DS

Test DS No.7

DS N°7 carries forward and modernises the winning formula of DS 7: a positioning at the heart of the premium compact SUV segment with features worthy of the class above — from comfort and interior space to boot capacity — all while maintaining dimensions perfectly suited to everyday use. Its 1.90 m width and height of 1.63 m remain unchanged while its length, increased to 4.66 m, follows the market trend by increasing slightly. This total difference of 7 cm compared to its predecessor essentially corresponds to a 5 cm extension in the wheelbase, which hits 2.79 m, benefiting the car’s architecture and passenger space.

The balanced proportions of DS N°7 give it an elegant and dynamic silhouette. The waistline, which visually extends the windows towards the rear wing, emphasizes the sense of power suggested by the shoulder line beneath the gloss‑black quarter panel. The wheel diameter now reaches 740 mm, further enhancing its visual impact with wheels up to 21 inches.

DS N°7 is the result of a subtle balance between aerodynamic efficiency and interior space optimisation. Inspired by the DS AERO SPORT LOUNGE concept, the elegant curvature of its roof, which is extended by a spoiler on top of the tailgate, allows for a 0.26 Cx while providing comfortable headroom for rear passengers. As in DS 7, and despite the installation of a battery under the floor of the electric versions, the occupants benefit from generous legroom and excellent visibility to the outside thanks to the large glass area. Compared to DS 7, the rear doors are extended to increase the surface area of the side windows by 30% and the optional panoramic roof is enlarged by 40%.

DS N°7 consolidates one of the major strengths of DS 7: a generous boot adapted to all the uses of a versatile SUV. It provides up to 560 litres depending on the powertrain and audio equipment (500 litres in the minimum AWD configuration with subwoofer). Its interior layout, with its conventional geometry, instantly simplifies understanding the available space. As standard, DS N°7 is equipped with a two-position boot floor to obtain a flat surface when the rear bench’s 40/20/40 backrests are folded down. Even with the floor in the low position, the mode 3 cable supplied with the E-TENSE 100% electric versions still has its place under the load area to free up space for luggage. Despite the roof’s streamlined curvature, DS Automobiles’ engineers were able to maintain the load height and DS 7’s width between the wheel arches by moving the tailgate’s hinges forwards, thereby maintaining ease of use on a daily basis.

DS N°7, record range and efficiency...DS N°7 E-TENSE, 100% electric, has a record range for a compact SUV with up to 740 km on the WLTP combined cycle for the FWD LONG RANGE version. This range is based on a 97.2 kWh battery made in France and a comprehensive approach to efficiency. The exceptionally careful aerodynamics, embodied by a 0.26 Cx and an SCx of 0.69, allow you to travel up to 450 km on the motorway at legal speeds (i.e. an average speed of 120 km/h). With DS N°7 E‑TENSE, the driver stops when they choose to, not anymore when the technology dictates it.

Equipped with the same battery and all-wheel drive, the E-TENSE AWD LONG RANGE version claims a range of up to 679 km on the WLTP combined cycle. The electric offering is completed by the E-TENSE FWD version equipped with a 73.7 kWh battery providing up to 543 km of range on the WLTP combined cycle.

Autonews

AUTONEWS

A new AI model wants self-driving cars to think before they swerve

A research team led by Professor Jun Won Choi from the School of Electrical and Computer Engineering at Seoul National University has developed SafeDrive, an end-to-end autonomous driving AI model. The model employs a "fine-grained safety reasoning" approach, quantitatively evaluating the safety of multiple candidate driving trajectories based on perception outputs, ranking them accordingly, and selecting the optimal path to enhance both decision-making safety and interpretability. The SafeDrive model has been integrated into the EAD (Evolutionary Autonomous Driving) framework—a reference model for commercializing end-to-end autonomous driving spearheaded by Seoul National University with support from Korea’s Ministry of Trade, Industry and Energy. The research team is currently collaborating with Korean autonomous driving companies to conduct validation studies and advance real-world vehicle deployment of this technology. Choi stated that the team will continue optimizing the EAD model’s performance, aiming to achieve full-scale commercialization of end-to-end autonomous driving using larger and self-collected datasets. They also plan to build an open ecosystem to foster collaboration and knowledge sharing among academia, industry, and research institutions.

