TOYOTA

Toyota’s overall sales surge, but the company falters in China

The Toyota Group—which primarily encompasses the Toyota and Lexus brands—is by far the world’s largest automotive conglomerate, having sold approximately 11.3 million vehicles in 2025. Despite this impressive performance, the Japanese group continues to sell a limited number of electric vehicles (EVs). This has hindered its sales in China—the world’s largest market—where electric models accounted for about 32% of total sales in 2025, equivalent to 8 million units.

Looking at the period from January to September 2026, the Toyota Group sold 7.52 million vehicles globally, a 3.4% decline compared to the previous year. While sales grew by 5.5% in Japan, 1.1% in North America, and 1% in Europe, the manufacturer faced significant headwinds in Asia, where sales fell by 9.3%—driven largely by its performance in the Chinese market.

In the first nine months of the year, Toyota sold 1.05 million vehicles in China, an 18.9% drop compared to the same period in 2025. This comes at a time when the Japanese brand offers a limited selection of electric vehicles in Europe and the U.S., though it provides a somewhat broader range in China—including the bZ3, bZ3X, bZ5, and bZ7 models—through its joint ventures with local manufacturers, namely GAC Toyota and FAW Toyota. The reality, however, is that this Japanese group is lagging significantly in the production of battery-powered vehicles. This is underscored by the fact that electric vehicles (including fuel-cell models) accounted for only 4.1% of the company’s total global vehicle sales through the first nine months of 2026—an improvement, certainly, over the 1.8% share EVs held during the full 12 months of 2025.

While Toyota’s electric vehicle sales surged by 127% through September 2026, this growth could have been even more substantial, especially given the declining demand among Chinese drivers for vehicles equipped with internal combustion engines (or hybrids). It appears that the persistent rise in fossil fuel prices has further steered Chinese consumers away from petroleum-dependent vehicles and toward electric alternatives.

For a long time, Toyota remained dismissive of electric vehicles—a stance particularly prevalent during the tenure of CEO Akio Toyoda, grandson of the company’s founder. Consequently, the shift toward battery-powered models came too late compared to competitors and lacked sufficient conviction, leaving the brand unable to gain a strong foothold—most notably in China, a market where there is a clear preference for battery-electric vehicles.

China continued to be a significant drag on Toyota's global performance. Sales in the world's largest automotive market fell 19.7 per cent year-on-year in September, extending the decline to an eighth consecutive month.

Toyota attributed the weakness partly to higher petrol prices, which weighed on demand for petrol-powered and hybrid vehicles. The sustained downturn underscores the competitive pressures facing foreign automakers in China, where changing consumer preferences and pricing dynamics have made the market increasingly challenging.

Production in China also contracted sharply, falling 18.6 per cent year-on-year in September. The decline in both sales and output points to continued weakness in Toyota's business in the country.

The Middle East was another major source of weakness. Toyota's regional sales plunged 29.8 per cent during the month, contributing to the overall decline in global deliveries.

Performance in Toyota's other major markets was more resilient. Sales in the United States, the company's largest market, rose 8.4 per cent year-on-year in September. However, US production declined 2.9 per cent, indicating that manufacturing output did not move in line with sales growth.

In Japan, Toyota's domestic sales increased 1.8 per cent, while production rose 5.8 per cent over the same period.

The contrasting trends across markets highlight the uneven nature of demand in the global automotive industry, with regional conditions playing a significant role in shaping manufacturers' sales and production strategies.

The third consecutive monthly decline in both sales and production highlights the pressure on Toyota's global operations, particularly from its exposure to markets experiencing sustained weakness.

China's eight-month sales decline is a notable concern, given the importance of the market to global automakers. Meanwhile, the sharp fall in Middle East sales adds to the pressure on Toyota's international performance.

Although growth in the US and Japan provided some support, it was insufficient to offset declines elsewhere.

Toyota's September figures offer a snapshot of the challenges confronting the global auto industry, as manufacturers navigate uneven regional demand, changing consumer preferences and intensifying competition in major markets.

The data also underline the importance of developments in China and the Middle East in determining whether Toyota can reverse the recent decline in its global sales and production.

Chinese automakers are not making life easy for international manufacturers—quite the opposite, in fact. Proof of this is that Toyota is facing a global decline in sales, with the situation in China being particularly dire, as the company’s vehicle registrations there have collapsed. BYD is the primary driver behind this trend.

In May, Toyota sold 834,729 vehicles worldwide—a 7.2% drop compared to the same period last year. Brazil accounted for 14,819 of those units, representing a 6.4% year-over-year decline; the country now represents just 1.8% of the brand’s global sales.

