AUTONEWS

Change of course: Renault and Mercedes invest heavily in the military sector

The defense sector is attracting the attention of companies in the automotive industry, with Renault and the German company Mercedes announcing projects and partnerships focused on this sector. Renault will invest in the production of military drones for France, while Mercedes announced a partnership with Tytan Technologies to produce anti-drone vehicles.

The Renault group has been discussing partnerships with manufacturers of weapons and armored vehicles after the French Ministry of the Armed Forces appealed to the car manufacturer, and other industrial companies, to support the country's drone production.

Sources consulted by the Financial Times stated that the French company is committed to preserving its automotive identity geared towards commercial consumption. Renault, which has the French state as one of its main shareholders, has been conservative regarding military production by establishing an informal limit of 5% on sales, seeking to ensure that the company does not violate investors' environmental, social and governance (ESG) guidelines regarding loans, according to a person familiar with the matter who spoke to the British newspaper.

In January, Renault signed an agreement with the defense company Turgis Gaillard to create a French military drone industry, through its factories in Le Mans and Cléon, in a potential contract worth one billion euros over ten years.

Vehicle manufacturers around the world are going through a crisis driven by overproduction, coupled with a drop in demand and the need to produce fewer combustion engines and more electric and electrified models, hence the succession of announcements of factory closures. To resist this trend, Mercedes and Renault have opted to diversify their production, betting on new products. This time not to serve the public, but rather the armies of their respective countries.

Riding the wave of European rearmament, Renault has converted its historic Le Mans factory, in operation since 1920 and more recently named Manufacture Louis Schweitzer (in honor of the brand's president and CEO between 1990 and 2005), very complete facilities that include foundry, stamping and several automatic production lines. But don't think that Renault will stop manufacturing its vehicles, models like the Clio, the R5 and Scenic E-Tech, since Le Mans now essentially produces parts for various vehicles of the brand, with most remaining on site, in parallel with the drones.

The French brand's foray into the manufacture of military drones is carried out in partnership with Turgis Gaillard, a supplier to the French armed forces specializing in flying drones for attack and surveillance, some with great autonomy and armament capacity. Renault will place some of the 300 engineers working in Le Mans and redirect some of the factory's production lines to produce drones of a new type, called Chorus.

The Chorus is a long-range drone, capable of flying 3000 km and carrying 500 kg of armament, which was developed based on lessons learned from similar Ukrainian industries. Renault will produce up to 600 Chorus drones per month in Le Mans once it reaches cruising speed (expected within a year), with the first units of this drone to be delivered to the French military as early as 2026, at a cost of around €100,000 per unit.

While Renault builds drones, Mercedes shoots them down...Mercedes also saw European rearmament as an opportunity, partnering with Tytan Technologies, a manufacturer of short-range drones designed exclusively to attack and shoot down approaching enemy drones. The memorandum of understanding signed between Tytan and Mercedes, made public at ILA 2026 in Berlin, provides for the integration of Tytan's sensors, radars and interception drones into Mercedes vehicles adapted according to needs.

             Mercedes vehicles adapted for transporting Tytan's anti-drone systems (image above)

Currently, the German manufacturer has designed some prototypes for testing, based on a Sprinter 4×4 van with increased ground clearance, as well as a military version of the G-Class. In both cases, the interior is full of screens to monitor the detection of enemy drones and track the evolution of Tytan's counter-attack drones.

This is the basis of the European anti-drone defense system, which is very agile and designed to attack enemy drones, especially Russian ones, that insist on invading the airspace of European Union countries. Europe's weakness lies in the fact that, to date, there is no defense system capable of countering invading drones, which this Tytan-Mercedes partnership aims to change. And the interest of car manufacturers in investing in the arms industry is understandable, since the competition that European brands face from Chinese rivals in electric vehicles — largely due to pressure from German manufacturers to facilitate the entry of electric vehicles from China — can never happen in the arms industry due to security concerns.