Most self-driving AI models study how humans drive and try to copy them. They work well in normal conditions but struggle to explain why they chose one path over another, which becomes a problem when a split-second decision goes wrong. A team at Seoul National University led by professor Jun Won Choi has built a model called SafeDrive that takes a different approach: it generates several possible trajectories, scores each one for safety using sensor data, and picks the path that scores best. The car shows its work.

The technique, called Fine-grained Safety Reasoning, was selected as a highlight paper at CVPR 2026, the leading computer vision and AI conference. Roughly 3% of submissions earn the distinction. It is the first time a Korean-developed end-to-end autonomous driving paper has received a CVPR highlight, a signal that South Korea is producing competitive research in a field dominated by US and Chinese labs. South Korea committed $880 billion over a decade to AI, chips, and robotics, and SafeDrive is one of the first results of that investment to earn top-tier academic recognition.

SafeDrive is not staying in the lab. It has been integrated into EAD, a reference model backed by Korea’s Ministry of Trade, Industry and Energy. Choi’s team is working with domestic autonomous driving companies to test it in real vehicles, with plans to push toward commercialisation using proprietary driving data. Tesla’s Austin robotaxis crash four times more than human drivers, illustrating that the safety and explainability problems SafeDrive addresses are not theoretical. When an autonomous vehicle makes a bad decision, regulators, insurers, and courts need to know why. A model that scores alternatives and selects the safest one produces an auditable decision trail that a black-box system cannot.

Self-driving cars have gotten pretty good at driving. The harder problem is teaching them to drive safely in situations nobody planned for. We have heard horror stories of self-driving cars, behaving erratically in emergency situations, often times delaying first responders from reaching the scene.

A team at Seoul National University, led by professor Jun Won Choi from the Department of Electrical and Computer Engineering, thinks they have cracked part of that puzzle with a new AI model called SafeDrive. The research was recently selected as a highlight paper at CVPR 2026, a distinction that goes only to roughly 3% of all submissions.

How does SafeDrive make driving decisions safer? Most end-to-end autonomous driving models work by studying massive amounts of real driving data and trying to mimic how humans react on the road. It works well most of the time, but these systems tend to struggle when it comes to explaining why they chose one path over another, and that becomes a real problem when safety is on the line.

Choi’s team built something called Fine-grained Safety Reasoning to fix this. Instead of picking one driving path and going with it, SafeDrive generates several possible trajectories, combines them with what the car’s sensors are perceiving, and scores each option for safety. The car then picks the path that scores best. It sounds simple, but it directly tackles the two biggest weaknesses of current end-to-end systems, safety and explainability.

Why is this such a big deal for Korea? As Tecplor reports, this is the first time a Korean-made end-to-end autonomous driving paper has landed a highlight spot at CVPR, one of the biggest AI and computer vision conferences in the world. It is a strong signal that Korea is no longer just watching from the sidelines while the US and China race ahead with their self-driving ambitions.

SafeDrive is not staying stuck in the lab either. It has already been folded into EAD, a reference model backed by Korea’s Ministry of Trade, Industry and Energy, and Choi’s team is now working with domestic autonomous driving companies to test it in real vehicles. Choi says the plan is to keep improving the model with bigger datasets and eventually push it toward full commercialization using their own collected data.

The new artificial intelligence model named SafeDrive, developed by researchers at Seoul National University led by Professor Jun Won Choi, calculates and scores the safety of multiple possible driving routes before the vehicle even begins to move. This cutting-edge technology addresses the two major challenges facing traditional autonomous vehicles: predictive safety in novel scenarios and the explainability of their decisions.

This breakthrough was hailed as a highlight of the prestigious CVPR 2026 computer vision conference.

How SafeDrive Works: Most AI systems for autonomous vehicles mimic human behavior based on historical data, leading to serious failures or unpredictable reactions in real-world emergencies. The SafeDrive model introduces an approach called Fine-grained Safety Reasoning:

Trajectory generation: Instead of blindly selecting a single path, the system instantly projects various route options.

