AUTONEWS

How Porsche increased profits despite a 16% drop in sales

Porsche’s operating profit rose to 1.74 billion euros in the first nine months of 2026, even though the company sold 16% fewer vehicles compared to the same period the previous year. The German manufacturer managed to restore profitability against a backdrop of declining revenue and persistent challenges in markets such as China.

The German manufacturer reported today (October 27) that sales between January and September fell to 25.282 billion euros—a 5.9 percent decrease compared to the previous year—following a drop in vehicle deliveries to 178,532 units, down 16 percent from the same period in 2025.

The company, a subsidiary of the Volkswagen Group, posted an operating profit of 1.735 billion euros for the same period, compared to 40 million euros the previous year.

The operating return on sales for the first three quarters rose to 6.9 percent (up from 0.2 percent the previous year).

Porsche CEO Michael Leiters stated that the company is focusing on its core business, a competitive cost structure, and a sustainable increase in its profit-generating capacity.

According to the manufacturer, the improvement in operating return on sales is partly due to the fact that, in the previous year, Porsche recorded 2.7 billion euros in expenses related to a strategic reorganization, which includes the discontinuation of certain electric vehicle models.

In the first nine months of 2026, these expenses totaled approximately 500 million euros.

Porsche has reaffirmed its forecasts for 2026, projecting revenue between 35 billion and 36 billion euros, with an operating return on sales of between 5.5 and 7.5 percent.

The results, released on October 27, reflect Porsche’s strategy of prioritizing profitability over sales volume. However, this recovery also benefited from a reduction in the extraordinary charges that had weighed on the company’s 2025 financial statements; therefore, the improvement cannot be attributed solely to commercial performance.

Leiters presented his strategy for the automaker to investors earlier this month. He plans to offer greater customization and exclusive models with higher profit margins—a move that will reduce the group’s overall scale but is expected to boost profits.

This approach was bolstered by a 12% increase in sales of the 911—the company’s flagship, high-margin model—which was the only vehicle in Porsche’s portfolio to see sales growth during the first nine months of the year.

"We are implementing our strategic realignment consistently and at an accelerated pace. Our focus is on our core business, a competitive cost structure, and a sustainable increase in our profitability," Leiters stated.

"Through the measures already in place, we are laying the groundwork to position Porsche as a stronger, more focused, and more profitable company in the long term."

Shares in the company rose 2.3%, with analysts at Jefferies highlighting third-quarter margins that exceeded expectations—surpassing 10%—a notable improvement from the record low of 1.1% seen in 2025.

The operating profit of 1.74 billion euros for the first nine months follows a weak performance in the previous year, when the company recorded a profit of just 40 million euros—a period in which the automaker was hit by rising costs, largely linked to its disrupted electrification strategy, the company reported.

Porsche restores profitability with fewer vehicles sold...According to Porsche’s official financial results, revenue reached 25.28 billion euros between January and September—a 5.9% decrease compared to the same period last year. Operating profit climbed from approximately 40 million euros to 1.74 billion euros, while the operating margin rose from 0.2% to 6.9%.

The discrepancy between revenue trends and vehicle deliveries sheds light on the company’s commercial strategy. While the number of vehicles delivered fell by 16%, revenue saw a less pronounced decline. Porsche attributes this gap to its pricing strategy and a higher share of sales coming from versions with greater profit margins.

Models in the GTS, Turbo, and GT lines play a key role in this strategy, as they allow the manufacturer to generate higher revenue per unit sold.

Nevertheless, there is another crucial factor to consider when interpreting these results. In the first nine months of 2025, Porsche recorded approximately 2.7 billion euros in costs related to strategic restructuring. During the same period in 2026, these charges amounted to roughly 500 million euros. This reduction accounts for a substantial portion of the recovery in operating profit. The financial improvement is, therefore, real; however, the year-over-year comparison is heavily influenced by extraordinary costs incurred in the previous year.

China sees a 33% drop in sales, while the Taycan falls by 31%...Porsche delivered 178,532 vehicles in the first nine months of 2026, compared to 212,509 during the same period last year. China recorded the sharpest decline, with 21,493 units—a 33% decrease.

North America remained the automaker’s largest market, with 56,088 vehicles delivered, despite a 13% decline. In Europe (excluding Germany), deliveries fell by 11%, while the German market saw a 7% drop.

Data on deliveries by model and region, released by Porsche, reveal significant differences in the performance of the various product lines.

The Porsche 911 bucked the general trend, growing 12% to 42,217 units. The Cayenne remained the best-selling line, with 59,586 vehicles—a 2% decrease from the previous year.

Meanwhile, the Taycan saw a 31% decline, falling to 8,699 units, while the Macan dropped 21% to 51,025 vehicles.

Electrification efforts have yielded mixed results. The new electric Cayenne accounted for 7,002 deliveries since sales began in the summer; however, the share of fully electric vehicles within Porsche’s total sales fell from 23.1% to 21.7%.

This shift does not, in itself, represent an equivalent decline in demand for electric vehicles. The composition of the product range and the commercial performance of individual models also influence the share of electric vehicles in total deliveries.

