their approval.

“They would have to see that this is convincing enough to take the other steps,” he said. “We are in a situation that they (China) could put under the threat whole sectors in the European industry, literally thousands of jobs and the public opinion and the leaders clearly expect very fast action from our side.”

Sefcovic also said both sides reached understandings to further facilitate China’s export licensing for rare earths and permanent magnets, as well as to improve access to the Chinese market for various EU products through lower most-favored-nation tariffs, including car parts, olive oil and footwear, totaling almost 4 billion euros (about $4.5 billion) in current export value.

Growing tensions...China has been pushing for the EU to stop blocking Chinese imports of advanced computer chipmaking machines, restrictions imposed on national security grounds at Washington’s behest.

Earlier, Sefcovic had said the talks this week were the culmination of three months of intensive work. He had set an October deadline for meaningful results on trade rebalancing.

Earlier in the week, the Chinese Commerce Ministry issued a statement urging the EU to avoid protectionist measures, warning that such moves could backfire.

Trade tensions have grown in recent months, with both sides imposing or considering curbs on each other’s imports.

The EU has moved to limit imports of Chinese-made electric vehicles and EV batteries and enacted measures to protect the European steel industry. It also is limiting duty-free imports of e-commerce small parcels, essentially targeting Chinese fast fashion firms.

Last week, China launched an anti-dumping investigation into imports from the EU of p-nitrotoluene, a chemical compound used in dyes and pharmaceuticals.

Chinese officials and businesses have raised concerns over reports some EU members are pushing for new measures to protect local industries.

China had a global trade surplus exceeding $1 trillion last year...Worries over surging Chinese exports to Europe and other parts of the world in what some are calling a China shock 2.0 have deepened as the U.S., especially since U.S. President Donald Trump returned to the White House, has raised tariffs and enacted other measures to try to reduce its own huge trade deficit with Beijing.

Despite the backlash from some of its trading partners, China’s global trade surplus hit $1.2 trillion in 2025 and is forecast to surpass $1 trillion again this year.

The EU’s trade deficit with China widened to 103.3 billion euros (about $116 billion) in the second quarter, as imports rose to 153.6 billion euros ($172 billion), while European exports to China climbed to 50.3 billion euros ($56 billion), according to EU statistics.

And on Wednesday, Germany blocked the sale of a major logistics firm in the port of Hamburg to the state-owned Chinese shipping behemoth Cosco over security concerns.

“As Europe’s largest economy, Germany welcomes foreign investment. At the same time, some investments can endanger the country’s security,” the German economic ministry said in a statement. “The acquisition would have deepened dependencies and jeopardized the resilience of supply chains in Germany and the EU.”

 

LANCIA

New Lancia Gamma at the Paris Motor Show

Lancia is heading to the upcoming Paris Motor Show (October 12–18), where the new Gamma model will take center stage at the brand's stand, marking its international debut. Following its unveiling in Italy, the Paris appearance represents another crucial step in the Gamma’s launch process and, more broadly, in a new phase of Lancia’s operations across Europe.

The Gamma reflects the brand's strategic direction, blending Italian design, innovation, comfort, and efficiency. With its fastback crossover silhouette, the Gamma brings Lancia into the heart of the C-segment, combining Italian creativity, design culture, and industrial expertise in an all-new model.

Designed in Turin at the Lancia Design Center, developed and prepared for production in Italy, and manufactured at the Stellantis plant in Melfi, the Gamma is the product of a network comprising designers, engineers, technicians, assembly line workers, and suppliers. With the arrival of this new Lancia model—alongside the Jeep Compass, DS N°8, and DS N°7—the Melfi plant further demonstrates the Group's ability to transform Italian expertise and technology into products destined for international markets. "The new Lancia Gamma is tangible proof of the role Italy continues to play in Stellantis’s industrial strategy. Melfi represents a valuable asset in terms of expertise, technology, and quality, just like our other plants in Italy. However, the future of the European automotive industry will also depend on the decisions we make today: we need regulations that can restore the sector's competitiveness by supporting 'Made in Europe' products, as well as compact and light commercial vehicles. Stellantis is doing its part, and the Gamma is concrete proof of that commitment," stated Emanuele Cappellano, Chief Operating Officer of Stellantis Enlarged Europe.

