AUTONEWS

De Tomaso's $3M P900 debuts a beastly 6.2-L V12 

De Tomaso has unleashed a screaming V12 predator that looks less like a car engine and more like a fever dream from H.R. Giger. This twisted, intestinal motor will power the equally impressive P900 hypercar, which will be available in very limited numbers.

It doesn't take an enthusiast to appreciate the mesmerizing 12-into-1 exhaust manifold crafted by Italtecnica Engineering. This web of heat-reflective Inconel pipes coils around the block like a twisting mass of metallic viscera eventually merging into a single, massive central outlet; it's a design that prioritizes emotion and acoustic purity as much as track-ready performance.

The V12 is a dying breed. While some manufacturers are trying to keep their biggest and best engines alive for a while longer, the global trend of downsizing and the ongoing shift towards electrification have practically finished off the beloved twelve-cylinder in its current form.

However, De Tomaso thinks otherwise. The Italian manufacturer has released the first details of its new twelve-cylinder engine, along with an exhaust system, for the P900 hypercar, which is due to be officially unveiled soon. According to De Tomaso, the development of this engine took four years. It’s immediately clear why. You can see the artistically intertwined steel pipes, the complex carbon intake system, and plenty of thermal protection tape.

At just 220 kilograms, it’s supposedly the lightest V12 engine ever developed. The 6.2-liter six-cylinder unit is supposed to rev to 12,300 rpm, more than the Cosworth V12 in the Gordon Murray T.50. It delivers 900 hp (662 kW) using synthetic fuel. When the model finally goes into production, which should happen in the near future, the De Tomaso P900 will, by all accounts, achieve a weight-to-power ratio of 1:1, similar to the Koenigsegg One:1. The P900 weighs just 900 kilograms, and power is transmitted to the rear axle via a sequential Xtrac transmission.

Developed in partnership with the German firm Capricorn Group, the naturally aspirated V12 is claimed to be the lightest and smallest 12-cylinder engine ever built, weighing a mere 220 kilograms (485 pounds). Such weight-savings allows the P900 to achieve a 1:1 power-to-weight ratio, producing 900 horsepower for a car that tips the scales at exactly 900 kilograms (dry, according to the factory).

Can we also appreciate that the unboosted engine is designed to run exclusively on carbon-neutral synthetic fuels (i.e. artificial, liquid drop-in replacements for petrol and diesel) and can also hit a 12,300 rpm redline, only slightly surpassing the legendary Cosworth V12 (12,100 rpm) in the Gordon Murray T.50. 

For the 18 fortunate owners who will have paid roughly $3 million for the privilege, driving the analog P900 will be about tickling all the senses. Power is funneled straight to the rear wheels through a bespoke Xtrac sequential gearbox—no all-wheel drive, let alone batteries and electric motors that define contemporary hypercars. Such purity of purpose extends to the ownership experience as De Tomaso offers to store and maintain the vehicles at its dedicated facility at the Nürburgring.

It's probably safe to say that the P900—especially that engine—will be go down in the annals of time for bucking the trend of hypercars inviting hybridizing and/or electrification while wrapped in a piece of steampunk eldritch art that's powered by e-fuel. De Tomaso is expecting to begin production and delivery of the car later this year, and for its customers, the car can't come soon enough. Initially, delivery of the P900 was said to commence in early 2023, then pushed to 2024... you get the idea.

Autonews

NISSAN

2026 Nissan Navara

Nissan is getting ready to shake up the pickup market in Australia with the arrival of the all new 2026 Navara, and this time the focus is clearly on value, capability, and long term ownership confidence. The fifth generation Navara will hit Australian showrooms in March, and every version shares the same core mechanical package, which keeps the lineup simple while letting buyers choose the features that matter most to them.

Visually, the approach was more restrained. Although it has its own identity, much of the cabin still resembles the Mitsubishi model. The front, on the other hand, recalls elements from the D21 generation, bringing the new project closer to Nissan's history.

In terms of technology, the pickup arrives updated, with adaptive cruise control, automatic headlights, license plate recognition, blind spot monitoring with lane change assistance, and a function that prevents unintentional acceleration if the wrong pedal is pressed. The ADAS system also includes emergency lane assist.