Restructuring and the sale of equity stakes bolster liquidity....Another relevant indicator is the net cash flow from the automotive business, which rose from R$ 1.34 billion to R$ 2.50 billion.

However, this improvement was largely driven by the sale of Porsche’s stakes in Bugatti Rimac and the Rimac Group, which was completed in September. The transaction resulted in a cash inflow of R$ 984 million and an accounting gain of R$ 593 million, primarily impacting the group’s financial results.

It is important to distinguish these figures from operating profit, as the sale of these shares does not represent recurring revenue from the core business of manufacturing and selling automobiles.

Porsche’s reorganization also extends to its technology services. In August, the manufacturer signed an agreement to sell its subsidiary, MHP, to Tata Consultancy Services (TCS). Both companies plan to collaborate on the development of digital solutions and artificial intelligence, though the completion of the transaction remains subject to certain contractual conditions.

For the full year 2026, Porsche has maintained its revenue forecast of between 35 and 36 billion euros, with an operating margin projected at 5.5% to 7.5%. The company also anticipates that fully electric vehicles will account for between 24% and 26% of its automotive business.

Porsche saw a significant surge in net profit—increasing 16-fold to reach 1,815 million euros in the first nine months of 2026—even as vehicle deliveries fell by 16% (to 178,532 units). This turnaround was driven by a drastic strategic shift under the leadership of CEO Michael Leiters:

• A sharp reduction in extraordinary expenses: In 2025, the company faced a massive 2.7 billion euro hit from restructuring costs, stemming from an initial bet on electric vehicles that failed to gain the expected traction. By 2026, these expenses had dropped to approximately 500 million euros, effectively streamlining the balance sheet.

• A focus on high-margin vehicles: While overall sales declined, the brand’s high-performance models and flagship vehicles played a crucial role, offsetting lower volume with significantly higher per-unit margins.

• Cost-cutting and operational restructuring: The brand initiated plans to downsize its workforce, reconfigure its production network, and overhaul its product portfolio—reducing its reliance on electric vehicles that were costly and slow to yield returns.

• A "value over volume" strategy: The priority shifted toward selling highly customized, exclusive vehicles with greater profitability per unit, resulting in an increase in the average profit earned on each car.

 

KYMCO

CV-X45: The new 'crossover' scooter with off-road aspirations

The rise of adventure scooters comes as no surprise. Riders worldwide are seeking versatile vehicles that combine the urban practicality of a scooter with the capability to handle unpaved roads and provide comfort on longer journeys. Honda pioneered this space with the X-ADV, proving there is a significant appetite for motorcycles that blur traditional category lines. Now, Kymco is looking to claim a share of this market, leveraging its engineering and design expertise to create a competitive and compelling product.

Development began in 2023 under the direction of KYMCO’s European Design Center in Bologna, Italy, with significant input from key markets across the continent, including Spain. These European partners helped define a positioning that goes beyond a strictly urban crossover, featuring a design more oriented toward touring and inspired by off-road trails.

Several elements reinforce this adventurous character, such as a mid-mounted engine, optimized weight distribution, long-travel inverted front forks, a rear monoshock with a linkage system, and a chain-driven final drive. These features—complemented by an adventure-style riding position, a large-capacity fuel tank, and ample storage space—make it a model designed to venture beyond city streets and tackle more demanding routes.

At the heart of the KYMCO CV-X45 lies a 427cc single-cylinder engine, developed with a focus on delivering torque at low to mid-range RPMs. Final specifications and availability will be announced in Milan, where KYMCO will reveal the technical details and launch dates for a model that aims to bring innovation to the scooter segment. The development of the Kymco CV-X45 is a clear example of how conceptual ideas materialize into products that hit the streets. The CV-R5 prototype, unveiled at EICMA, signaled the direction the brand intended to take: a bold design with angular lines and clear inspiration from the off-road world, combined with the functionality and comfort expected of a scooter. The transition to the production version—the CV-X45—naturally involves adjustments to ensure manufacturing feasibility and compliance with safety and emissions standards, yet the essence of the original concept remains intact.

The choice of a 427cc engine places the Kymco CV-X45 squarely in the heart of the mid-displacement segment, offering a balance between the power needed for highways and the agility required for urban traffic. This displacement is a strategic move, positioning the scooter above 300–350cc options—such as the Honda ADV350—while approaching the performance of larger models like the X-ADV, which features a 745cc engine. The CV-X45’s engine is expected to deliver robust performance, characterized by strong torque and smooth throttle response—essential traits for a vehicle designed for mixed-use riding.

To contend with fierce competition, the Kymco CV-X45 cannot rely solely on its engine displacement; its onboard technology will serve as a key differentiator. We can anticipate a fully digital instrument cluster, smartphone connectivity, full LED lighting, and, quite possibly, riding modes that adjust power delivery and throttle response to suit varying terrain and riding conditions. The design, for its part, is expected to maintain the adventurous spirit of the CV-R5, featuring longer-travel suspension, dual-purpose tires, and ergonomics that facilitate both standing while riding—useful for light off-road sections—and comfort during longer journeys.