AUTONEWS

Forza Horizon 6: These cars offer special driving modes and extra features

In Forza Horizon 6, players are gradually discovering cars with unique driving modes or visual features. Some models have a dedicated Track Mode, while others can open their convertible roofs. A list of these vehicles is currently being compiled on Reddit.

The cars in Forza Horizon 6 are not only based on real-world performance figures. Some also include driving modes or extra features inspired by their real-life counterparts. However, the game does not clearly explain which vehicles have these functions or how to activate them. Players are uncovering them bit by bit, and Reddit users are currently compiling the relevant cars.

The features can generally be divided into visual functions and driving-dynamics features. One frequently mentioned example is the Mercedes-AMG One. The hypercar prototype can switch between Highway and Track Mode, visibly changing its aerodynamic elements and reportedly affecting handling as well. The Ferrari Portofino does not offer such driving-related functions, but it does have a convertible roof that can be opened and closed at the push of a button.

Players have also discovered other driving programs in FH6 (Xbox version currently around $70 on Amazon). The Hyundai Ioniq 5 N, for example, features a Drift Mode that adjusts power distribution to make controlled drifts easier. The Gordon Murray T.50 is said to offer several aerodynamic modes designed either for maximum top speed or increased downforce, depending on the situation.

These extras are usually activated via the special function button, which is assigned to G on PC or L3 on a controller by default. What exactly happens depends on the car. A list of vehicles with special modes discovered by players so far is provided below:

Driving-dynamics features:

-Mercedes-AMG One – Highway/Track Mode

-2017 Ford GT – Track Mode with lowered suspension and extending rear wing

-Toyota GR Yaris – Sport/Track Mode

-Hyundai Ioniq 5 N – AWD/Drift Mode

-Gordon Murray T.50 – various aero modes for increased downforce or higher speed

-Rimac Nevera – Track/Drift Mode

-Ford Supervan 4 – AWD/Drift Mode

-McLaren P1 – Race/Track Mode

-Porsche GT3 RS – active aerodynamics

-Koenigsegg Gemera – rear-axle steering

-Lamborghini Revuelto – rear-axle steering

-Nissan Skyline R33 V-Spec – rear-axle steering 

Visual features:

-Ferrari Portofino – convertible roof

-McLaren 650S Spider – convertible roof

-Mazda MX-5 / Miata RF / 2022 MX-5 – convertible or hardtop function

-Bentley Continental GT Cabriolet – convertible roof

-Nissan Figaro – convertible roof

-Hummer EV – removable roof

-Pagani Zonda Cinque – removable roof

-Porsche 918 Spyder – removable roof

-Zenvo models – animated rear spoiler

 

AUTONEWS

New Fiat Grande Panda and Jeremy Clarkson

The Fiat Grande Panda has come under Jeremy Clarkson’s judgment in the pages of The Times, generating a review that moves between the British journalist’s typical sarcasm and a level of appreciation that feels less predictable than expected. The Italian compact car became a small media case, showing that Fiat’s project has managed to attract attention even beyond its natural market.

The model chosen for the test was the Hybrid version, the configuration expected to represent the commercial core of the range. The mechanical setup combines a 1.2-litre turbo petrol engine with a 48-volt mild hybrid system, for a total output of 110 hp. This solution does not aim to offer sporty performance, but rather low fuel consumption, ease of use and more accessible costs.

The first element Clarkson highlights is interior space. The title of his review, built around the provocative idea of fitting an entire film crew on board, points with typical British humour to one of the model’s real qualities: offering more practicality than its exterior dimensions would suggest. The Grande Panda remains a compact car, but it uses its proportions and volumes well, keeping a city-friendly and family-oriented character while positioning itself as an alternative to the increasingly expensive compact SUV segment.