The range opens with the SL grade, priced from AU$53,348. Even as the entry point, it does not feel stripped down. You get full light emitting diode headlights and taillights, 17 inch steel wheels wrapped in all terrain tires, and a modern cabin centered around a 9 inch infotainment screen. Wireless Apple CarPlay is included, along with wired Android Auto, digital audio broadcasting radio, and a 7 inch digital instrument display. Safety is clearly a priority, with autonomous emergency braking, lane departure warning, blind spot assist, front and rear cross traffic alert, and an intelligent around view monitor all included as standard.

Inside, the similarities become even more evident. The pickup uses a 9-inch multimedia center and a 7-inch digital panel with analog side instruments. Even with the modernization, the brand maintained physical buttons for basic commands, making it easier to use without distraction.

Step up to the ST grade and the price moves to AU$56,765, but the upgrades feel meaningful rather than cosmetic. This version adds front fog lamps, 17 inch alloy wheels with a silver finish, heated side mirrors with automatic folding and integrated turn signals, and a leather accented steering wheel. Inside, you also gain an automatic dimming rearview mirror, rear privacy glass, and additional charging options, making it a more comfortable daily driver without pushing the price too far.

The ST X is where the Navara starts to feel genuinely premium. Starting at AU$63,177, this version brings 18 inch gunmetal gray alloy wheels, a body colored chin spoiler, silver finished grille details, and side steps. Inside the cabin, you get heated front seats, dual zone climate control, wireless phone charging, and push button start with an intelligent key system. Off road capability also takes a step forward thanks to Super four wheel drive with a Torsen limited slip differential, seven selectable driving modes, and hill descent control.

Easy 4WD: A dual range four-wheel-drive transfer case offered on SL & ST 4x4 variants aims to balance performance with fuel efficiency, able to be switched from highway cruising two-wheel-drive to part-time four-wheel-drive when extra traction is needed off-road. An electronic rear differential lock forms part of Easy 4WD’s capability to provide additional traction in demanding off-road scenarios.

Feel the surge of a 2.4L four cylinder intercooled bi-turbo diesel engine delivering 150 kW and a commanding 470 Nm of torque. This twin stage bi-turbo setup delivers maximum pulling power right where you need it, perfect for heavy loads or steep terrain.

Standard on ST-X 4x4 & PRO-4X variants, Super 4WD takes all the benefits of Easy 4WD and dials it up with a full-time, high-range four-wheel-drive mode selectable up to speeds of 100 km/h and Hill Descent Control. A Torsen® Limited Slip Differential (LSD) further optimises torque distribution, achieving superior balance and stability, particularly when cornering on slippery or uneven surfaces.

Seven drive & terrain modes: paired with Super 4WD, driving performance and stability is enhanced with the selection of Rock, Sand, Mud, Gravel, Snow, Normal & Eco modes. Each mode has been tuned to optimise engine, transmission, steering and braking characteristics according to the road surface conditions.

At the top of the lineup sits the Navara Pro 4X, priced from AU$68,418. This is the most rugged and visually distinctive version, riding on 17 inch matte black wheels with all terrain tires. Lava red orange accents highlight the wheel arches, while black roof rails and a black sports bar reinforce its tough image. The interior continues the theme with leather accented seats, orange stitching, suede bolsters, and unique embossing on the front seatbacks. Practical extras like a tub liner, tailgate assist, and a factory tow bar come standard, making this the most adventure ready Navara straight from the showroom.

Every 2026 Navara sold in Australia benefits from a suspension tune developed by Premcar, giving it a more controlled and confident feel on and off the road. Power comes from a 2.4 liter bi turbo diesel engine producing 150 kilowatts and 470 newton meters of torque. It is paired exclusively with a 6 speed automatic transmission and delivers a combined fuel consumption figure of 7.7 liters per 100 kilometers. Towing capability remains a strong selling point, with a braked towing capacity of 3,500 kilograms.