An aggressive, functional aesthetic is crucial to the identity of an "adventure" scooter. Kymco has historically excelled at balancing form and function across its models, and the CV-X45 should be no exception. The robust front fairing, adjustable windshield, and handguards all contribute to an adventurous look while providing the rider with protection from the wind and minor debris on unpaved roads. Further details regarding these features are expected to emerge as the launch date approaches.

The Kymco CV-X45 enters a competitive arena filled with formidable rivals. The Honda X-ADV serves as the category benchmark, boasting a twin-cylinder engine, a dual-clutch transmission (DCT), and proven off-road capability. The ADV350, meanwhile, offers a more compact and accessible alternative while retaining that same adventurous DNA. The Zontes 368G represents a new wave of manufacturers that focus on offering extensive equipment and technology packages at competitive price points. To stand out, Kymco will need to present a compelling case for its own offering.

Autonews and MotorLand

 

AUTONEWS

Upgraded KTM X-Bow GT-XR

The KTM X-Bow GT-XR is receiving its most significant upgrade to date under new ownership, which simultaneously paves the way for an official entry into the U.S. market.

According to Motor1, the car is gaining a new "Factory 600" equipment package, designed to elevate performance beyond that of the standard GT-XR model.

The manufacturer is now operating under new, Belgian ownership. KTM Sportcar GmbH—the company behind the X-Bow—is now wholly owned by a consortium of investors led by rally driver Guillaume de Mevius. His family is a long-standing shareholder in Anheuser-Busch InBev, the parent company that owns brands such as Budweiser, Corona, and Stella Artois.

This investment from the De Mevius family provides the X-Bow with strong financial backing, independent of KTM’s motorcycle business. According to the new owners, the goal of this acquisition is to create a stable and dedicated environment for the continued development of the X-Bow line. The Factory 600 package serves as the clearest indication of what this development will look like in terms of technical specifications.

The Factory 600 package enhances the 2.5-liter, five-cylinder engine (sourced from Audi) found in the GT-XR, utilizing—among other things—a new turbocharger and a larger intercooler. These modifications boost the output to 600 hp.

The biggest news for America arrives alongside the GT-XR's hardware changes. KTM X-Bow and its US partner Carbon Yard have confirmed the X-Bow GT-XA, a road-focused version engineered specifically for American buyers.

The GT-XA is planned as a US-market evolution of the carbon-monocoque X-Bow concept, built in Graz, Austria, and commissioned one at a time. KTM and Carbon Yard are offering 30 numbered production allocations for the first year, with fully refundable $50,000 reservations now open under a written reservation agreement.

In addition to the US-bound GT-XA, KTM X-BOW also announced a few key changes and additions to its global-market offerings. The GT-XR receives a new set of side-view mirrors, which replace the now-optional camera-based system. A newly standard Capristo exhaust system is also on tap, as is a 7-inch TFT multimedia display in the decidedly minimalist interior.

The automaker will also hark back to its roots as a purveyor of stripped-down, roof- and doorless sports cars via the GT-XR Spyder, which will receive a modular system that includes both on-board storage for the roof panels and a detachable gurney to cut cabin turbulence when driving al fresco, placing more focus on the exhaust than any wind buffeting.

This update also includes changes to the equipment, introducing new conveniences. Every X-Bow model now comes with a 7-inch infotainment screen that supports Apple CarPlay and Android Auto—a significant boost in comfort for a car built on a philosophy of minimalism.

KTM has also revised the rear-visibility system. This package adds traditional, folding side mirrors alongside the existing camera-based system, all while maintaining a focus on keeping the vehicle's weight low.

American specification calls for a suspension package with adjustable compression and rebound damping, a front-axle lift system for driveways and garages, and added equipment for everyday use including tire-pressure monitoring and bespoke interior trims. US pricing is anticipated at $490,000 and under, with final figures and full technical data still to come.

The GT-XA is not yet approved for US street use. Carbon Yard is working toward American street-legal status, and KTM X-Bow USA targets first customer deliveries in 2027, subject to that approval. 

In addition to the engine upgrades, KTM is also offering an "Evo" aerodynamic package. It features a more aggressive front splitter, additional winglets ahead of the front wheels, and new air vents on the front fenders, which help manage airflow at high speeds.

The most significant news for the U.S. market arrives alongside technical upgrades to the GT-XR model. KTM X-Bow and its American partner, Carbon Yard, have unveiled the X-Bow GT-XA—a road-legal version specifically engineered for customers in the United States.

The GT-XA is conceived as an evolution of the carbon-monocoque X-Bow concept, tailored for the U.S. market; the vehicles are manufactured in Graz, Austria, and built individually to order. For the first year, KTM and Carbon Yard have allocated 30 numbered units.

The KTM X-BOW GT-XR Evo will take the model family to new extremes by incorporating the "Factory 600" package that brings engine output to – you guessed it – 600 hp. Also standard on the Evo will be a full-carbon body kit with louvered wheel arches, a larger front splitter, and dive planes for even more downforce and better handling.

The price in the U.S. is expected to be $490,000 or less, with final pricing and full technical specifications to be announced at a later date. The GT-XA model is currently not approved for use on public roads in the U.S. Carbon Yard is working to meet the requirements for obtaining such approval, and KTM X-Bow USA plans to deliver the first units to customers in 2027—provided that the necessary approvals are secured.