This scenario stands in stark contrast to what is being observed in the U.S. and China. In the United States, 280,539 units were sold in May, with a year-over-year decline of only 0.1%. The U.S. remains Toyota’s second-largest global market, accounting for 33.6% of its total sales, while Asia as a whole represents 26.9% of the manufacturer’s global volume.

Toyota sold 102,299 vehicles in China in May—a 31.7% drop compared to the same period the previous year. Meanwhile, BYD is making strong gains in the global market and has already become the top-selling brand in China.

In 2025, Toyota sold 9.6 million vehicles, while BYD sold 4.6 million. However, in May 2026, the Chinese manufacturer saw its sales grow by 29.2% year-over-year, whereas Toyota experienced a 31.7% decline. On the global stage, one company is gaining ground while the other is losing market share. As a result, BYD Chairman Wang Chuanfu promised in an interview with Reuters to make the company the world’s best-selling brand within five years. In other words, BYD aims to surpass Toyota globally in half a decade. In Brazil, it has already achieved this goal.

Looking at cumulative sales from January to May 2025, BYD registered 39,544 cars, compared to 74,100 for Toyota. This year, however, the situation has shifted. BYD sold 77,785 units in Brazil during the first five months of the year, while Toyota recorded 65,471 vehicles. Consequently, the Chinese manufacturer now holds the fifth position among the largest automakers in the country, while the Japanese firm sits in sixth place.

Toyota is facing significant challenges in China, primarily due to the rapid advancement of local electric and hybrid vehicle manufacturers (such as BYD) and a lack of competitiveness in fully electric models and onboard technology.

Key reasons for the decline:

• Dominance of local competitors: Chinese brands like BYD maintain highly verticalized supply chains—producing their own batteries, semiconductors, and motors—which allows them to manufacture advanced electric and hybrid vehicles at much lower costs.

• Lag in electrification: Toyota has historically focused on internal combustion engines and traditional hybrids, making it slow to respond to the strong demand from Chinese consumers for fully electric and connected vehicles ("smart cars").

• More technology at a lower price point: Chinese vehicles offer superior entertainment, autonomous driving, and connectivity features at lower price points, attracting even those consumers who were previously loyal to Japanese brands.

• Price wars and production drops: The pressure is so intense that production by Japanese automakers (Toyota, Honda, Nissan, and Mazda) in China has plummeted—falling by approximately 63% in recent periods—forcing Toyota to cut prices and seek local partnerships in an effort to regain market share.

Autonews

 

SUZUKI

Suzuki GSX-10R: sportiness for streets and tracks

The new GSX-10R was developed by Suzuki to be a sports bike capable of delivering excitement in daily use, on winding roads, and on racetracks. Unlike the GSX-R1000R, which prioritizes absolute performance, this new model aims to combine sporty characteristics with greater versatility.

The bike is powered by a 999cc inline-four engine, derived from the GSX-R1000. The powerplant has undergone several modifications—including new camshafts, cylinder head, cylinders, crankcase, and crankshaft components—all aimed at enhancing performance, durability, and efficiency.

The GSX-10R produces 152 hp at 11,000 rpm, with a peak torque of 10.8 kgf·m reached at 9,250 rpm. According to Suzuki, the engine offers a broad usable power band, featuring strong response in the mid-range and progressive acceleration at higher revs.

The setup also includes a 4-into-1 exhaust system and an assist-and-slipper clutch, which helps reduce the effort required to pull the clutch lever and ensures smoother downshifts.

Aluminum chassis and KYB suspension...The new Suzuki GSX-10R debuts an aluminum chassis designed to promote both agility and stability. The positioning of the main structural elements prioritizes a direct connection between the steering head and the swingarm pivot.

The bike’s aluminum twin-spar frame is also developed around versatility, and while it uses the GSX-S1000 chassis as a reference point, there are plenty of features unique to the GSX-10R. It features a 25-degree rake and 3.9-inch trail, while the steering head offset is updated from 35mm to 30mm for better cornering. This offset is similar to the GSX-R1000’s 28mm. There’s also a new aluminum swingarm and a new subframe.

Fully adjustable KYB suspension consists of a 43mm USD fork with new brackets inspired by the GSX-R1000 and a newly developed rear monosock. The company claims the chassis package is tuned with input from GSX-R series test riders for agile handling and the rider’s connection to the bike. Suzuki also claims a deep lean angle of 53 degrees compared to the GSX-S1000’s 48 degrees.