Data integration: It combines these options in real-time with data from the car's sensors and cameras regarding its surroundings.

Quantitative scoring: The AI ​​assigns a safety score to each possible trajectory.

Optimized decision: The vehicle executes the route with the highest safety score.

Why this revolutionizes the market: Auditable trail: If the car needs to make a sudden maneuver, the AI ​​generates a clear record explaining why that specific route was chosen over others. This resolves a major legal issue for insurers and regulators.

Practical applications: SafeDrive has moved beyond academic labs and been integrated into the EAD (Evolutionary Autonomous Driving) framework, a benchmark model supported by South Korea's Ministry of Trade, Industry and Energy.

Real-world testing: The team is already validating the system on actual vehicles in partnership with Korean automakers and autonomous driving companies, aiming for full commercialization.

Source: School of Electrical and Computer Engineering at Seoul National University 

AUDI

New Audi Q4 e-tron: greater range, more technology, and a clear leap in quality

Audi began its electrification journey with the launch of the e-tron, subsequently expanding its lineup with more accessible models (with the exception of the e-tron GT)—an approach few other manufacturers dared to take. This led to the 2021 launch of the Q4 e-tron.

Five years later, the car has become a cornerstone of an electrification strategy that continues to evolve for both Audi and the market; the "four-ring" brand has already sold no fewer than 400,000 units. However, the arrival of Chinese manufacturers and the emergence of more direct competitors have caused the model to be perceived as outdated.

Consequently, it has just undergone a mid-cycle refresh—accompanied by a shift in concept. Later this year, it will no longer serve as the entry point to Audi's electric lineup; that role will be taken over by the new A2 e-tron, which is currently completing final testing ahead of its post-summer unveiling.

A reflection of its evolution...While retaining its 4.60-meter length, the updated Q4 e-tron offers a far more attractive package than before. It inherits elements from its larger sibling, the Q6 e-tron—evident in details like the front end, where the Singleframe grille is now enclosed and body-colored, and the lighting system, which has evolved to feature digital LED technology at the front and OLED at the rear, allowing for various customizable light signatures.

The bumpers have also been revised; the front bumper integrates side air intakes to channel airflow around the wheels (available in silver or gloss black), while the rear bumper offers a sportier look. The package is rounded out by 19- to 21-inch wheels and new body colors.

Two body styles where space is paramount...All this without overlooking the choice between the SUV and Sportback body styles—the latter being the coupé variant, which slightly improves aerodynamics thanks to a lower drag coefficient and accounts for 60% of sales in Spain. But note: regardless of your choice, the Q4 e-tron retains one of the key advantages of the MEB platform upon which it is built: space.

The rear seats comfortably accommodate four adults. There is ample legroom, even with tall passengers up front, and headroom is adequate in both versions. The SUV offers 515 liters of trunk space—expandable to 1,487 liters with the rear seats folded down—while, surprisingly, this figure rises to 527 liters in the Sportback version.

However, neither offers a front compartment or "frunk" for storing cables—an absence that isn't critical in practical terms but is becoming hard to justify in a premium electric vehicle of the 2026 model year.

As for the interior—specifically the design—we see that the Q4 e-tron's evolution aligns with that of its larger sibling. The dashboard is now dominated by the "Digital Stage": a massive, curved OLED widescreen display that combines an 11.9-inch instrument cluster with a 12.8-inch central touchscreen.

While this setup eliminates physical controls (a move we don't necessarily agree with), it creates a more modern feel and enables a faster, more advanced multimedia system based on Android Automotive, featuring integrated apps and smoother operation.

Regarding the displays, a key innovation is the optional 12-inch passenger-side monitor—the largest ever installed in an Audi. This monitor allows for the control of various functions, such as navigation and different applications, and is hidden from the driver's view as soon as the car begins to move. Similarly, an augmented reality head-up display can be added, capable of overlaying navigation instructions onto the surrounding environment.

In terms of perceived quality, the interior no longer resembles that of a budget electric Audi; instead, it offers a more refined take on what the Q6 and A6 e-tron provide. Padded surfaces, precise fit and finish, a new center console, and "Softwrap" trim—which visually connects the doors to the dashboard—create a much more welcoming atmosphere than in the previous model.