The design was developed in Turin at the Lancia Design Centre, under the leadership of Jean-Pierre Ploué, the brand's Head of Design. Development and production preparation were also carried out in Italy, while production itself has been entrusted to the Stellantis plant in Melfi. The project involves around thirty Italian suppliers—about ten of which are based in the Basilicata region—further strengthening the link between the product, the manufacturing facility, and the local supply chain. This journey extends all the way to the customer through Lancia’s sales network in Italy, which is preparing for the arrival of the Gamma and the delivery of an experience fully aligned with the brand's positioning and values. 

Following the launch of the new Ypsilon model and the return of the HF badge and motorsport activities, the Gamma expands Lancia’s model lineup and brings the brand back into a strategically important market segment.

The new 4.67-meter-long fastback crossover, built on the STLA Medium platform, will be available with hybrid and fully electric powertrains. The hybrid version will offer a total driving range of over 1,000 km, while the electric versions will have a range of approximately 740 km. Topping the range is an all-wheel-drive version delivering 375 hp.

With a drag coefficient of just 0.25, aerodynamics are integral to the design, aided by a split rear spoiler, "Aero" wheels, and an active front grille.

The cabin evokes an elegant Italian living room, featuring "Lancia Glow" ambient lighting and a panoramic roof. The vehicle offers a luggage capacity of 560 liters.

"The Gamma represents a key milestone in the evolution of the Lancia brand and takes on even greater significance in the year we celebrate the brand's 120th anniversary. It is an Italian project in the truest sense of the word: it begins with design in Turin, proceeds through development and industrialization, and takes its final form in Melfi, thanks to the expertise and dedication of the men and women who work there every day. With the Gamma model, we aim to transform design, quality, industrial capabilities, and Italian project-oriented culture into a tangible source of competitiveness, both in Italy and across European markets," stated Antonella Bruno, Managing Director of Stellantis Italy.

Autonews

 

MOTO GP

Marc Márquez wins and takes the lead in the Mandalika endurance sprint

Fabio Di Giannantonio, Marc Márquez, and Jorge Martín got off to a great start and reached the first corner in the lead; 'Diggia' entered a bit too fast and triggered a domino effect, forcing everyone to stand their bikes up to avoid crashing—though Raúl Fernández and Marco Bezzecchi were unable to do so and fell.

It was Martín who managed to navigate the corner correctly and seized the opportunity to take the lead ahead of Márquez—who received a warning for exceeding track limits—with Ai Ogura in third, ahead of 'Diggia'; trailing them were Pedro Acosta, Fermín Aldeguer, Álex Márquez, and Pecco Bagnaia.

The two title contenders pulled away early on, with Martín setting fast laps to create a gap to Márquez, who had to focus more on holding off the chasing trio of Ogura, Di Giannantonio, and Acosta.

Everything changed with five laps to go when Martín—who held a lead of nearly one and a half seconds—yielded the position to Marc, likely due to tire issues; however, he lost significant time and ended up right behind Ogura. At the same time, Acosta received a long-lap penalty for exceeding track limits, and while serving it, he was overtaken by Álex Márquez.

A start-line incident changes the race...Right at Turn 1, Marc Márquez and Fabio Di Giannantonio dove down the inside while battling for position. The move caught Bezzecchi off guard; he ended up clipping Fernández's front wheel as the Spaniard lifted his bike. Both Aprilia riders crashed out of the race.

The chaos paved the way for Martín to take the lead. The Spaniard managed to hold the top spot for much of the Sprint and looked capable of fighting for the win. However, the race took another turn with five laps to go.

Martín gives up the lead and loses the podium...Suddenly, Martín sat his bike up, allowing Márquez to take the lead. A possible drop in tire pressure was suggested as the reason for the Aprilia rider's move, as he proceeded to follow his rival closely. Even so, Martín appeared to have a chance of reclaiming the position.

On the penultimate lap, however, the Spaniard made a mistake and dropped to fourth place. This promoted Ogura to second, while Di Giannantonio inherited third. Márquez seized the opportunity to secure the victory, banking crucial points in the title fight.

Moreira finishes in P17...Brazilian rider Diogo Moreira finished the Sprint in P17, 19.562 seconds behind Márquez. The Pro Honda LCR rider finished outside the points, while Pramac Yamaha's Toprak Razgatlioglu crossed the line in P19.

Among the other notable finishers, Álex Márquez came in fifth, Pedro Acosta took sixth, and Francesco Bagnaia finished eighth. Meanwhile, Fabio Quartararo brought his Yamaha home in ninth place.

Marc's first lap in the lead wasn't particularly strong, allowing Martín to close the gap; however, their pace was very similar, and to make matters worse, Martín made a mistake on the penultimate lap, allowing both Ogura and Diggia to overtake him.