The motorcycle also features a new aluminum swingarm and subframe. Another significant adjustment is the reduction of the steering head offset from 35 mm to 30 mm—a change intended to improve handling and behavior when cornering. The suspension system consists of fully adjustable KYB components, featuring 43 mm front forks and a rear shock absorber developed specifically for this model. Braking duties at the front are handled by Brembo calipers paired with 310 mm discs.

The cast aluminum wheels are fitted with Bridgestone Battlax Hypersport S23 tires, measuring 120/70 R17 at the front and 190/55 R17 at the rear. The riding position is sport-oriented, with ergonomics similar to those of the GSX-R1000R. The seat height is 810 mm, and the fuel tank has an 18-liter capacity.

An advanced electronics package...One of the key highlights of the GSX-10R is its electronics suite, integrated into the Suzuki Intelligent Ride System (S.I.R.S.), which utilizes a six-axis inertial measurement unit (IMU) to manage various rider aids.

This new model introduces the Smart TLRS Control system, which encompasses traction control, cornering torque management, front-wheel lift control, and lateral slide control. Riders can choose from ten levels of intervention, with the option to disable traction control entirely.

The Slide Control System (SCS) is one of the motorcycle's new features; it works in tandem with the traction control to help manage rear-wheel slides, while cornering torque management proactively adjusts power delivery based on lean angle and speed.

The equipment list also includes three power modes, a bidirectional quickshifter, engine-brake control with three settings, launch control, lean-angle-sensitive ABS, cruise control, and an active speed limiter. Another feature is "Brake Hold," which maintains rear brake pressure for approximately 30 seconds after the vehicle comes to a stop, even when the rider releases the brake control. This function assists with starting off on inclines, declines, and flat ground.

The GSX-10R also features a full-color TFT instrument cluster, smartphone connectivity via the Suzuki Ride Connect+ app, full LED lighting, and a USB-C port. The model also debuts the "Suzuki Ground Beacon System"—a technology that uses the turn signals to project a highly visible light pattern onto the ground.

The sports bike is expected to arrive on the European market in the second half of 2027. It will be offered in three color options:

Blue with silver and red accents.

Red with gray accents.

Black with gray accents.

 

Autonews and MotorLand

 

AUTONEWS

Almost half of all containers driven by trucks are empty

Almost half of all container trucks in Sweden are being driven without a load. Researchers at Chalmers University of Technology in Sweden, have developed calculation models that give a detailed picture of the journeys – and therefore provide guidance for more efficient container transport, with lower costs and reduced emissions.

In 2019, the global transport sector accounted for around 15 per cent of the world's greenhouse gas emissions, and road traffic was the largest source of emissions in the sector*. An important part of reducing emissions is to make freight transport more efficient. Containers play a central role in world trade, as they can be moved between ships, trains and trucks. However, after unloading, there is not always new cargo nearby, which means that the container must be moved before it can be used again.

Researchers at Chalmers University of Technology have analysed Swedish freight traffic between 2016 and 2019, and conclude that almost half, 44 – 46 per cent, of all truck transports with containers took place without a load. In total, the empty trips accounted for about a third of the total mileage of freight traffic.

"A large part of the container transports do not carry any goods, but still take up road capacity and require fuel, infrastructure and working hours. This means costs and emissions that we want to avoid," says Violeta Roso, Associate Professor at Chalmers.

Geography is more important than industry...The empty transports were unevenly distributed. About 77 per cent took place within the same region, and the start and end destinations had a greater impact on the probability of an empty trip than which industry they belonged to. In Blekinge, Västra Götaland, Skåne and Kalmar counties, container journeys were less likely to be empty when starting in these regions, but more likely to be empty when ending there. All four counties have major ports where imports exceed exports.

"Empty transports were also significantly shorter than those with cargo. This indicates that trucks are often redirected to limit the distance with empty containers," says Iván Sánchez-Díaz, Associate Professor at Chalmers.

More accurate measures can reduce empty transports...The researchers' models take into account the differences between geographical location and the types of industry the container trucks work for, and thus show where measures can have the greatest effect.

"The models show which origins, destinations and sectors have the highest probability of empty container trips. This makes it possible to target efforts more precisely, for example towards port regions, or certain industries," says Violeta Roso.

Almost half of all containers driven by trucks are empty. Credit photo: Chalmers University of Technology

According to the study, better coordination and information sharing can reduce the need to move empty containers. The researchers make several suggestions towards the industry, such as that hauliers can work more with the planning of return loads or that shipping companies to a greater extent share information about available containers and where they are needed.