More efficient and versatile...Mechanically, the key innovation is the introduction of the new APP350 rear synchronous motor, featuring revised power electronics, silicon carbide semiconductors, and a low-friction transmission. Additionally, Audi has optimized energy management software and adopted a low-viscosity lubricant that can provide up to 12 extra kilometers of range in cold weather.

Regarding power output, the lineup includes the 204 hp Q4 e-tron and the Performance version, which boosts output to 286 hp, followed by the Q4 e-tron quattro, featuring a front motor that delivers a combined 299 hp. There are two battery options: an entry-level battery with a gross capacity of 63 kWh (59 kWh net)—available only with the least powerful motor—offering a range of 442 km for the SUV and 452 km for the Sportback; and a larger battery with a gross capacity of 82 kWh (77 kWh net) for the other two versions, offering a range of up to 582 km for the SUV and 595 km for the Sportback (or 561 km and 575 km, respectively, for the all-wheel-drive version). Audi has also improved the charging process; the smaller battery now supports DC fast charging at up to 160 kW, increasing to 165 kW for the 82 kWh battery. This translates to a 10% to 80% charge in about 28 minutes and the ability to regain up to 185 kilometers of range in ten minutes under ideal conditions.

However, the major news is the introduction of bidirectional charging capability, making the Q4 e-tron the first Audi capable of powering external devices via the V2L (Vehicle-to-Load) system, using either a 230-volt, 2.3 kW socket in the trunk or an adapter connected to the charging port. This function can be used to charge e-bikes, power tools, small appliances, or camping equipment.

Furthermore, the system is ready to incorporate Vehicle-to-Home (V2H) functionality, allowing the car's battery to serve as a home energy storage unit when paired with a compatible bidirectional charger. Audi has also addressed another shortcoming found in some MEB-based models: battery pre-conditioning. This feature can now be activated either automatically—when a charger is selected as the destination—or manually. It also includes "Plug & Charge" capability, allowing users to start and pay for charging sessions at compatible stations without needing an additional card or app.

In terms of driving dynamics, there are few changes, and the car remains as refined as ever. We drove both the base model and the quattro version, and either would be a more than reasonable choice for an electric vehicle. Acceleration is progressive and consistent, offering more than enough power for overtaking on winding roads.

It offers a coherent setup, closer to that of a family car than a sporty electric vehicle. Sound insulation is excellent, thanks to the absence of vibrations and the body's aerodynamic and acoustic design. Even with large wheels, the suspension effectively filters out bumps and keeps body movements in check, avoiding the harshness typical of some electric cars. It isn't an SUV that begs you to seek out winding roads, yet it doesn't lose its composure when you pick up the pace. The steering is quick and gains a pleasant weightiness in Dynamic mode.

In terms of efficiency, this Q4 now incorporates steering-wheel-mounted paddle shifters to adjust regenerative braking—offering three levels plus an automatic mode that uses mapping and sensors to adapt braking to traffic and road conditions, as well as an enhanced "B" mode for one-pedal driving. However, we remain unconvinced by the brake pedal feel; the initial travel offers little feedback before suddenly engaging much stronger braking (the rear brakes remain drums).

Regarding energy consumption, on the route planned in Asturias—traveling between Oviedo and Gijón via back roads and mountain passes—we recorded 18.4 kWh/100 km, a remarkable figure for an SUV weighing over 2.2 tonnes. Conditions were favorable, with mild temperatures and light highway traffic, allowing the base version to easily cover over 360 kilometers, while the quattro version can manage nearly 450 kilometers without much difficulty.

It remains accessible...To wrap up, the new Audi Q4 e-tron doesn't aim to revolutionize premium electric mobility, but it successfully improves upon almost every aspect of an already highly competent product, making it a much more well-rounded offering. Design, digitalization, and—above all—greater efficiency are the key areas of improvement, alongside the welcome addition of bidirectional functionality.

And although it will soon no longer be the entry-level electric Audi due to the imminent (and eagerly awaited) arrival of the A2 e-tron, it remains the most affordable zero-emission model in the lineup. Prices start at €49,970 for the version with the 63 kWh battery, rising to €55,570 for the Performance version and reaching €58,570 for the quattro version.