The design also receives a broadly positive verdict, although not without a few jokes. The pistachio paint of the car tested initially raised a smile, before the price put everything into perspective. On this front, Fiat seems to have achieved one of the project’s most important goals, offering a car that feels recognizable and different from the anonymous compact models that fill the market. The squared body, references to the original Panda and small crossover stance give it a clear personality, far from the attempt to create an artificial premium aura.

As expected, criticism is not absent. Clarkson does not describe the engine as particularly lively, and the car shows inevitable compromises in performance, finishes and refinement, all consistent with the project’s affordable positioning. However, he seems to understand the nature of the model, recognizing that it does not aim to be the fastest, most luxurious or most technological compact car in its segment. Instead, it tries to recover a formula Fiat has built over decades: practicality in a small footprint.

Whenever Jeremy Clarkson takes a car for a test drive, the leaders of the auto industry are left scratching their heads, because it is impossible to get a good rating from a Brit who is very quick with his tongue. However, this time, the new “Fiat Grande Panda” – the pride of the Kragujevac factory – was under his scrutiny, and the result was quite unexpected and did not go unnoticed!

On the pages of the reputable British newspaper “The Times”, the former face of the cult show “Top Gear” tested the new hybrid compact trump card. A model that was created for everyday city driving, Clarkson turned into a real small media spectacle in his own style.

What he said will surprise many... The title of his review alone says more than a thousand words: Clarkson described in detail how he managed to pack his entire camera crew into this car! It was a provocation in his distinctive, rugged British manner, but at the same time a perfect way to emphasize one of the main qualities of the Grande Panda – the ability to offer much more space and practicality than its external dimensions would suggest. The car is a full 3.98 meters long.

The model tested was the hybrid version, the very one that is expected to be the backbone of sales. Under the hood, the new Grande Panda hides a 1.2-liter turbo gasoline engine paired with a 48-volt “mild hybrid” system, which delivers a total of 110 horsepower. It is a vehicle tailored for everyday use with reasonable consumption, compact dimensions and an extremely simple formula.

He compares the charging cable to a vacuum cleaner from 1980... As can be concluded from the introductory part of the review, Clarkson also had a fair amount of fun with aesthetics. The specific pistachio green color initially caused mockery and smiles from passers-by on the street, but the tables quickly turned when they heard how much this car actually costs. Here Fiat has clearly hit the nail on the head: it has offered the market an affordable and recognizable car that stands out drastically from the sea of ​​boring and anonymous models of today.

“They laugh at me when they see me in this pistachio-colored Fiat... but they stop when I tell them the price”

The design is definitely one of its strongest assets. The Fiat Grande Panda ingeniously takes over the famous “cubic” and intelligent spirit of the original Panda, but packages it in a modern outfit, with the proportions of a small crossover and a deliberately cute appearance. This car does not try to look “premium” at all costs, but plays on the card of strong character, raw practicality and that real national pride.

The engine is not exactly described as overly lively and lively...Of course, the strict Briton had some complaints. The engine is not exactly described as overly lively and lively, and the Grande Panda still remains primarily an economical vehicle, which brings with it inevitable compromises. He regrets the times of small, more temperamental Italian engines and believes that overtaking sometimes requires a little patience. He also mentions a technical curiosity on the electric version: an integrated retractable charging cable, a solution that he humorously compares to vacuum cleaners from the 1980s.

But the point lies in a completely different place: in today's market where new cars are increasingly expensive, heavier and unnecessarily complicated, "Fiat's" hope from Kragujevac once again speaks the language of the common man. And if even Jeremy Clarkson, through his well-known sarcasm, finally took it seriously - then this is already a huge victory for the Turin company and the Serbian factory.

The fact that the British journalist, known for dismantling many of the cars he tests with sarcasm, ends up taking the Grande Panda seriously already represents a result for the Turin brand. The car does not aim to win over supercar enthusiasts, but to attract people looking for something simple, reasonably spacious and affordable. In this direction, The Times verdict sounds like a quiet endorsement, suggesting that Fiat may have understood better than many rivals what part of the market really needs.