Empty container transports are a global challenge. According to the researchers, the method can be implemented in more countries, to quantify empty containers movements and understand the key factors explaining them.

"We hope that the research will help the transport industry to see where there are the greatest opportunities to reduce unnecessary driving, and contribute to authorities or key stakeholders being able to coordinate their transports better. It can be another step towards reducing the transport sector's climate impact, not only in Sweden but also internationally," says Violeta Roso.

U-Freight Group, with its strong position in the global container shipping industry, has taken note of various media reports highlighting the growing challenges that increased empty container movements pose to international supply chains.

According to Splash247, data from Sea-Intelligence shows that empty containers made up 41% of global container transport in July—up significantly from 31% in 2019. This upward trend has continued steadily over the past five years, with only a minor dip observed in 2022.

The Loadstar, also referencing Sea-Intelligence data, points to imbalanced trade flows as a key factor behind this issue. These imbalances are creating unequal distribution of containers across markets, prompting more empty containers to be repositioned rather than moved with cargo.

U-Freight recognises that repositioning empty containers is not only expensive, but also contributes to port congestion and higher carbon emissions.

Further analysis by Shipping Watch reveals that for every 10 miles a loaded container travels, an empty container must be repositioned over 4.1 miles—a figure that’s risen by one mile since 2019.

Additional pressure has come from geopolitical instability. The Loadstar notes that Houthi attacks on merchant vessels in the Red Sea have led to a 20% increase in the distance travelled by empty containers, further disrupting supply chains.

According to Shipping Watch, ocean carriers are currently absorbing the rising costs associated with maintaining equipment availability. However, if these trends continue, it’s likely that customers will begin to bear a portion of these additional expenses.

Empty containers are also occupying valuable yard space at ports, disrupting the flow of outbound shipments and causing further delays, which can increase overall logistics costs.

Changing global sourcing patterns are compounding the issue. As production shifts to emerging regions with previously low output, there’s often a shortage of empty containers available to meet growing export demands—potentially resulting in even more delays.

Recent studies indicate that between 44% and 46% of truck trips involving containers take place entirely without cargo. This scenario of logistical inefficiency leads to severe environmental and operational impacts on the global supply chain.

📊 An overview of inefficiency...Global and regional data point to a critical trend of wasted space in road freight transport:

• Global scope: The transport of empty containers accounts for approximately 41% of all global container movements.

• Idle capacity: Beyond trips made completely empty, market research has revealed that 58% of trucks traveled with more than half of their internal space unused.

🗺️ The geographic factor and trade imbalances...The dynamic of empty-load trips is directly linked to geographic location and asymmetry in trade routes:

• Import zones: About 77% of empty-load trips occur within the same region. Areas that house major ports and record higher import rates than export rates end up accumulating containers that must be repositioned—empty—to other logistics hubs.

• Shorter routes: Trips involving empty containers tend to be substantially shorter than those with cargo, reflecting the industry's effort to minimize distances when repositioning these assets.

⚙️ Coordination barriers...Inefficient repositioning is not merely a physical transport issue; it is a problem of organization and a lack of data governance:

• Lack of Integration: Carriers, ports, shipping lines, and shippers operate in organizational silos, planning their requirements separately and without adequate sharing of operational flows, schedules, or contracts. • Technical Restrictions: Often, a container available at an idle location does not meet the immediate requirements for a new shipment due to specifications regarding size, physical condition, equipment type, or ownership terms.

🛠️ Mitigation strategies...To combat fuel waste and the greenhouse gas emissions associated with this idleness, experts point to solutions based on technology and standardization:

• Digital Twins and AI: Digitally simulating port ecosystems and logistics flows through "digital twins" makes it possible to anticipate bottlenecks and proactively optimize routes.

• Data Sharing: Shipping lines and logistics operators need to feed unified platforms with common data standards to coordinate return loads collaboratively.

Almost half of all container truck trips are empty due to global trade imbalances, uncoordinated logistics, and geographic mismatches between imports and exports.

Key causes of empty container truck trips:

• Global trade imbalances: Some regions and countries import far more goods than they export, while others export more than they import. This creates a surplus of empty containers in some areas and a shortage in others, forcing trucks and ships to reposition empty equipment.

• Port and regional mismatches: Research from Chalmers University of Technology shows that empty trips cluster heavily around major import ports (where incoming loaded containers outnumber outgoing exports). Trucks unloading imports often have to drive back or move elsewhere without a return payload.