All these prices apply to the Business trim, which is also available to private buyers, although Audi estimates that the majority of sales will be for the Performance version with the S line package, starting at €59,320. The Sportback body style adds €2,100—a reasonable premium for a silhouette that blends beauty and practicality.

Autonews

 

HONDA

Honda Prelude e:HEV: A hybrid coupe with moderate power and responsive handling

The new Honda Prelude e:HEV utilizes the Civic's powertrain (203 hp) but incorporates suspension and components derived from the sporty Type R. This setup, combined with the S+ Shift system, delivers excellent driving dynamics and agile, stable behavior during sudden directional changes, such as in slalom tests.

Dynamics and slalom performance...The new Prelude e:HEV's agility stems from a combination of performance-focused structural elements:

Type R-Inspired suspension: Uses components and adaptive dampers that reduce body roll.

Low center of gravity: The positioning of the e:HEV hybrid system's batteries aids weight distribution, keeping the coupe planted on the road.

Instant torque: The main electric drive motor delivers immediate torque (32.1 kgfm), allowing for quick acceleration between cones.

Key technical details...The model features four-piston front brake calipers (13.8-inch discs) and 19-inch wheels with 235/40 tires. The simulated gear-shifting system (S+ Shift) allows the driver to take control via steering-wheel-mounted paddles, ensuring the combustion engine and electric motors work optimally to maintain ideal traction on winding roads.

High-performance components:

-Civic Type R DNA: The model inherits structural concepts and suspension technology from the acclaimed Civic Type R. This ensures extreme rigidity and body control during sudden changes of direction.

-Refined chassis and electronics: Honda’s chassis tuning minimizes body roll. Electronic controls intervene with surgical precision to maintain the vehicle's trajectory without completely cutting power.

Weight and torque distribution:

-Floor-mounted batteries: As a hybrid, the placement of the battery pack lowers the coupe's center of gravity. This drastically improves lateral stability during slalom maneuvers.

-Instant electric torque: The electric motor delivers immediate power when exiting corners. This helps quickly stabilize the car between cone passes.

A point to note...Despite its exemplary dynamic behavior and balance—praised by testers—the Prelude e:HEV is not a purist rear-wheel-drive sports car. Due to its front-wheel-drive layout and the additional weight of the hybrid system, it may exhibit a slight tendency toward understeer if pushed beyond the tires' physical limits in tight slaloms, performing slightly less effectively in terms of extreme lateral grip compared to 100% track-focused rivals like the Subaru BRZ.

Watch the video below to see how the model performed in the slalom tests conducted by the km77.com team.

by Autonews

 

AUTONEWS

EV test drives are supposed to boost adoption—but they can backfire

One of the biggest obstacles to wider adoption of electric vehicles (EV) is completely invisible and unquantifiable. It’s the belief in many consumers’ minds that the range restrictions of EV make it a bad option for them. Doubts about mobility, whether or not they are well-founded, can run neck-and-neck with curiosity in the minds of consumers, keeping them from making the switch from ICE (internal combustion engine) to EV.

These doubts are beyond the remedial reach of automakers and sustainability-minded policymakers. Within the EV ecosystem, auto dealerships are the ones most directly responsible for allaying buyers’ concerns. Newly published research by Ioannis Bellos and Hang Ren, professors in the information systems and operations management area at Costello College of Business at George Mason University, focuses on one of the main levers at the dealers’ disposal: extended test drives. Bellos and Ren’s paper in Production and Operations Management was co-authored by Vishal Agrawal of Georgetown University.

Test drives have become a standard addition to the EV dealer’s toolkit. For example, BMW's Extended Test Drive Program lets customers use an EV for several days, and Volvo's Test Drive+ lends cars for up to four days. In some cases, government-sponsored initiatives such as Drive Electric USA (a partnership with the U.S. Department of Energy) have worked at the local level to facilitate test drives intended to educate consumers about EV. 