AUTONEWS

China changes PHEV rules to "race" with Europeans

China has once again changed the rules aimed at controlling the plug-in hybrid (PHEV) market, imposing changes on electric-only range, but also limitations on combustion engines that take on the role of the main engine. According to Automotive News, German manufacturers feel this is a strategy to push them out of the market.

Vehicles equipped with plug-in hybrid powertrains emerged as a first step towards electric cars, as they allowed for short trips in electric mode, initially up to 50 km, before resorting to the combustion engine for longer trips, with the adoption of increasingly larger batteries increasing electric-only range. Like this strategy followed by Europe, China has also been increasing the capacity of PHEVs to operate in zero-emission mode, but not only that, in order to benefit from reduced taxes and tax incentives.

In 2025, China recorded more than 31 million vehicles sold in its domestic market. Among these, 39% were 100% electric and 24% PHEVs, with the latter being the second most important category when it comes to receiving incentives or enjoying more favorable rates. Originally, to access benefits, PHEVs had to offer a range of 43 km, a figure that in January 2026 evolved to 100 km, requiring larger batteries, making this type of vehicle more dependent on state aid to be competitive, since larger batteries correspond to higher prices.

Now, China is preparing to require PHEVs to offer a range of 160 km, which forces the use of even larger and more expensive batteries, far superior to those used in Europe, where 80 km is the target. Simultaneously, the Chinese authority intends to impose a minimum efficiency on the combustion engines that power PHEVs. This decision results in the end of the large V6 and V8 engines that some European PHEVs offer, whose fuel consumption is necessarily high, as are emissions.

Raising the bar for electric range, which requires larger batteries, as well as reducing the displacement and power of combustion engines to be more fuel-efficient, are mere details for Chinese manufacturers, but represent a definitive blow for foreign manufacturers, especially German luxury brands, which have obvious difficulties adapting to the new guidelines, as they are too far removed from European requirements. These manufacturers, which have a large presence among luxury market customers, believe that the changes to be introduced in the PHEV regulations are specifically designed to artificially exclude them from the Chinese market. This is ironic, since it was precisely the German brands that most vigorously fought for the softening of penalties for Chinese automakers entering the European market, fearing retaliation in their domestic market.

China’s latest taxation rules have raised the bar for plug-in hybrids, rewarding models that can travel much farther on electricity alone with more lenient bills. Previously PHEVs only need to achieve 27 miles (43 km) to qualify for discounts, Automotive News reports. From January of this year that threshold was upped to 62 miles (100 km). If you’ve been wondering why so many Chinese PHEVs now have a better electric range than EVs from a few years back, there’s your answer.

Western PHEVs were traditionally designed around small battery packs and modest electric ranges, and even the best of the current crop, like the Range Rover, can just about manage 75 WLPT miles (121 km). But many Chinese plug-ins now claim more than 100 miles (160 km) of electric driving before the engine ever needs to wake up.

Some can go many times further. The new Lotus Eletre hybrid promises a crazy 260 miles (420 km) on a charge thanks to a humongous 70 kWh battery. That’s on the optimistic Chinese CLTC cycle, but even on the European WLTP test, Lotus claims 217 miles (350 km). The Eletre is an EV turned into a hybrid, a popular Chinese strategy, whereas European brands prefer to build hybrids from ICE machines. But that could be changing.

The rule changes don’t just focus on electric range. Regulators have also tightened efficiency requirements when vehicles are operating on gasoline power alone, which isn’t great for PHEVs whose combustion fallback is a dirty great V8. Together, those changes have created an environment where many legacy plug-in hybrids – which are still desirable and offer tax advantages in Europe – suddenly look like yesterday’s technology.

That shift is having a dramatic impact on the market, Auto News says. Audi, BMW, Mercedes-Benz, Jaguar Land Rover and others have either drastically reduced or effectively eliminated their plug-in hybrid offerings in China. Models that once qualified for incentives no longer meet the latest requirements, making them much less attractive to buyers.