AUTONEWS

Federal EV tax credit may double upon return in a boon for Tesla

Tesla might be the biggest beneficiary of a proposed return of the federal program for electric vehicle tax credits. Fueled by rising gas prices, the move is gaining legislative traction with a potential doubling of the tax credit amount.

The federal EV tax credit is gone, and one House Democrat wants it back at twice the size, citing exorbitant gas prices. Rep. Greg Landsman of Ohio introduced the 21st Century Vehicle Choice Act on October 22. It would raise the new EV credit from $7,500 to $15,000 and the used EV credit from $4,000 to $8,000, both as a permanent fixture.

After the incentives ended under the Republican tax and spending law last fall, US demand cooled quickly, and Tesla's cheaper Standard trims could only do so much to cushion the blow.

The bill also drops income caps to $225,000 for married couples filing jointly, $169,000 for heads of household, and $112,500 for single filers. The $15,000 figure is also a ceiling, as it is split into two $7,500 halves, and a car has to meet both battery and material sourcing requirements to earn the full amount. That list has always been short, so how many Teslas would actually qualify remains to be seen. Also, anyone who has claimed the credit in a prior year would reportedly get nothing.

Tesla would still stand to gain the most, as it sells more EVs in the US than anyone, and the Model 3 and Model Y sit in the price range where a bigger credit matters most. Double the used electric vehicle credit could also help the large secondhand Tesla market.

Other than the grand $15,000 EV tax credit bill, no less than 160 House Democrats backed a separate proposal from Reps. Sean Casten and Mike Levin, which would restore the old $7,500 credit running through 2032, as it was originally intended. Landsman's version has no cosponsors listed so far, but both bills are sitting in committee, and House Democratic leaders have not committed to an EV plan.

Even if Democrats win control of Congress in the midterms, a bill like this may still need a presidential signature. For now it is a rather plausible scenario that gives future EV owners hope that the federal EV tax credit could make a grand return either in its original form or at double the subsidy amount to spearhead EV adoption.

The federal EV tax credit could be coming back to the U.S., and at twice its old value. More than 160 House Democrats are backing a new bill that would bring back the credit for new and used EVs and make it permanent 

Rep. Greg Landsman (D-OH) introduced the 21st Century Vehicle Choice Act on October 22, just over a year after the $7,500 federal EV tax credit ended under President Trump’s One Big Beautiful Bill Act.

According to Landsman’s press release, the bill would double the new EV credit from $7,500 to $15,000 and the used EV credit from $4,000 to up to $8,000. It would also raise the credit for EV charging equipment from 30% to 50% of eligible costs.

The bill keeps the same structure the credit had under the Inflation Reduction Act of 2022, where the new EV credit was split into two halves tied to battery components and critical mineral sourcing. Each half would double, so only vehicles meeting both requirements would get the full $15,000.

Income limits for the new EV credit would drop to $225,000 for married couples filing jointly, $169,000 for heads of household, and $112,500 for single filers. You can read the full text of the bill for every detail.

“We have to make life more affordable and give folks more choices. Our bill would make electric vehicles more accessible and help families save money on gas,” Landsman said. Coltura, a group backing the bill, said the highest-mileage drivers “could save over $4,000 a year by switching to an EV.”

What it could mean for EV Sales...When the old credit was set to expire, buyers rushed to lock it in, pushing U.S. EV sales to a record in the third quarter of 2025. A permanent $15,000 credit would give Americans a strong reason to go electric for their next vehicle. That would help EV-only brands like Tesla and Rivian, and it could also pull legacy automakers like Ford and GM, which have slowed their EV plans, back toward building affordable electric models.

Don’t count on it yet....The bill has only been referred to House committees, and it would still need to pass both chambers and be signed into law by the President. Landsman introduced a nearly identical bill in October 2024, and it never made it out of committee.

Critics of EV credits argue the government shouldn’t choose sides in the powertrain wars, that taxpayers shouldn’t subsidize wealthier buyers of high-end EVs, and that the market has grown enough to compete on its own, while the Trump administration called the credits wasteful spending. Supporters argue the credits make EVs affordable for more families and lower fuel costs.

For now, there’s no federal EV credit to claim, and that’s unlikely to change unless Landsman’s bill gains support beyond House Democrats.

Representative Greg Landsman of Ohio introduced the 21st Century Vehicle Choice Act (H.R. 10881), a bill that proposes bringing back and doubling the federal electric vehicle tax credit from $7,500 to $15,000 for new EVs and from $4,000 to $8,000 for used EVs.

Key details of the proposed legislation:

• Doubled Incentives: The new vehicle credit would double to $15,000 (split evenly into two $7,500 halves tied to North American battery component and critical mineral sourcing requirements, matching the structure of the previous Inflation Reduction Act).

• Charging Equipment: The tax credit for home and public EV charging equipment would increase from 30% to 50% of eligible costs.

• Stricter Income Limits: The bill lowers income eligibility caps to $225,000 for married couples filing jointly, $169,000 for heads of household, and $112,500 for single filers.

• Lifetime Limit: Buyers would only be eligible to claim the new vehicle credit once in their lifetime.