Ownership is another area where Nissan is clearly trying to win buyers over. The 2026 Navara comes with warranty coverage of up to 10 years or 300,000 kilometers when serviced through authorized dealers, along with 5 years of flat price servicing and up to 10 years of roadside assistance. The warranty is fully transferable and even applies to genuine accessories, which adds real peace of mind for long term owners.

by Autonews

AUTONEWS

Decoding the shadows: Vehicle recognition software uncovers unusual traffic behavior

Researchers at the Department of Energy's Oak Ridge National Laboratory have developed a deep learning algorithm that analyzes drone, camera, and sensor data to reveal unusual vehicle patterns that may indicate illicit activity, including the movement of nuclear materials. The work is published in the journal Future Transportation.

The software monitors routine traffic over time to establish a baseline for "patterns of life," enabling detection of deviations that could signal something out of place. For example, a surge in overnight truck traffic at a facility which is normally only visited during the day could reveal illegal shipments.

The research builds on a previous ORNL-developed technology for recognizing specific vehicles from side views. Researchers improved the structure of this software's deep learning network to provide much broader capabilities than any existing recognition systems, said ORNL's Sally Ghanem, lead researcher.

"The majority of the current re-identification models require specific views of the car from the same angles. But our model does not have any of these limitations," Ghanem said. "We can basically put in any view, from any distance, and determine if it is the same vehicle." That means the top of a truck seen from a drone can be matched with a side view from the ground.

This precision in recognition was achieved by training the software on hundreds of thousands of publicly available images from surveillance cameras, ground sensors, and drones, combined with computer-generated images based on vehicle specifications. ORNL researcher John Holliman built 3D digital models of many car and truck brands, varying the paint jobs, perspectives, and lighting conditions to create a wide range of training scenarios. Unlike most vehicle data sets, the ORNL training images also included older vehicle models.

The image set was expanded with footage captured during six data collections around three ORNL campus intersections chosen because vehicles enter and exit by the same route. "We're using drones to improve the training data because they are very flexible," Ghanem said. "Drones can circle a vehicle and change their distance to get many angles, so we can simulate images collected from a satellite or at road level."

To demonstrate that flexibility, ORNL's Zach Ryan and Jairus Hines piloted a drone hovering 80 feet over the road to ORNL's High Flux Isotope Reactor, rotating the drone to follow vehicles through turns for multiple perspectives. They also filmed desirable footage of vehicles slightly hidden by tree limbs or traffic lights, and even blurry shots caused by electrical or magnetic interference.

Jairus Hines (right) and Zack Ryan unpack a drone before takeoff for gathering images of passing cars and trucks, which Sally Ghanem (left) uses to train vehicle recognition software. Credit: Alonda Hines/ORNL, U.S. Dept. of Energy

"The more low-resolution images we include, the more robust the model," Ghanem said. Unclear footage and nighttime images train the software to more accurately identify vehicles even when visibility is poor, as in some satellite images.

To avoid bias, Ghanem weeded out repetitive images of the same angle or vehicle type. She also taught the algorithm with both correct and incorrect matches, making sure the correct pairs represented different perspectives. These methods prevent the algorithm from choosing based only on obvious similarities, such as front views of white sedans.

"By retraining the model on challenging pairs, we make it more capable of tricky matches," Ghanem said.

After training, the team tested the software against 10,000 image pairs, evenly split between correct and incorrect matches. The system proved more than 97% accurate.

The software leverages a series of neural networks—computational models that function similarly to the brain—which can be trained to not only match different viewpoints but derive long-term patterns from the results. "The project supports nuclear nonproliferation, enabling us to identify whether shipment activities are happening at a specific place," Ghanem said.

But the algorithm is also precise enough to track an individual vehicle with stickers, dents, or other distinguishing features across a variety of sensors, flagging repeated visits to the same location even if the vehicle takes different routes each time. Researchers are exploring possibilities for adapting the algorithm to incorporate information from non-visual sensors. It could also be applied to identifying the shipment of dangerous or illegal substances on other forms of transportation, such as ships and airplanes.

ORNL researchers and staff who contributed to the project include Ghanem, John Holliman, Ryan Kerekes, Andrew Duncan, Jairus Hines, Ken Dayman, and former staff member Zach Ryan. The High Flux Isotope Reactor is a DOE Office of Science user facility.

Provided by Oak Ridge National Laboratory 

TUNNING

Mansory Bentley Continental GT

The pictures show another modified Bentley Continental GT from the tuning house Mansory.