• Lack of coordination and information sharing: Trucking companies, freight forwarders, shipping lines, terminals, and cargo owners frequently plan shipments independently. Without shared data platforms or aligned schedules, it is difficult to match an empty container or truck with a nearby return load.

• Mismatched container specifications: Even when cargo is available, an empty container may be the wrong size, in the wrong structural condition, lack specific equipment (such as refrigeration), or be restricted by ownership and contract terms that prevent other supply chain actors from using it.

• Shorter redirection distances: Data shows empty trips are often shorter than loaded ones because hauliers actively redirect trucks to minimize the distance traveled without cargo, rather than waiting for a distant match

I need your help via Pix (QR code) above or using the code

 

AUTONEWS

Surprising announcement: If the EU fails to ban diesel and gasoline vehicles, a new wave of layoffs in the auto industry could follow

Weakening European Union CO2 emission standards for passenger cars and vans could cost up to 185,000 jobs in the European automotive industry by 2035, leaving employment levels significantly below those of 2025, according to a new analysis by the International Council on Clean Transportation (ICCT), an independent non-profit research organization.

This is because, despite a temporary halt to job losses in the production of internal combustion engines, weaker regulation would slow down job growth in the manufacturing of battery electric vehicles, battery production and recycling, and the installation and maintenance of charging infrastructure—ultimately resulting in a net loss of jobs.

The ICCT argues that a ban on gasoline and diesel vehicles would keep employment largely stable through 2035; growth across the entire battery electric vehicle supply chain would generate enough new jobs to offset those lost in the production of internal combustion engines. Combining these standards with industrial measures that support EU-based manufacturing could transform this stability into long-term job growth.

The European Union is considering reversing its decision to ban the sale of new gasoline and diesel vehicles starting in 2035. Instead, the proposal would require an 85 percent reduction in CO2 emissions compared to 2021 levels. This would apply to all new vehicles sold (on average)…

The relationship between the European Union's shifting climate targets and employment in the automotive sector has become a major crisis point. The EU's decision to water down its 2035 100% zero-emissions target to a 90% reduction framework—effectively backing away from a total ban on diesel and gasoline vehicles—has fueled predictions of a new wave of automotive layoffs across Europe.

While automakers argued that a strict ban would destroy the industry, economic and climate analyses suggest that softening the policy creates a double-edged sword that could trigger massive job losses anyway.

Green fleets...The commission also unveiled a slew of additional measures to support the auto sector as part of a package that needs approval from the EU parliament and member states.

In the run-up to 2035, carmakers will benefit from "super credits" for small "affordable" electric cars made in the EU, in an accounting trick that would make reaching emission targets easier.

This would mean that sales of electric cars under 4.2 metres in length will be counted 1.3 times, thus artificially boosting the share of zero-emission cars in an automaker's fleet. 

The commission also proposed reducing the interim 2030 emission target for vans from 50 to 40 percent and allowing truck manufacturers more time to meet their own 2030 target, in line with a previous concession to automakers.

To boost EV sales, medium and large firms will be required to green their fleets, which currently account for about 60 percent of new car sales in Europe.

At least 30 percent of new vehicles bought by companies will need to be zero- or low-emission, under targets that will differ from country to country, with the bar set higher for richer nations.

Finally, the EU will provide €1.5 billion to support European battery producers through interest-free loans. 

Road transport accounts for about 20 percent of total planet-warming emissions in Europe, and 61 percent of those come from cars' exhaust pipes, according to the EU.

The European Union's proposal to water down its 2035 ban on new petrol and diesel vehicles highlights a major shifting dynamic in the automotive industry, where slower-than-expected electric vehicle (EV) adoption and fierce global competition have forced a policy retreat to protect regional manufacturing jobs.

The policy rollback...Under intense pressure from major car-producing nations like Germany, France, and Italy, as well as European auto groups like the ACEA, the European Commission moved to alter its landmark "zero-emission" mandate.

• The new target: Instead of a strict 100% reduction in tailpipe emissions by 2035, the proposed amendment lowers the required reduction to 90%.

• What stays: This revision effectively allows the remaining 10% of the market to be comprised of conventional internal combustion engines (ICE), hybrids, and plug-in hybrids beyond 2035.

• The drivers: Automakers argued that enforcing the original ban would trigger multi-billion-euro penalties due to low consumer demand for EVs, inadequate charging infrastructure, and steep production costs.

The threat of layoffs and retooling...While the policy shift aims to act as a "cushion" for traditional manufacturing sectors, the auto industry remains highly vulnerable to structural job losses and economic displacement:

• The EV slump paradox: Carmakers have already begun adjusting their EV strategies by axing unprofitable electric models. However, the slower transition strains both traditional ICE workers and new EV-focused facilities.