Why it is considered a boon for Tesla:

• Market Position & Scale: Following the expiration of previous federal EV incentives, US demand cooled and smaller competitors faced severe pressures. Tesla, with its established domestic manufacturing footprint, localized supply chains, and high-volume lineup (such as the Model Y and Model 3), is positioned to capture a massive share of renewed buyer demand.

• Affordability Cushion: Doubling the credit to $15,000 drastically lowers the effective purchase price of Tesla's mainstream trims, helping offset rising consumer gas prices and revitalizing sales momentum.

• Political Hurdles: While backed by over 160 House Democrats, the bill faces an uphill battle in a divided Congress where passing a major subsidy expansion will require Republican support.

Why this could be a boon for Tesla:

• Rebounding U.S. Demand: Following the expiration of the previous federal EV incentives, overall American EV demand cooled. A $15,000 discount dramatically lowers the effective purchase price for consumers dealing with rising gas prices.

• Competitive Dominance: CEO Elon Musk previously noted that rolling back or shifting EV credits tends to hurt smaller or less-profitable EV startups "devastatingly" while impacting Tesla far less due to its scale. Doubling the credit widens the price-to-value gap between Tesla's lineup (such as the Model Y and lower-cost standard trims) and traditional or struggling EV competitors.

• Domestic Sourcing Compliance: Tesla already manufactures its primary volume vehicles (like the Model Y) in North America with extensive local supply chains, positioning it to capture the full split-component credits far more easily than foreign brands reliant on non-compliant supply chains.

 

AUTONEWS

Is your car's heating weak? This sign could point to an expensive engine-related fault

As the weather turns colder, drivers are increasingly turning on their car's heating. However, if cold air continues to blow from the vents even after a long drive, it may mean more than just a malfunctioning heater. This issue could indicate a problem with the engine cooling system; ignoring it can, in some cases, lead to serious and costly damage.

In vehicles with internal combustion engines, the cabin heating system is linked to the engine cooling system. Consequently, a slow warm-up of the vehicle's interior can be one of the first signs that something is wrong, reports Autonews, citing the Montenegrin outlet *Vijesti*.

Common causes include low coolant levels, a faulty thermostat, air trapped in the cooling system, or a failure of the heat exchanger responsible for warming the air inside the cabin.

Cold air or weak airflow? Experts emphasize the importance of distinguishing between two scenarios: one where the fan operates normally but blows cold air, and another where the airflow is very weak or non-existent.

If air flows normally from the vents but fails to heat up, the issue may be related to the engine temperature, coolant circulation, or the mechanism that directs warm air into the cabin.

Conversely, if the fan's output is weak, potential causes include a clogged cabin air filter, a blown fuse, or a faulty fan motor. Unusual noises coming from the dashboard—such as clicking or squealing—as well as a fan that only operates at certain speeds, can also indicate a malfunction. In such cases, it is recommended to visit an auto repair shop.

What can drivers check themselves? One of the first indicators of a potential problem is the engine temperature.

If the engine fails to reach its normal operating temperature even after a typical drive, the thermostat may be stuck in the open position. This means the engine is being overcooled, which causes the vehicle's interior to warm up more slowly and can lead to increased fuel consumption.

Drivers can also check the coolant level, but only when the engine is completely cold and the car is parked on a level surface.

The cooling system cap should never be opened while the engine is hot, as the fluid is under pressure and can cause severe burns. If the coolant level is too low, simply topping it up is not a permanent solution. A cooling system should not regularly lose fluid; therefore, its disappearance may indicate a leak or another type of malfunction.

These signs may point to a more serious fault...Pay special attention to a sweet smell inside the vehicle, a greasy film on the windshield, or damp carpeting beneath the dashboard. Such symptoms may indicate a coolant leak from the heater core—a heat exchanger located behind the dashboard.

Even more serious warning signs include traces of colored fluid beneath the car, steam escaping from under the hood, or the engine temperature gauge approaching the red zone. If any of these symptoms appear, you should safely stop the vehicle as soon as possible and seek professional assistance.

A thermostat that gets stuck in the closed position is particularly dangerous. Unlike a thermostat stuck in the open position—which causes the engine to warm up too slowly—a closed thermostat can lead to rapid engine overheating and serious damage.

Don’t wait for the first deep freeze...Although a faulty heating system might initially seem like a mere comfort issue, it can actually serve as a warning sign of a malfunction that affects the vehicle's reliability and safety.

Beyond making it difficult to warm the cabin, a defective heating system can impair the defogging of the windows, thereby compromising visibility while driving. For this reason, it is recommended to have the heating system checked before the onset of severe cold weather. Detecting such issues early can help you avoid not only discomfort while driving but also much more serious engine damage.

A weak car heater usually happens because the engine is not reaching its proper operating temperature, or because hot coolant is not flowing correctly to the cabin.

Main causes of weak car heat:

• Thermostat Stuck Open: The thermostat keeps coolant trapped in the engine until it gets hot. If it is stuck open, cold air constantly cools the engine down, leading to lukewarm or weak heat (especially while driving on the highway).

• Low Coolant Level: If your coolant is low, there is not enough fluid circulating through the Heater Core to warm the air entering the cabin. You may also have a leak.