“A car’s advertised range is public, but the range a driver actually gets depends on personal habits and conditions they can only learn through hands-on experience—which is why dealer demonstrations like extended test drives matter,” say Bellos and Ren. In other words, test drives can prevent range-based doubts from overtaking curiosity. Indeed, if consumers are pleasantly surprised by their experience with the EV, they can leave doubt in the dust, as they zoom ahead all the way to an accomplished sale.

But it can also work the opposite way, as the researchers found using a game-theoretic model of plausible buying conditions. Included in the model were buyers with a range of mobility needs. In the hypothetical scenario, consumers’ natural (pre-test drive) inclination was to favor EV if their needs were high, since high-needs drivers spend more on fuel and EV is gas-free. As in real life, however, even these simulated consumers would not purchase an EV if their overall impression was unfavorable.

“Offering demonstration service does not always mean that you’ll be convincing the customer to switch to EV,” Bellos says. “As a matter of fact, it may do the opposite—if the test drive convinces the customer that the achievable range is not enough to meet their need.”

The reseachers’ model shows that as EV technology begins to mature, becoming cheaper to produce and thus more profitable, the dealer’s incentive is to offer as many extended test drives as possible to boost sales. But once production costs fall below a certain threshold, the profit potential of EV becomes so high that dealers would be wise not to risk turning a percentage of customers away (or toward conventional ICE vehicles) by offering test drives.

In addition to implications for dealer profits, this dynamic has environmental significance. “If we consider two customers—one who takes a test drive and decides EV is not a good fit, and another who is convinced to purchase an EV after a test drive—the net effect on adoption is zero. They cancel each other out,” says Ren. “Yet the net emissions can increase, because that first customer probably drives more—that’s the reason they were interested in EV in the first place.”

Test drives, then, can be net-negative for the planet to the extent that they deter heavy-use drivers from switching to EV by resolving their range-based doubts.

The researchers also found that test drives can negate the impact of tightening CAFE standards from the U.S. Department of Transportation, which set mandated fuel-economy levels for all automakers. One result of CAFE standards is to encourage production of more fuel-efficient EV as opposed to ICE vehicles. CAFE does not apply to dealers, however. As higher fuel-economy standards pressure automakers to raise wholesale prices for ICE vehicles, the expected switch from ICE to EV is inhibited by the unfavorable impression left in some consumers’ minds by the test drive. The researchers found this can flip the policy's intended effect: Without test drives, tougher CAFE standards reliably push EV adoption up, but once dealers offer test drives, a strict-enough standard can actually leave adoption lower than it would otherwise be.

Bellos and Ren conclude that “dealer demonstration is a powerful but double-edged lever that must be deployed strategically.” The environmental and financial benefits of try-before-you-buy are likely tied to the EV market’s growing pains, and may diminish as it matures.

Consumer confidence is key if more drivers are to switch to electric cars. More test drives and hands-on experiences could help turn interest into action.

Recent reports that the government is set to roll back its ambitious EV sales targets suggest that many car buyers still aren’t fully sold on making the switch to electric. That’s because concerns around charging availability, upfront costs, and “range anxiety” continue to hold people back.

One way to close the gap could be letting drivers spend more time actually using electric cars, whether that be through test drives, rentals, or trial schemes, so they can judge the cars from themselves.

This feels especially relevant on Clean Air Day, which highlights how cleaner transport can help improve air quality – and why it’s important to make electric cars easier for people to try and, hopefully, buy or lease.

Why driving one makes a difference...One of the most consistent findings in consumer behaviour is that experience helps build confidence.

After all, car buying is a major (and expensive) decision, and many drivers prefer to explore and compare options before committing.

In fact, Carwow data shows that:

Nearly one in five drivers (18%) say being able to compare multiple cars side-by-side helps them make more confident choices.

30% of drivers want the freedom to explore cars without feeling pressured to buy.

The data suggests that direct exposure – such as sitting in a car, comparing, and test driving cars – can play an important role in helping people understand what suits them best.

Bringing that experience to life...In October 2025, Autonews hosted an event designed around this idea of hands-on discovery. The event, called Carwow Live, brought together a range of cars from Chinese manufacturer Chery, which recently launched in the UK.

The event gave attendees the opportunity to explore and compare models in one place, including Chery’s Tiggo 7 and 8 SUVs.