And soon they might be less attractive in the West, too. Chinese brands like Lynk & Co are already shipping their long range 08 SUV plug-ins to Europe, and Geely-owned Volvo’s new 112-mile (180 km) XC70 will eventually join them.

AUTONEWS

Recycling of electric vehicle batteries needs to be improved in Europe

Electric vehicle batteries depend on many critical metals, and their recycling must be made as efficient as possible in Europe. A new research report examines the key challenges and new opportunities that either hinder or enable improved battery recycling in Europe. The study, conducted by the Environmental Policy Research Group at the University of Eastern Finland, highlights the importance of European battery and automotive industry stakeholders and the need for stronger corporate cooperation, particularly in building recycling facilities.

Overall, the study emphasizes stronger EU policy action and effective implementation of existing regulations, the need for efficient collection systems in all member states, and the importance of eco-design, standardization and battery passports.

According to Professor Rauno Sairinen, who led the project, this concerns both a sustainable materials policy for climate solutions and ensuring Europe's self-sufficiency and strategic autonomy.

"Existing recycling policies alone are not sufficient to meet the growing demand for critical battery materials. The challenge is the long wait for a sufficient volume of batteries to be decommissioned, as well as changes in battery chemistry. More effective collaboration among many actors is needed to enable recycling and to catch up with China's lead."

The study begins with the rise of the circular economy in the EU as one of the strategic priorities for securing battery materials, current geopolitical challenges in the sector's markets, the nature of existing EU regulations, the automotive industry's own actions, and technological changes in the sector.

Senior Researcher Kimmo Louekari emphasizes that the EU is lagging behind China in the development of battery recycling and that the sector needs stronger and more direct funding and support mechanisms to reduce dependence on China.

"It is also important that the EU effectively implements the so-called black mass export ban, thereby enabling more efficient recycling of battery materials within Europe."

Battery chemistry is moving toward so-called LFP batteries, or lithium iron phosphate batteries, which do not require cobalt and nickel. At the same time, the profitability of recycling decreases. The world of many battery chemistries therefore needs increasingly efficient recycling facilities. In addition, the nature of LFP batteries requires attention in regulation.

Provided by University of Eastern Finland

AUTONEWS

Fuel costs alone won't spark Australia's EV transition

As Australian motorists continue to grapple with rising fuel prices and electric vehicle (EV) sales steadily increase across the country, new research from Edith Cowan University (ECU) has found that petrol costs alone are not the primary factor shaping drivers' decisions to switch to electric vehicles.

The study, published in the Journal of Advanced Transportation, examined the relationship between fuel consumption habits, refueling behaviors and willingness to adopt EVs among Australian motorists, and introduces a behavioral transition framework (BTVF) to explain EV adoption patterns in a more structured way. The findings challenge the common assumption that frequent petrol station visits or high fuel use are key motivators for transitioning to electric vehicles.

While technological advances in battery systems, charging infrastructure and renewable energy integration have accelerated EV uptake globally, the research highlights the importance of understanding the deeply embedded behaviors of drivers who continue to rely on internal combustion engine vehicles (ICEVs).

"Australia remains at a relatively early stage of its vehicle electrification journey," Dr. Ahdieh Sadat Khatavakhotan from the School of Business and Law said.

"Despite recent increases in EV sales, ICEVs still account for around 80% to 82% of new vehicle registrations. Understanding how Australians interact with the existing fuel system is critical if we want to better understand what drives or hinders the transition to electric mobility."

Dr. Navid Hashemi Taba from the School of Engineering said fuel use alone does not play a decisive role in shaping EV adoption decisions. "Higher petrol consumption does not necessarily make motorists more willing to switch to an electric vehicle. Instead, decisions are influenced by a broader mix of behavioral and economic considerations," he said.