• Clogged Heater Core: Rust, sediment, or debris can build up inside the heater core over time, blocking the flow of hot engine coolant.

• Stuck Blend Door: The internal plastic doors that mix hot and cold air might fail or get stuck, preventing warm air from reaching the vents.

• Faulty Blower Fan or Resistor: If the fan itself is weak or failing, the airflow through the vents will feel weak even if the core is hot.

Quick things you can check:

• Temperature Gauge: Drive the car for 10 to 15 minutes. The temperature needle should rise to the middle and stay there. If it stays low or drops when you speed up, your thermostat is likely bad.

• Coolant Reservoir: Check under the hood when the engine is cold to see if your coolant is below the minimum line.

• Smells or Fog: A sweet smell inside the car or a greasy film on the inside of your windshield points directly to a leaking heater core

 

AUTONEWS

Northeastern Seattle’s custom Ford Mustang lets students conduct research from the driver’s seat

It was a long way to the car seat as we know it today. Early motorists lacked individual adjustment options for their seats. It took many decades until comfort and safety features such as headrests or easy-to-use longitudinal adjustments found their way into series production. Nowadays there are a lot of high-tech car seats, up to twelve percent of the production costs of a vehicle are in the seats. Initially, the body and seats are more reminiscent of a carriage than a car.

The seating position is extremely upright and high. Of course, there are no adjustment options and despite the noble leather upholstery, the driver is sitting on a soft board. Anyone who had to drive this vehicle for more than half an hour definitely got off with back pain. As time progressed, the seats continued to consist of a solidly fixed bench, but the seating position shifted significantly. In early rudimentary cars, occupants sat on chairs with feet placed directly on the floor, whereas in cars from the 1930s, the seats were fixed, resembling the configuration seen in modern vehicles today. However, there are still no adjustment options, and we searched in vain for the thigh support.

Cars from the 50s already offer a more comfortable seating position. Now the seats can also be adjusted lengthwise. Of course, this method is rudimentary and complicated, but it works. This construction allows drivers and passengers of larger and smaller sizes to travel comfortably. In addition, it is also possible to fold the backrests of the front seats forward, facilitating easier access for rear-seat passengers. But there is no sign of a headrest or side support here, and comfort takes its toll because the adjustable seat frame must be considered quite critically when it comes to occupant safety.

By the end of the 70s, thanks to the extendable telescopic rod, the height of the seats could be adjusted with relatively low effort. Furthermore, during this period, an optional headrest is already being used, the first sign that safety is becoming a development criterion alongside comfort. By the 90s, the length, height and angle of the seats were adjustable in all directions. They offer good lateral support, sufficient thigh support and, of course, the headrest which is nowadays legally required.

Today, a driver's seat with multiple options weighs 35–40 kg and is a complex system consisting of a metal frame, upholstery, covers, various hydraulic shock absorbers, electric motors, heating filaments, fans, cables, and connectors. A modern seat consists of a total of around 500 parts. After the drivetrain, the driver's seat is one of the most expensive components in the vehicle. Manufacturers usually offer their cars to their customers with basic seats, which can be upgraded with options such as massage or heating and ventilating functions.

Seats are important for safe driving. Ergonomic seats play a key role in minimizing physical strain and fatigue, thereby supporting sustained attention and concentration. This helps prevent rapid decreases in focus, consequently aiding in accident prevention. In modern vehicles, an airbag is installed on the side of the backrest towards the body, the purpose of which is to reduce side collisions. The far-side airbag is a novelty in vehicle development. This airbag is designed to prevent the driver and front passenger from colliding in the event of a side impact by deploying from the seat and inflating towards the headliner. This new type of airbag protects those in front rows from injuries due to interaction between passengers. These brand-new concepts can prevent about one-third of serious injuries related to the side collision. In 2020, the first series featuring the utilization of far-side airbags in a passenger car was observed.

 A tall garage gate on Northeastern University’s Seattle campus rolled up to reveal the snarling headlights of a Ford Mustang Mach-E wrapped in the signature Husky red-and-white color scheme.

Behind the wheel of the sleek, all-electric SUV was Xian Li, a professor of electrical and computer engineering and instructor of the Robotics Sensing and Navigation course. Though Li admitted to being an aggressive driver in his own car, he steered the Mustang past the nearby downtown headquarters of Amazon, Microsoft and Meta with careful precision. After all, he said, there was precious cargo to protect.

Equipped with an array of cameras, navigation sensors, and an onboard computer, the Mustang serves as a sporty, drivable data-collection tool for students and faculty on Northeastern’s Seattle campus. The car soaks up images and navigation data at a clip of 10 gigabytes per minute. It provides information that Li said is ripe for analysis and experimentation.

The nearly 5,000-pound vehicle is one of the campus’s most unusual research platforms, exposing students interested in robotics, computer vision and autonomous driving to hardware constraints, operational challenges and environmental factors that cannot be captured in simulations alone. Li encourages them to use the data collected from the Mustang to build and test their own navigation algorithms.