Mansory has also taken care of the refined look here, which is contributed by the front grille, carbon fiber elements (front spoiler, air intakes, hood, sill set, rear diffuser, rear spoiler), as well as carbon fiber mirror caps.

There are also 22-inch wheels, a new exhaust system, as well as optional interior trim (leather, carbon fiber, new floor mats, Mansory seat belts...).

Mansory is expected to later offer a package to boost the plug-in hybrid drive, which comes with a combined output of 583 kW/782 hp and 1,000 Nm of torque.

by Autonews

AUTONEWS

The Auto+ program's anti-China "strategy": non-European electric cars will receive less aid

Already in full swing, in 2026, the government has finally detailed information on subsidies for the purchase of electric cars, including the amounts and requirements a vehicle must meet to qualify. The Auto+ Program replaces the Moves III Plan and presents some advantages, but also some disadvantages.

In this article, we describe all the key points of the new subsidies, which can reach €5,500 (remembering that this applies to electric cars, plug-in hybrids, vans and light trucks, electric motorcycles and quadricycles). But there is a new and unexpected aspect that the government has included, and which has a specific purpose: to declare war on Chinese electric cars.

To calculate subsidies for each specific model, the Government will not only consider the propulsion technology (whether it is battery electric, fuel cell, plug-in hybrid or extended-range electric) or the price of the car (with a maximum limit of €45,000 before taxes, but with more subsidies if it costs less than €35,000, for example). It will also take into account the origin of the model, that is, where it is manufactured.

This is the criterion that Pedro Sánchez's government has named EEE (for Electric, Economic and European), which essentially benefits those who meet these three requirements with larger subsidies than others. In fact, to obtain the maximum subsidy, a car must be electric, cheap and manufactured in Europe. Otherwise, the subsidy will be reduced (a plug-in hybrid costing more than €35,000 and manufactured outside Europe will not be entitled to more than 40% of the maximum subsidy for PHEVs, i.e., €2,700 instead of the full €4,500).

This is undoubtedly a protectionist measure, although not as direct as the tariffs that the European Union imposed on cars from the Asian giant... or the minimum prices that may soon be applied to these vehicles. The EU's intention is that only cars manufactured in China above a certain price can be sold in Europe.

In any case, the Europeanization criterion will reduce the competitiveness of cars manufactured in China in the Spanish market (which could even affect national brands, such as Cupra, which manufactures its Tavascan in the Asian giant).

The war with China, a European issue...The war against Chinese electric cars (generally cheaper than those from European manufacturers) is not an initiative exclusive to the government of the Spanish Socialist Workers' Party (PSOE). It is a common European strategy that manifested itself in recent EU negotiations with manufacturers, resulting in a commitment to "defend" the European automotive industry against the growing dominance of Asian cars.

The EU has always justified all its protectionist measures as a defense against the subsidy policy that the Chinese government has developed in recent years for its automotive industry, especially in electric technology, and which has given it a competitive advantage by offering more affordable products than European ones.

Recently, the European Union also established supercredits for car manufacturers developing small electric vehicles in its territory, allocating up to 1.8 billion euros in interest-free loans to develop a value chain for batteries manufactured in the EU.

The Plan Auto+ (or Auto Plus Plan) is a new Spanish government incentive program, set for implementation in 2026, designed to accelerate the adoption of electric vehicles (EVs) and plug-in hybrids, replacing the previous Plan MOVES III. It is a key part of the "Plan Auto 2030" strategy, focusing on simplifying access to aid, reducing bureaucratic delays, and supporting vehicles manufactured within the European Union.

Key features and objectives(below):

Direct incentives at point of sale: Unlike the previous MOVES III, which required waiting months for reimbursement, Auto+ aims to apply incentives directly at the dealership, acting as an immediate discount.

Centralised administration: The program will be managed at the national level by the Ministry of Industry, rather than by regional authorities, to reduce administrative delays and ensure uniformity across Spain.

Budget: The plan is expected to have an initial budget of 400 million euros, which may increase based on demand.

"European preference": A major focus is supporting the European automotive industry. Maximum subsidies are only for vehicles that have undergone final assembly in the European Union.

Incentive amounts (Provisional):

Electric cars: Subsidies for private buyers are expected to be up to €4,500, with some reports suggesting up to €7,000 when scrapping an older vehicle.