• Supplier vulnerability: Component suppliers and sub-contractors face severe instability. Because electric drivetrains require far fewer parts than ICE vehicles, legacy suppliers are trapped in a costly limbo—caught between shrinking ICE orders and stagnant EV supply chains

Why the EU watered down the 100% ban...The original landmark policy mandated that all new cars sold after 2035 produce zero tailpipe emissions. However, the European Commission faced immense pressure from major automotive nations (like Germany and Italy) and industry trade groups (like the ACEA). The decision to pivot to a 90% reduction target—allowing the remaining 10% to be traditional combustion engines, hybrids, or cars using synthetic e-fuels—stems from several systemic issues:

• Collapsing EV Demand: European consumers are buying electric vehicles at a much slower rate than anticipated. High upfront costs and a severely lacking public charging network have stalled adoption.

• The Chinese EV Onslaught: European automakers are struggling to compete with heavily subsidized, lower-cost electric vehicles imported from China.

• Regulatory Penalties: Under strict 100% rules, forcing an unready market to buy EVs would have triggered "multi-billion euro" fines for European manufacturers who failed to hit targets.

• Economic Defense: The automotive sector employs over 13 million people and generates roughly 7% of the EU's GDP. Leaders prioritized immediate industrial preservation over pure environmental idealism.

Why easing the ban triggers a "new wave" of layoffs...Ironically, relaxing the rules does not insulate the workforce from unemployment. Instead, it places European automakers in a vulnerable strategic limbo. Experts, labor unions, and climate groups warn of a subsequent wave of layoffs due to specific structural traps:

1. The cost of strategic indecision...By allowing combustion engines to survive past 2035, the EU is encouraging automakers to split their capital. Splitting funds between maintaining aging internal combustion engine (ICE) architectures and developing next-gen EV platforms limits their scale. Analyst reports indicate that every euro spent on fading legacy technology is a euro not spent on catching up to global EV leaders like China. This technological lag will ultimately cost European brands global market share, leading to factory closures.

2. Undermining past green investments...European manufacturers, battery start-ups, and supply chains have already spent hundreds of billions of euros preparing for full electrification. Easing the targets devalues these investments. According to a study by the International Council on Clean Transportation (ICCT), diluting EU CO2 standards could eliminate up to 185,000 passenger car industry jobs by 2035. Sustaining clear targets was the only way to ensure that new battery and EV manufacturing jobs would offset the inevitable losses in combustion engine plants.

3. Already accelerated downsizing...The industry is already shrinking rapidly due to high energy costs, inflation, and a drop in overall European vehicle production (which sits roughly 20% below 2019 levels). Major brands have already initiated severe cost-cutting measures:

• Volkswagen has outlined plans that could affect up to 100,000 positions.

• BMW, Porsche, Volvo, and Jaguar Land Rover have all announced thousands of engineering and manufacturing job cuts.

• The Supplier Crisis: The European Association of Automotive Suppliers (CLEPA) warns that up to 350,000 supplier jobs are highly vulnerable through 2030.

 

 

HONDA

2027 CBR1000RR-R Fireblade Supersport

The CBR1000RR-R Fireblade series, Honda’s flagship supersport motorcycle range, has been developed under the concept of “Total Control for the Track,” with the aim of delivering its full potential on the racetrack. For the fully redesigned 2027 model, Honda has further pursued racing victories and the joy of riding, newly designing approximately 75% of the motorcycle’s components to further enhance its competitiveness on the track.

The 2027 lineup consists of three variants: the CBR1000RR-R Fireblade (Fireblade), the CBR1000RR-R Fireblade SP (Fireblade SP), equipped with electronically controlled suspension and other features, and the newly introduced CBR1000RR-R Fireblade HRC Works Edition (HRC Works Edition).

The HRC Works Edition has been newly introduced as a homologation model for the FIM*1 Superbike World Championship (WSBK). It features dedicated components, including front winglets designed to enhance aerodynamic performance and cornering capability. The model is also designed to be road-legal through compliance with the regulations of individual markets.

For the 2027 model, Honda sought to combine outstanding cornering performance and chassis stability during acceleration and deceleration on the racetrack with agile handling and greater freedom of control on public roads.