After a slow start, Marc Márquez held off Ai Ogura to claim the victory, with Fabio Di Giannantonio rounding out the podium ahead of Jorge Martín. Álex Márquez finished fifth, followed by Pedro Acosta, Fermín Aldeguer, Pecco Bagnaia and Fabio Quartararo.

MotoGP has a new leader. Marc Márquez capitalized on two errors by Jorge Martín to win the Indonesian GP sprint race and, in the process, take the championship lead; Ai Ogura and Fabio di Giannantonio joined him on the podium, while the Aprilia rider finished only fourth. Diogo Moreira got off to a good start, climbing as high as 12th, but ultimately finished 17th.

Pole-sitter Fernández got a poor start and was swallowed up by the pack, dropping to fourth by the first corner as he lost positions to Di Giannantonio, Márquez, and Bezzecchi. However, amidst the chaos, both Fernández and Bezzecchi crashed out.

Martín took advantage of the situation to move into the lead, with Márquez in second and Ogura rising from seventh to third; Di Giannantonio and Acosta rounded out the top five at the end of the first of 13 laps. Moreira also fared well, moving up from 21st to 12th.

Gradually, Martín capitalized on the advantage the Aprilia had shown earlier in the weekend. By the third lap, his lead was over a second, while Márquez had also opened up a one-second gap over Ogura, who had Di Giannantonio and Acosta right on his tail. Meanwhile, Moreira held steady in 12th, just behind Binder.

As the race reached the halfway point, Martín extended his lead over Márquez to 1.5 seconds, while the Spaniard kept Ogura a second behind. The Japanese rider managed to set a faster pace but had to worry about his pursuers, Di Giannantonio and Acosta, breathing down his neck. Moreira began to lose pace and positions, dropping to 16th.

But shortly thereafter, a mistake by Martín paved the way for Márquez to take the lead; the Aprilia rider had missed his line through the corner. Curiously, the Ducati rider managed to quickly open up a gap, while the 2024 champion came under pressure from Ogura. Acosta incurred a long-lap penalty for track limits, dropping to sixth.

Less than a lap later, the situation stabilized, and Martín began closing in on Márquez. However, at the end of the penultimate lap, another mistake by the Aprilia rider further complicated his situation, causing him to drop to fourth.

While Ogura tried to close the gap to Márquez, Moreira lost three positions on the seventh lap, dropping to 15th place. A lap later, the Brazilian was overtaken by Johann Zarco, his LCR teammate. With five laps remaining, Martín made a mistake and saw Márquez take the race lead.

Acosta received a long-lap penalty for exceeding track limits. Meanwhile, Martín closed in on Márquez to battle for the lead. In the penultimate lap, the top four riders were running close together. However, Martín made another error and was overtaken by Ogura and Di Giannantonio, falling to fourth place.

Márquez maintained his lead over Ogura and won the race, followed by the Japanese rider and Di Giannantonio. Martín finished fourth, and Moreira 17th.

In the end, Marc Márquez secured a crucial victory in the Indonesian Sprint, which also handed him the championship lead. Ai Ogura and Fabio di Giannantonio rounded out the podium. Completing the top nine—the points-scoring positions—were Jorge Martín, Álex Márquez, Pedro Acosta, Fermín Aldeguer, Francesco Bagnaia, and Fabio Quartararo. Diogo Moreira finished 17th.

by: Autonews

 

MITSUBISHI

Mitsubishi ASX VR-e

Mitsubishi has added a new electric vehicle to its lineup, though it will not be sold globally. Initially unveiled in Australia as the Mitsubishi ASX VR-e, this electric hatchback is essentially a rebadged Foxtron Bria (featuring a design by Pininfarina) and is set to arrive at local dealerships during the final quarter of this year.

The ASX VR-e looks almost identical to the Bria, save for the Mitsubishi badges.

Mitsubishi Australia has announced that it will sell the ASX VR-e in LS, Aspire, Exceed, and GSR trim levels.

All versions of the ASX VR-e utilize the same 57.7 kWh lithium-ion battery. In the LS, Aspire, and Exceed versions, this battery is paired with a single rear-mounted electric motor delivering 171 kW (233 hp) and 350 Nm of torque. These figures allow the vehicle to accelerate to 100 km/h in 6.8 seconds. The top-tier GSR model combines the standard rear-axle motor with an additional motor on the front axle, boosting total output to an impressive 342 kW (465 hp) and 700 Nm of torque, enabling a 0–100 km/h sprint in 3.9 seconds.