Visitors were able to look around these cars, ask questions, and get a closer understanding of the brand’s latest technology in a relaxed environment. One attendee even won the use of a Chery Tiggo 7 for two years as part of a giveaway.

At the time of the event, Mat Watson, chief content officer at Carwow, said: “Consumers told us they often feel pressured or rushed when exploring new cars, and can’t often compare models side by side.

“We’ve built this event to remove those barriers; no hard sales pitch, no hassle, just the chance to get hands-on and ask questions.”

Why test drives matter...As more manufacturers enter the UK market, car buyers are faced with more choice than ever before. That can be a good thing, but it can also make decision-making harder.

Events that allow people to compare vehicles in one place, without the pressure to buy, can help address this by focusing on understanding rather than persuasion. They also give drivers the chance to ask questions about things like charging, running costs, and day-to-day usability.

A recent report by automotive services and technology company Cox Automotive Europe suggests that initiatives such as public test drives or open events could help bridge the gap between interest in EVs and actual adoption, by giving people direct experiences of how they work in real life.

“Experience continues to be the biggest driver of EV adoption,” said Karoline Baumann, strategy & new growth director at Cox Automotive Europe. “The more people who get behind the wheel of an electric car, the faster confidence grows.”

by Benjamin Kessler, George Mason University

WRC

Pajari proves perfect for breakthrough WRC victory

The FIA World Rally Championship celebrated its 83rd different winner when Sami Pajari took a breakthrough victory at Delfi Rally Estonia, a result that further livens up the 2026 title chase.

Leading from start to finish in his Hankook-equipped Toyota GR Yaris Rally1, Pajari added 28 points to his previous season total of 116 to move into third in the provisional order, 33 points behind championship-leading team-mate Elfyn Evans.

Toyota driver Sami Pajari won the WRC rally in Estonia today, recording his first victory in the elite class.

The 24-year-old Finnish driver has already taken five podiums this season and was the WRC2 champion in 2024.

He left behind his Swedish teammate Oliver Solberg, who was 19.5 seconds behind, while third place went to French driver and Hyundai member Adrian Furmo, 53.8 seconds behind the Finn.

Reigning world champion Sebastien Ogier (Toyota) finished the race in Estonia in fifth place, while overall leader Welshman Elphin Evans, also a member of the Japanese team, finished in sixth place.

In the overall standings with five races remaining in the championship (nine out of 14 races have been run), Evans is leading with 177 points, second place is taken by Japanese Takamoto Katsuta (Toyota) with 152 points, Pajari is in third place with 144 points, and Ogier is in fourth place with 139 points.

With fellow Finn Marko Salminen co-driving, Pajari excelled on the high-speed gravel event, banking 12 stage wins and beating Oliver Solberg by 19.5sec. He follows Kalle Rovanperä (2021) and Solberg (2025) by registering his maiden WRC victory in Estonia.

The result also hands a 199th WRC victory to Finland, which hosts the 10th of 14 rounds from 30 July - 2 August on similar terrain to what Pajari mastered this weekend. The 24-year-old, now a six-time podium finisher in 2026, is already being marked out as a contender for back-to-back wins, such was his standout showing on the Tartu-based event.

“It’s something so amazing, maybe I didn’t really realise what I’ve just done”...Sami Pajari

“It’s something so amazing, maybe I didn’t really realise what I’ve just done,” said Pajari, the 17th different Finn to triumph outright in the world championship. “Thank you to everybody working at Toyota Gazoo Racing, I’m super-happy for you and super-grateful, thanks for all the support and trusting in myself. Thanks to everyone who stood behind my back when there were some tricky times, this is for you. I thank myself for not giving up and going for it once again. Now I’ve done it, it feels good.”

Pajari began the two-stage final leg leading fellow Toyota driver Solberg by 25.0sec. Although Solberg went quicker on SS17, he did so by a scant 0.4sec to leave Pajari firmly in control starting the repeat of the 24.39km Kääriku test, which doubled as the Wolf Power Stage. Solberg was quickest again to top the Super Sunday ranking, while Pajari went sixth quickest to secure victory and third among the Super Sunday contenders.