The newly designed aluminum twin-tube frame achieves an ideal balance of rigidity. The opening in the head pipe, which channels fresh air to the air cleaner, has been enlarged to optimize lateral rigidity. In addition, the engine cylinder hangers have been changed from the previous one-piece cast structure with integrated stiffeners to a bolt-on configuration using separate brackets. This provides greater flexibility in frame design and, together with refinements to various components, reduces lateral rigidity by 20% compared with the previous model while maintaining torsional rigidity.

These changes improve cornering performance, tire contact feel, and stability under acceleration, achieving an advanced balance of handling performance on both the racetrack and public roads.

Furthermore, the use of a thin-wall gravity die casting (GDC) process enables highly precise rigidity tuning, allowing the frame to be formed with a minimum wall thickness of just 2mm. By optimizing wall thickness throughout the frame, Honda has achieved a weight reduction of 440g compared with the previous model.

The aluminum pressed-construction swingarm has also been redesigned. The pivot shaft diameter has been reduced from 20mm to 17mm, while wall thickness and pivot width have been adjusted to optimize rigidity. By reducing lateral rigidity by 12% while maintaining torsional rigidity, the new swingarm improves rear tire contact feel during cornering.

Suspension damping settings have been optimized for each variant to improve performance on the racetrack while enhancing the suspension’s ability to follow road surface irregularities during everyday riding.

Fireblade: Retains the SHOWA (Astemo, Ltd.) Big Piston Fork (BPF) at the front and SHOWA BFRC-lite suspension at the rear.

Fireblade SP:   Continues to feature electronically controlled Öhlins suspension, with NXP Smart-EC3.0 at the front and TTX36 Smart-EC3.0 at the rear.

To further reduce vehicle weight, a titanium fuel tank has been adopted. The 2017 CBR1000RR SP and CBR1000RR SP2 also featured titanium fuel tanks, but required an outer plastic cover. Advances in titanium pressing and painting technologies have made it possible to eliminate this cover on the new model, contributing to further weight reduction.

Exclusive to the Fireblade SP, the fuel tank features a hand-finished hairline treatment that leaves portions of the titanium surface exposed. This design combines weight reduction with functional beauty, creating a distinctive appearance that enhances the pride of ownership.

A new Honda Flagship WING product emblem, featuring a monotone silver-and-black design, is positioned on both sides of the fuel tank.

Power unit...The 999cm³ liquid-cooled, four-stroke, DOHC, four-valve inline-four engine features a two-stage variable-length intake air funnel system, a first for a mass-produced Honda motorcycle.

The system uses a two-piece intake funnel structure that separates vertically, varying the effective length and diameter of the intake passage according to engine speed. At engine speeds of 11,750rpm and above, the upper funnel slides upward and separates from the lower funnel. This improves power output in the low-to-mid rpm range while maintaining high-rpm performance, contributing to greater ease of use across the entire engine speed range.

The existing two-motor throttle-by-wire system has also been refined. More precise electronic control enables finer adjustment of the throttle valve openings, improving throttle response during acceleration and engine braking performance during deceleration.

These refinements also enable smoother transitions from deceleration to acceleration, enhancing drivability and overall ease of control.

In addition to these improvements, components including the cylinder head cover have been changed from aluminum to magnesium, contributing to a weight reduction of more than 200g on the Fireblade SP.

New HRC Works Edition...The newly introduced HRC Works Edition has been developed to further enhance competitiveness in WSBK. Designed exclusively for solo riding, it incorporates numerous dedicated components.

Its carbon fiber reinforced plastic (CFRP) front winglets, front fender, and rear duct fairing improve aerodynamic performance. Combined with their lightweight construction, these components contribute to improved acceleration and cornering performance.

The suspension features mechanically adjustable Öhlins NPX front forks and TTX36 rear suspension, delivering consistent damping performance and road-holding capability during racetrack riding. Braking is handled by Brembo Hypure Sports components.

by Autonews

TUNNING

Abt Audi RS5-R

he Audi RS5-R is an ABT-tuned version of the sedan and Avant (wagon) models, boasting 710 hp. The project is currently under development, with a further evolution planned for 2027.

The Audi RS5-R is in development and will feature 710 hp in both sedan and Avant body styles. While the Audi RS 5 is already on sale in Portugal—starting at 127,476 euros—this tuned version is not a factory-produced Audi model.

In short: ABT Sportsline is developing the RS5-R package for the sedan and Avant body styles.

The tuned version will deliver 710 hp.

ABT anticipates a new performance update for 2027.

According to Autonews, ABT Sportsline is developing an Audi RS 5 upgrade dubbed the RS5-R. This version will produce 710 hp and will be available for both the sedan and Avant body styles.