Vans and light trucks: May receive up to €5,000.

Motorcycles and quadricycles: Grants are projected to be between €1,100 and €1,500.

Additional bonuses: An extra 10% bonus might be available if some battery manufacturing occurs in the EU.

Dealer discount: Dealers will be required to offer a minimum additional discount of €1,000 for new electric cars and vans.

Eligibility criteria(below):

Vehicle price: Passenger cars are subject to a maximum pre-tax price of €35,000 for the highest subsidy.

Assembly: Vehicles must be assembled in the EU.

Eligibility scope: The program is open to individuals, companies, and sole proprietors in Spain.

Vehicle limitation: Private buyers are limited to one car, while businesses can claim support for up to ten vehicles.

Registration: Vehicles must be registered in Spain after January 1, 2026.

Current Status and Challenges...As of early 2026, the Auto+ Plan has not yet been officially published in the Official State Gazette (BOE). The program's launch has been delayed due to ongoing government discussions about whether to include strict carbon footprint criteria or focus primarily on European assembly.

BMW

All diesel BMWs produced in Germany have been running on five to eight liters of HVO100 fuel since January

There is growing interest in the development of new fuels for diesels. They are called “drop-in” fuels because they can be used without any negative effects or modifications to the car’s engine, and they are approved by a large number of major car manufacturers for use in their vehicles. Some manufacturers are selective about the compatibility of their cars, while others immediately approve the use of these fuels for new vehicles.

One of the most interesting fuels is HVO100 (HVO is hydrogenated vegetable oil), also known as renewable diesel and a hydrocarbon fuel similar to conventional fossil diesel. Last year, Stellantis certified its diesel engines for use with HVO and said that many of its Euro 5 and 6 engines are already compatible, writes Revija HAK.

In October, BMW showed fleet operators how they can reduce the carbon footprint of their fleets by using carbon-neutral fuels, as well as electric vehicles. Since January this year, all diesel BMWs produced in Germany have been filled with five to eight liters of HVO100 fuel before being delivered to dealers.

The fuel used by BMW is produced by Finnish manufacturer Neste MY and reduces CO2 emissions by 90% from “well to wheel” compared to conventional fossil diesel. BMW has approved all of its diesel passenger cars produced since March 2020 to use HVO100 fuel.

The “Drop-in” fuel revolution...Unlike traditional biofuels that require mechanical adaptations or limited blends, the industry's focus is now on “drop-in” fuel. These products are 100% free of fossil sources and can be used in engines without modifications.

The protagonist of this change is HVO100 (Hydrogenated Vegetable Oil), or renewable diesel. Although often confused with conventional biodiesel (FAME), HVO100 undergoes a hydrotreatment process that eliminates oxygen from its composition, resulting in a pure paraffinic hydrocarbon. This ensures much greater stability than conventional biodiesel, which tends to absorb moisture and form sludge if stored for long periods.

Major manufacturers are already validating this technology as a key element in achieving carbon neutrality goals. Stellantis recently validated its entire range of diesel engines for the use of HVO, including models from the Fiat, Jeep, and Peugeot brands with Euro 5 and 6 certification.

BMW has taken a step further in Germany: since January of this year, all its new diesel vehicles leave the factory with the tank filled with HVO100 produced by the Finnish company Neste MY. The Bavarian manufacturer certified the use of this renewable fuel for all its passenger cars manufactured from March 2020 onwards, proving that the existing fleet is a fundamental part of the climate solution.

To understand the real environmental impact, the Well-to-Wheel concept is used. Unlike the simplistic analysis that focuses only on the exhaust, this method accounts for emissions from the extraction of raw materials and refining to logistics and final combustion. From this perspective, HVO100 provides a 90% reduction in CO₂ emissions compared to fossil diesel. Furthermore, by having a higher cetane number (between 70 and 90, compared to 51 for standard diesel), it improves combustion efficiency and reduces the emission of particulate matter and nitrogen oxides (NOx).

Challenges of scale and the future of the fleet...With around 250 million vehicles circulating in Europe alone, the strategy of diversifying fuel is vital to avoid the premature scrapping of functional fleets. However, the challenge lies in scalability: global HVO production is still a fraction of the total diesel demand.