“Not all students have access to something like this,” said Xinlei Li, a master’s student in electrical and computer engineering who helped Li mount several of the Mustang’s sensors in the spring of 2026. “I always wondered whether I would ever drive something like this, so this is pretty cool to me.”

Autonomous driving technology allows vehicles to draw from their surrounding environment to make informed movements. The technology helps vehicles with safe driving behavior such as staying within painted freeway lanes, using road signs to identify the proper speed limit, or recognizing a crossing pedestrian in time to stop. Different kinds of onboard cameras and sensors collect data on traffic conditions, obstacles and the movement of nearby vehicles.

Northeastern’s Mustang is equipped with four cameras, a LiDAR scanner to generate three-dimensional maps, radar to measure the speed and distance of other objects, a GPS system to track location, an inertial measure unit (IMU) to calculate acceleration, altitude and other movements, and eight terabytes of onboard storage. The various components are strategically bolted to the car’s roof, strapped to the interior console and headrests or secured in the trunk.

“The more data you get, the more surroundings that the robot will understand, so that they can perform better in the real world,” said Xinlei Li, who had previously collected sensor data as part of his co-op with Kentucky-based moving walkway manufacturer Beltways. The challenging part is understanding the strengths and weaknesses of each sensor type, and learning how to combine them to generate the clearest picture of the environment, he said.

Self-driving cars, like those from Tesla, already boast powerful autonomous driving systems, but the domain still has a long way to go. Li said Tesla’s vehicles and their advanced “Full Self-Driving (Supervised)” capabilities have only reached Level 2 on a six-level scale of self-driving sophistication, from Level 0 to Level 5, according to a taxonomy published by SAE International, a professional association of engineers. A vehicle at Level 5 would require no intervention or thought on the part of the passenger, Li said, meaning they could safely fall asleep during long-distance drives. 

The electric car soaks up images and navigation data at a clip of 10 gigabytes per minute. Photo by Alyssa Stone/Northeastern University(Northeastern University)

Vehicles with Level 5 capabilities currently do not exist, nor will they in the next decade, Li said. Their eventual consumer cost is anyone’s guess, he said, as the legislation and regulations to allow for complete self-driving would need to be established before any such vehicle hits the market.

The Ford Mustang Mach-E is not manufactured with full self-driving capabilities. Instead, it has Ford BlueCruise, an SAE Level 2 hands-free system that keeps the car within highway lanes and manages cruise control as long as drivers keep their eyes on the road. 

But Li and his students are working to hack the vehicle and implement more advanced autonomous features – an effort to bring the car closer to SAE Level 3, he said. By integrating and customizing certain algorithms in the controlling parts of the car, such as its steering and thruster, Li hopes he and his students can one day make the Mustang fully self-driving.

The lessons learned from sensor data collection can also be applied outside the personal mobility space, he said.

For example, Xinlei Li – who is not related to Xian Li – said he has used navigation data to develop technology that can help the visually impaired move around in unfamiliar spaces. 

Vittoria Bitton, who is pursuing a master’s degree in computer vision and machine learning at Northeastern Seattle, researched the ways that environmental imagery could aid search-and-rescue operations in areas with low visibility.

Bitton arrived at Northeastern with nearly a decade of professional experience, having worked with computer vision pipelines and secured a senior software engineer position with electric vehicle manufacturer Rivian before her December graduation. In Li’s class, she acts as a mentor to students at earlier stages of their careers. 

Bitton’s contributions include explaining the technical aspects of the Mustang’s sensors and suggesting components to add for future cohorts’ use – such as an onboard neural processor, which uses a machine learning model to recognize complex patterns.

She recommended that Li and his team think about using AI to create a perception system inside the vehicle, which would use the onboard cameras and sensors to interpret and build a real-time three-dimensional rendering of the surrounding environment.

Another idea is “hacking the car so that students can understand the architecture of an EV,” she said after Li’s class met inside the garage. 

Students and faculty at Northeastern University in Seattle have transformed a Ford Mustang Mach-E into a high-tech mobile research platform. Led by Professor Xian Li, the initiative uses the all-electric SUV as a laboratory on wheels for a course on Robotics Sensing and Navigation.

The vehicle, wrapped in the university’s signature red and white color scheme, travels the streets of Seattle, collecting vast amounts of environmental data.

Technical details and functionality:

• Massive data collection: The car captures images and navigation information at an impressive rate of 10 gigabytes per minute.

• Integrated sensors: The Mustang is equipped with a comprehensive suite of tools, including LiDAR, radar, advanced cameras, GPS, and inertial sensors.

• Practical objective: Students use this data to analyze and experiment with autonomous driving algorithms. The focus is on enhancing safety-critical behaviors, such as lane-keeping, identifying speed limits via traffic signs, and early pedestrian detection.

• In-depth exploration: Beyond navigation, students work on developing AI-based perception systems to generate real-time 3D renderings of the surroundings, while also exploring the vehicle’s own electrical architecture.

The project stands out for creating a hands-on learning environment where programming errors and real-world testing are integral parts of the robotics innovation process.

Northeastern University

AUTONEWS

The unexpected key to extending EV battery life found in “oxygen release”

What if a battery could become more powerful as it ages? Much like wine developing a deeper flavor over time, researchers in Korea have uncovered the mechanism behind a battery material that can deliver greater usable capacity after repeated charging and discharging.