The ABT RS5-R—an ABT-tuned take on the Audi RS 5—shown from the rear and side.

This is an ABT creation, not a factory version from Audi. The company also plans a further performance update for 2027.

The Audi RS 5 is currently available in Portugal, with prices starting at 127,476 euros. This figure applies to the base model, not the RS5-R version.

It features a plug-in hybrid powertrain with an "Abt Power S" upgrade, which boosts output from 639 hp to 720 hp. Torque increases from 825 Nm to 905 Nm. At the heart of the system lies a 2.9-liter V6 turbocharged internal combustion engine producing 591 hp. The top speed remains the same as the standard model (250 km/h).

The suspension is lower, firmer, and more precise, bringing the body closer to the ground. Body roll is mitigated by sports stabilizer bars, which also improve cornering entry. The vehicle is equipped with 22-inch Abt Evo Performance wheels finished in gloss black.

Abt's conversion package alone starts at €62,000, or roughly $69,000, for the sedan in gloss carbon. The Avant costs €65,000, about $72,500, with Carbon Camouflage finish adding another €3,000 ($3,350) on each body style. That's before a buyer has even purchased the base Audi RS5 the kit bolts onto.

Installation, paint work, and Germany's mandatory TUV inspection add at least €7,160 ($8,000) for the sedan or €7,600 ($8,500) for the Avant. A complete RS5-R in Germany clears the €180,000 mark once a well equipped donor car is included. That conversion turns into something in the $200,000 range.

Abt is limiting the run to 130 cars worldwide, split between sedan and Avant body styles, and the company says orders are open now. Interior touches reinforce the exclusivity angle: badges and door sills stamped "1 of 130," plus microfiber trim across the console and seat frames.

The tuner isn't done, either. Abt has confirmed plans for a second wave of upgrades arriving in the second quarter of 2027, including a titanium exhaust system developed with Akrapovič and a further tune that pushes output toward 800 hp. Pricing for that package has not been announced.

The exterior features an aerodynamic package available in either exposed gloss carbon fiber or a matte "Carbon Camouflage" style. It includes a front spoiler with blades, air intakes in the front wheel arches, side mirror caps, and side skirts. At the rear, there is a new bumper with a diffuser, as well as a wing featuring aerodynamic blades.

For the second quarter of next year, further customization options will be available for the Audi RS 5, including a power upgrade to 800 hp and a titanium exhaust system from Akrapovič.

The interior has also been modified. Upon entering the Abt Sportsline RS5-R, one finds "Dinamica" microfiber trim on the center console, dashboard, and seat structures, along with gear shifters finished in carbon fiber—matching the material used on the exterior.

Its status as a special, limited-edition model is made clear by the "1 of 130" inscription on the door sills, which also feature a dedicated emblem.

Abt Sportsline presents the Abt RS5-R, based on the Audi RS5. While the electric component of the powertrain remains unchanged, the experts at Abt focused on enhancing the 2.9-liter twin-turbocharged V6 gasoline engine. In its factory configuration, this engine produces 510 hp and 600 Nm of torque; however, following modifications by Abt, these figures increase to 591 hp and 680 Nm. Consequently, the total output of the plug-in hybrid powertrain has risen from 639 hp and 825 Nm to 720 hp and 905 Nm.

The striking exterior is defined by a new carbon-fiber aerodynamic package developed specifically for this model. It includes a front spoiler, front fenders with racing-style air vents, extended side skirts, side mirrors with integrated winglets, a prominent rear diffuser, and a trunk-lid spoiler.

The suspension system has been lowered, and the vehicle reportedly offers improved handling. It sits on 22-inch forged Abt Evo Performance wheels, fitted with 315/25 R 22 tires. An optional exterior finish featuring a color gradient effect is also available.

The interior is distinguished by new decorative elements made of Dinamica microfiber, as well as additional ambient lighting provided by Abt. There are carbon fiber details, while the front seat backrests and floor mats feature Abt logos.

Abt Sportsline is limiting production of the Abt RS5-R to just 130 units; this limited-edition status is indicated by badging on the door sills and the center console. In Germany, the price for the liftback version of the Abt RS5-R starts at 184,020 euros, while the wagon version starts at 189,110 euros.

Abt Sportsline has also announced the introduction of a second, more advanced version of this model, which will be equipped with an Akrapovič titanium exhaust system and a plug-in hybrid powertrain tuned to deliver 800 hp.

Autonews

 

SUZUKI

Suzuki Cappuccino: a tiny, yet genuinely sporty, roadster

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

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

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

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

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

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

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

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

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

 

Autonews