Even so, as a transition tool, renewable fuels fill a gap where full electrification still faces bottlenecks, such as in heavy freight transport and in regions with poor charging infrastructure. By focusing on fuel, the industry ensures that decarbonization is not a privilege only for those who can buy a new car, but a reality for the billions of engines already in operation.

What it is, and how it works...HVO100, also known as "green diesel," is an advanced biofuel that undergoes a chemical hydrotreating (HDT) process, unlike the transesterification used in conventional biodiesel. This results in a product with a chemical composition very similar to petroleum diesel, but with superior characteristics.

Raw material: It is produced from renewable sources and waste, such as rapeseed oil, sunflower oil, soybean oil, palm oil, and animal fats.

Compatibility: It is a "drop-in" fuel, meaning it can be used 100% pure (HVO100) or mixed with conventional diesel in any proportion, without the need for engine or fuel supply infrastructure modifications.

Production Process: The HDT process uses hydrogen to remove oxygen from oil molecules, generating pure hydrocarbons. This process requires complex facilities, similar to those of oil refineries.

Benefits...HVO100 offers several environmental and performance advantages compared to fossil diesel:

-Emission reduction: Reduces CO2 emissions by up to 90% throughout its life cycle compared to fossil diesel. It also emits fewer harmful particles (up to 33%).

-Performance: Provides cleaner combustion, better starting performance, and reduces the risk of "closing" (fuel solidification) at extremely low temperatures.

-Stability and storage: Has greater chemical stability than conventional biodiesel, which extends its shelf life and the interval between filter and pump changes.

Odorless and biodegradable: It is an odorless and biodegradable fuel.

Autonews

 

RIMAC

Nevera R Founder’s Edition at the I.C.E. St. Moritz event

There’s something undeniably cool about seeing a record-breaking hypercar dropped into a setting like this. The icy, postcard-perfect backdrop of St. Moritz is a little outside the norm for cars like these, but that’s part of the appeal—it works, it feels real, and it’s exactly the kind of unexpected stuff we love to see. That’s what continues to drive THE ICE St. Moritz International Concours of Elegance, welcoming prestigious marques from around the world to celebrate automotive excellence, enjoy driving, displaying, and watching some of the world’s most exciting cars on the frozen lake. This year, Rimac Automobili made its presence at the event even more special by delivering the first Nevera R Founder’s Edition to its owner, marking the public debut of this exclusive ten-car series.

What separates the Nevera R Founder’s Edition is  the experience wrapped into its ownership. Each Founder’s Club member begins with a deeply personal configuration session at the Rimac Campus in Zagreb, working directly with Mate Rimac, design director Frank Heyl, and the team using advanced V-RED visualization software. From there, ownership becomes a long-term conversation rather than a transaction, with priority access to product previews, performance showcases, record attempts, and even input into future Rimac research and development.

"The I.C.E. St. Moritz represents everything we love about automotive culture: encouraging the owners of the rarest and most significant cars in the world to get out and use them to not only enjoy them but share them with the world. Delivering the first Nevera R Founder’s Edition here feels right, as a car that offers our customers more access into our world than ever before"...said Mate Rimac

This particular spec shows just how far Rimac’s bespoke personalization can go. Indigo Blue leather stretches across the dashboard and seats, contrasted by silver accents, heat-stamped details, and dark grey satin anodized switchgear. Matte carbon on the console keeps things minimal, while the stitched roof stripe mirrors the exterior’s silver and dark blue tones. The most personal touch sits low and quiet, as the silver-marker signatures of Mate Rimac and key team members stand out on the door sill.

The Rimac Nevera R shifts the formula from Hyper GT to full, road-legal hypercar, delivering 2,107 horsepower through four motors managed by next-generation all-wheel torque vectoring. A 0–60 mph time of 1.66 seconds, a 268.2 mph top speed, and 24 verified world records in 2025 alone put it in its own space. More downforce, stickier Michelin Cup 2 tires, and a revised 108 kWh battery pack sharpen the experience without sacrificing usability. With just 40 Nevera R units planned, and ten reserved as Founder’s Editions, its debut on the ice at St. Moritz feels like a fitting introduction to Rimac’s most focused electric hypercar yet.

by Autonews