A research team led by Professor Jihyun Hong (Department of Battery Engineering at POSTECH) with Dr. Gukhyeon Lim and a team led by Professor Kyu-Young Park (Department of Battery Engineering & Materials Science and Engineering at POSTECH) with Ph.D. student Hojun Lee have identified the origins of performance degradation in manganese-based cathode materials, which are considered promising candidates for next-generation electric vehicle batteries. More importantly, the team proposed a new strategy for turning what has traditionally been regarded as a weakness of the material into a potential performance advantage. The study was published in Energy & Environmental Science, a leading international journal in the field of energy research. Recognizing its potential impact, the journal's editors selected the paper as a Hot Article, placing it among the top 10% of published articles.

The electric vehicle industry is actively searching for cost-effective next-generation battery materials capable of competing with inexpensive lithium iron phosphate (LFP) batteries manufactured in China. One of the most promising candidates is the lithium- and manganese-rich layered oxide (LMRO) cathode.

LMROs require less expensive nickel and cobalt while storing approximately 20% more energy than conventional nickel-based cathode materials, making them attractive for batteries that could potentially be both less expensive and capable of longer driving ranges.

However, LMROs have a critical drawback. Their capacity gradually decreases with repeated charging and discharging, while their operating voltage also declines. Previous studies attempting to identify the cause have reported different final structures inside the cathode, leaving the fundamental mechanism governing these structural changes unresolved.

The POSTECH team examined how the internal structure of the cathode evolved over hundreds of charge-discharge cycles. Initially, lithium and transition-metal atoms are neatly arranged in separate layers, resembling bricks stacked in an orderly wall. As charging continues, however, some of the oxygen atoms that stabilize this framework gradually escape from the material. This is similar to a well-organized drawer whose contents gradually become jumbled over time. 

As these oxygen atoms are removed, lithium and transition-metal atoms begin to migrate across their original layers and mix with one another. Eventually, the highly ordered layered structure transforms into a disordered rocksalt structure, in which the cations no longer follow their original long-range ordering. 

The researchers discovered that the amount of oxygen lost from the material acts as a key trigger determining how extensively the internal structure becomes disordered. They further demonstrated that oxygen loss can be controlled by how deeply the battery is charged—in other words, by how high the charging voltage is raised. Deeper charging led to greater oxygen loss, while the resulting oxygen vacancies progressively accumulated and drove structural rearrangement within the cathode. 

Improving battery energy density and cycle life by controlling oxygen-vacancy concentration(image above)

The most surprising finding came afterward. Oxygen loss would normally be regarded as a clear sign of battery degradation. However, as the cathode became disordered and transformed into a new structure, additional pathways through which lithium ions could move were created. As a result, the amount of usable capacity actually increased. By carefully controlling the degree of oxygen loss and the resulting structural evolution, the researchers demonstrated that the cathode retained 98.4% of its initial performance even after more than 200 charge-discharge cycles, showing remarkable long-term durability.

Structural disorder in battery materials has traditionally been regarded as an undesirable aging phenomenon that should be avoided. This study, however, demonstrates that when such structural evolution is precisely controlled, it can instead become a design tool for improving battery performance.

Professor Jihyun Hong said, “From an industrial perspective, our study shows that battery degradation can be delayed and battery lifetime extended simply by controlling parameters such as operating temperature and the surface environment.”. He added, “By regulating oxygen loss and thereby either promoting or suppressing structural disorder, it may become possible to design next-generation electric vehicle batteries optimized for different applications.”. Professor Kyu-Young Park, a co-corresponding author of the study, said, “By integrating precise materials characterization with computational materials science, we were able to address a problem that had remained unresolved for nearly two decades. The collaborative research environment within POSTECH's Department of Battery Engineering, which encourages interaction and cooperation among researchers through the Specialized Graduate School Program, played a decisive role in making this work possible.”

This research was supported by the Ministry of Trade, Industry and Energy through the Korea Planning & Evaluation Institute of Industrial Technology (KEIT) and the Korea Institute for Advancement of Technology (KIAT), the Ministry of Science and ICT through the National Research Foundation of Korea (NRF), and the Electronics and Telecommunications Research Institute (ETRI).

Researchers at the Pohang University of Science and Technology (POSTECH) in South Korea have discovered that controlling oxygen release in lithium- and manganese-rich oxide (LMRO) cathodes can turn structural wear into a performance advantage, allowing for the retention of 98.4% of capacity after more than 200 charge-discharge cycles.

Key research findings:

• Innovative material: The study focuses on lithium- and manganese-rich layered oxides (LMRO), which store approximately 20% more energy than traditional nickel-based cathodes while using less cobalt and nickel.

• Voltage control: The amount of oxygen released is directly dependent on the depth of charge (the level of the charging voltage).

• Structural reorganization: Rather than merely causing degradation, the controlled loss of oxygen and the formation of vacancies create new pathways for lithium-ion movement, increasing the material's usable capacity over time.

• Long-lasting performance: This method enables the battery to maintain 98.4% of its initial performance after more than 200 cycles of use.

POSTECH