Mitsubishi states that all four versions will feature Eco, Comfort, and Sport driving modes; in the GSR model, the Sport mode will automatically adjust power distribution between the front and rear axles, ranging from 50/50 to 30/70. Mitsubishi states that DC fast charging is limited to 134 kW, while AC charging is capped at 6.6 kW. The driving range exceeds 400 km.

The cabin features a 15.6-inch central infotainment screen, a 9.2-inch digital instrument cluster, and a sporty steering wheel. Other key features include customizable ambient lighting, a surround-view camera system, leather or fabric upholstery (depending on the configuration), and an autonomous parking system. The Exceed and GSR versions come standard with a panoramic glass roof, a power tailgate, and a 12-speaker audio system.

The ASX VR-e comes with a warranty of 5 years or 100,000 km. This warranty can be extended to 10 years or 200,000 km provided all scheduled maintenance is performed at an authorized Mitsubishi service center. Regardless of regular maintenance, the battery is covered by an eight-year or 160,000 km warranty.

Mitsubishi, however, sought to imprint its own identity on the product. The exterior design underwent specific modifications—developed with input from Pininfarina—including unique elements at the front and rear, exclusive wheels, and new trim details. Aerodynamics also received special attention: a distinctive S-Duct channels air from the center of the front bumper to the hood surface, while active grille shutters regulate airflow based on cooling and speed requirements, reducing drag whenever possible. The light clusters, rear pillars, and other bodywork details incorporate horizontal motifs designed to create a unique visual signature.

Mitsubishi did not stop at merely swapping badges. The brand's engineers conducted extensive testing in Australian driving conditions and developed a specific suspension calibration, aiming for superior road-holding, stability, and responsiveness to driver inputs. It is precisely this chassis tuning that the brand cites to justify the ‘VR’ designation, promising a sportier and more engaging driving experience than one might expect from a small electric crossover.

Inside, the influence of the Foxtron Bria is more apparent. The dashboard features a minimalist design with digital instrumentation and a large, floating central infotainment screen, complemented by physical quick-access controls. While the cabin features Mitsubishi-specific trim, it retains the Taiwanese model's basic architecture. The aim is to blend the visual simplicity typical of modern electric vehicles with a high-tech interface capable of centralizing most vehicle functions.

The biggest unknown for now lies in the ASX VR-e's final technical specifications. Mitsubishi has not yet officially released details regarding battery capacity, range, power output, torque, or charging times for the Australian version. For reference, however, the Foxtron Bria uses a battery of approximately 57.5–57.7 kWh and a rear-motor setup capable of producing around 229 hp, while the dual-motor version delivers approximately 400 hp and all-wheel drive. Automotive media consider it likely that the Mitsubishi will utilize the same architecture; however, these figures have not yet been officially confirmed by the brand and should therefore be treated as a reference rather than the definitive specifications for the ASX VR-e.

In Australia, the new electric vehicle will be offered in four trim levels—LS, Aspire, Exceed, and GSR—allowing it to be positioned anywhere from an entry-level configuration to a sportier version. Pricing and full specifications will be announced closer to the launch. It is scheduled to arrive in showrooms in the fourth quarter of 2026, though it is being marketed as the 2027 ASX VR-e.

Pricing will be announced later, when the vehicle begins arriving at dealerships.

The 2027 Mitsubishi ASX VR-e is, therefore, an intriguing vehicle within the Japanese manufacturer's current strategy. It not only marks Mitsubishi's return to production electric vehicles in its Oceania markets but also demonstrates a new strategy of technological collaboration aimed at accelerating the arrival of BEVs without the need to fully develop a proprietary platform. At the same time, the brand seeks to preserve its character through design, chassis tuning, and—above all—a name steeped in history. The result is a compact electric vehicle arriving in the Australian market that carries, in its suffix, the legacy of one of Mitsubishi's most iconic models from the 1990s—an interesting attempt to transform electrification into something a bit more "VR" and a bit less simply "e."

Autonews

 

HONDA

Honda CB1000 Hornet SP in the ultimate naked bike test

The Honda CB1000 Hornet SP—whose technical specifications can be found at this link—is a leading example of high-displacement naked bikes. This segment had previously started a trend of radicalizing sports models by deriving them directly from racing superbikes, resulting in high power outputs, Grand Prix-level electronics, and prices that easily exceeded the €20,000 mark.

This extreme approach left a large group of performance-seeking riders—who preferred a more rational, practical, and, above all, affordable approach—feeling somewhat abandoned. Honda decided to fill this gap with the CB1000 Hornet, moving away from pure superbikes to offer a simpler, more competitively priced motorcycle.