Second place for Solberg was the Rallye Monte-Carlo winner’s third podium visit of the season and ended a frustrating run of recent results. His Wolf Power Stage victory and Super Sunday success means he leaves Estonia with 27 points.

“It’s been a very good weekend for sure, I need to be happy,” Solberg said. “It’s been a couple of hard rallies. Didn’t have the full confidence to push on the proper 100 per cent limit like Sami had, he deserves it. Very happy with my weekend, good points and a good stepping stone for the upcoming events.”

Adrien Fourmaux began leg three in third place, albeit a mere 1.9sec ahead of Hyundai team-mate Thierry Neuville. The 2024 world champion had moved into podium contention after he went quicker than Fourmaux five times on Saturday, the rally’s longest leg at 149.60 timed kilometres, following tweaks to his i20 N Rally1’s transmission settings.

But when Neuville went 7.9sec slower than Fourmaux on Sunday’s opener, the 9.8sec gap between the pair was too great for Neuville to try to overcome on the Wolf Power Stage.

Afterwards, Neuville revealed that he wasn’t on top form on SS17 after he was almost late starting the run due to work required to his car’s hearing system.

On his first appearance in Estonia since 2021, reigning world champion Sébastien Ogier finished fifth, one place ahead of Toyota team-mate Elfyn Evans. While opening the road on day one had cost the Briton a strong result, he continues to lead the WRC standings by an increased margin of 25 points over Takamoto Katsuta.

The Toyota-driving Japanese dropped out of contention with tyre damage on Friday’s penultimate stage and was further hampered by running first through Saturday.

Mārtiņš Sesks was the leading M-Sport Ford finisher in seventh with Hyundai’s Esapekka Lappi eighth on his first WRC outing since Safari Rally Kenya in March.

Sesks could have finished higher up the order had it not been for an off in Shakedown resulting in a 20sec penalty. He was also delayed by a damaged front-right tyre on SS9.

Jon Armstrong could have challenged Lappi for eighth had it not been for a heavy landing on SS1 leading to front-left tyre damage. The Irishman finished 25.7sec adrift of the Finn.

Armstrong’s M-Sport team-mate Josh McErlean restarted on Sunday after an exhaust issue caused his retirement on Saturday morning. He was eighth after leg one.

Robert Virves completed a dream weekend by winning WRC2 on home soil in a Škoda Fabia RS Rally2 by 7.6sec. He also received a €25,000 prize from WRC Promoter for finishing the event as the top local talent. Teemu Suninen beat Roope Korhonen to the runner-up spot by 1.2sec during a thrilling Wolf Power Stage showdown.

Autonews

AUTONEWS

GMC Hummer EV Icon | 25

General Motors is celebrating the 25th anniversary of the Hummer H2 with the introduction of the Hummer EV Icon | 25.

The special edition, according to the manufacturer, is “born from a legacy of bold design, cultural influence and unmistakable presence.”

In short, the vehicle has been given a striking Icon Yellow paint job inspired by the striking hue offered on the H2. Contrasting this is a series of black accents, including the wheels, fenders, mirrors and roof.

Interior changes are minor, but include a Jet Black cabin with unique infotainment graphics. They’re joined by a badge on the dashboard, signifying that the vehicle is one of only 250 examples built. Buyers will also receive an “exclusive souvenir,” but General Motors declined to say what that is, according to Autonews.

The Icon | 25 package will be offered on the 2X and 3X versions of the pickup truck and SUV. There’s no word on pricing, but 2026 models start at $97,825 before a $2,695 delivery fee.

In addition to the special edition, GMC has announced a few updates for the model year, including a North American Charging Standard (NACS) port, which allows for easy access to Tesla Superchargers.

Additional changes are limited, but buyers will find four new exterior colors known as Azurite Blue, Dark Ember, Dark Ridge and Deep Void Matte. There are also two new 22-inch wheel designs.

The 2027 GMC Hummer EV will go into production later this year and will feature familiar powertrains. That means the model will offer up to 865 kW/1,176 hp and can accelerate from 0 to 60 mph (96 km/h) in just 2.8 seconds.