Its greatest advantage is undoubtedly the price: the standard version costs less than €12,000, while the SP variant—equipped with high-quality components from brands like Brembo and Öhlins—comes in at under €14,000.

An engine with pedigree... The heart of the new Hornet 1000 is an evolution of the four-cylinder engine that powered the 2017 CBR1000RR. That engine already featured advanced electronics and an IMU (Inertial Measurement Unit) for rider aids, but for its new role in the Hornet, it has been extensively revised to improve throttle response and meet Euro 5+ emission standards.

To achieve this, the compression ratio was lowered, the camshafts were redesigned, and the electronic management system was optimized. The result is an engine producing 152 hp at 11,165 rpm and 104 Nm of torque in the SP version. When comparing these figures to the 185 hp delivered by the 2017 sportbike, the loss is evident on paper, yet it is offset by smoothness and low-end torque. Even so, the engine exhibits a slight dip in torque delivery in the mid-range. To mitigate this, the SP version incorporates a dedicated exhaust system with a butterfly valve that optimizes gas flow, smoothing out this transition.

On the road, far from being a disadvantage, this characteristic translates into highly rewarding acceleration from 6,000 rpm, maintaining power well past the 11,000 rpm mark. The electronic system offers three preset riding modes and two fully customizable ones, allowing for adjustments to engine braking, traction control, and power delivery. Furthermore, the bidirectional quickshifter and the smooth, progressive clutch make city riding very comfortable for a liter-class motorcycle.

The most radical change compared to its predecessors lies in the chassis. Honda has abandoned the traditional twin-spar aluminum frame in favor of a tubular steel structure. This architecture—similar to that of its smaller siblings—prioritizes agility and dynamic handling in urban environments and on winding roads.

The steering geometry is quite aggressive, featuring a 24-degree rake and less than 100 mm of trail; combined with a 1,455 mm wheelbase, this makes the Hornet an extremely agile motorcycle. It changes direction almost effortlessly, moving with the kind of agility typically associated with smaller-displacement bikes.

The chassis is designed to offer "controlled flex," which—during extreme sports riding, hard braking, or aggressive acceleration on uneven surfaces—can result in some movement. The SP version, featuring an Öhlins rear shock, offers superior hydraulic damping that keeps the rear end planted, preventing excessive squat and providing greater stability.

CB1000 Hornet SP...Featuring exclusive components such as a quick-shifter, high-performance Brembo brakes, and Öhlins rear suspension with a unique gold finish, the CB1000 Hornet SP elevates the riding experience, delivering greater precision, control, and sportiness.

With aggressive lines and an imposing design, the new Honda CB1000 Hornet embodies sportiness in every detail. This version stands out thanks to its gold-finished suspension and wheels—an exclusive touch that reinforces its striking presence.

The CB1000 Hornet’s full-LED lighting system enhances the motorcycle's modern, bold look. Offering superior visibility, the headlights ensure greater safety across various riding conditions.

Advanced electronics, a TFT display, and full LED lighting...The CB 1000 Hornet’s electronics are managed by a Throttle-by-Wire (TBW) system, offering three pre-programmed riding modes (Standard, Sport, and Rain) plus two customizable modes (User 1 and User 2). The rider-aid package includes three-level adjustable traction control (HSTC), engine-braking control, and a wheelie control system.

The instrument cluster features a 5-inch color TFT display with smartphone connectivity via Honda RoadSync, enabling turn-by-turn navigation and call control via handlebar-mounted switches. Lighting is 100% LED, featuring dual projectors within an aggressive, claw-shaped headlight and turn signals equipped with the Emergency Stop Signal (ESS) function.

The difference between the two versions is also notable in the braking system. While the standard model uses Nissin calipers, the SP features a full Brembo setup with a radial master cylinder. The distinction lies not so much in raw power as in feel; the Italian system offers a much more direct and sporty initial bite, ideal for riders seeking precision. In contrast, the Japanese system on the base model prioritizes progressive braking, making it more user-friendly for daily riding. Up front, both versions share a three-way adjustable fork that minimizes weight transfer, allowing the rider to fine-tune the bike to their weight and riding style.

Visually, the CB1000 Hornet breaks with the past. Its aesthetic is bold and modern, highlighted by an aggressive headlight and a minimalist tail section that shifts the bike's visual mass forward. Despite this fierce appearance, the ergonomics remain quintessentially Honda: a natural riding position, a narrow seat that makes it easy to reach the ground, and an immediate sense of control.

 

by Autonews