The research analyzed vehicle registration data from the first quarter of 2022 to the third quarter of 2025 and found that while overall vehicle registrations remained stable, hybrid electric vehicles (HEVs) and battery electric vehicles (BEVs) consistently represented less than 20% of new vehicle sales.

The study also surveyed more than 400 ICEV owners through face-to-face data collection, achieving a response rate of approximately 98%, to investigate whether refueling frequency influenced their willingness to adopt an EV. Half of respondents indicated they would consider switching to an EV, while 44% said they would not, with the remainder undecided.

However, statistical analysis revealed no significant difference in refueling frequency between motorists willing and unwilling to make the transition.

"The findings show that how often people visit a petrol station is not a reliable predictor of whether they intend to purchase an electric vehicle," Khatavakhotan said. "Refueling routines appear to be habitual behaviors rather than factors that directly influence adoption decisions."

The research suggests that broader behavioral, economic and attitudinal considerations play a much greater role in EV uptake than fuel consumption patterns alone, consistent with the behavioral patterns identified in the proposed framework.

Previous studies have identified factors such as vehicle purchase costs, charging infrastructure availability, driving patterns, environmental attitudes and perceptions of vehicle range as important influences on adoption decisions.

Importantly, while direct petrol expenditure was found to have limited influence on adoption intentions, motorists who were particularly sensitive to petrol price fluctuations and fuel discount incentives appeared more interested in transitioning to electric vehicles.

"This suggests consumers are responding less to the amount of fuel they use and more to concerns about future energy costs and price volatility," Khatavakhotan said. "The decision to adopt an EV is shaped by a complex combination of behavioral, economic and policy factors."

The study also identified infrastructure limitations and vehicle affordability as ongoing barriers to EV adoption in Australia. At the same time, government initiatives such as the Australian government's Powering Australia plan, along with lessons from international markets, demonstrate how targeted incentives and supportive policies can accelerate uptake even where infrastructure challenges exist, highlighting the potential value of more behaviorally informed policy approaches

Australia still relies on diesel for buses...The soaring price of diesel and uncertainties in supply are pressuring Australia to accelerate the electrification of its bus fleet, which is still dependent on fossil fuels. The information comes from The Guardian.

Despite advances in trains and subways, which operate mostly on electricity, buses remain a bottleneck in the energy transition: they account for about 530 million liters of diesel consumed per year and only 1% of the fleet is electric — a number lower than that of countries like China (80%), the Netherlands (25%) and the United Kingdom (12%).

The increase in diesel, which already exceeds US$3 per liter, has intensified the debate on energy security in the country. "Buses carry more than half of public transport passengers in Australia," said the executive director of the Bus Industry Confederation, Varenya Mohan-Ram. "Energy security is not just an operational issue. It is a matter of social equity and community resilience."

Australian states and territories have already set targets for the transition. Canberra and the Sydney metropolitan area plan to operate with 100% electric fleets by 2040. In the Australian Capital Territory, electric buses already represent about 24% of the fleet. In other regions, the progress is more gradual: South Australia is expected to reach 8% this year; Victoria has switched exclusively to electric buses.

"Each electric bus runs on 100% renewable electricity produced in Australia, is cheaper to operate and reduces dependence on foreign fuels," said ACT Transport Minister Chris Steel.

The transition to electric vehicles (EVs) in Australia is shaped by multiple factors, and the cost of fuel alone is insufficient to guarantee mass adoption. While high volatility and rising prices at the pump drive interest among many drivers, the definitive shift depends on other structural, financial, and behavioral variables.

The main reasons preventing fuel costs from leading this transition on their own include: Initial purchase price: The initial cost of buying an EV is still considerably higher than that of an equivalent combustion engine car, despite having decreased in recent years. This obstacle directly affects low-income families.

Charging infrastructure: Australia faces immense geographical challenges. The expansion of a charging network on highways and arterial roads, as planned by the government, is hampered by the vast territory and the need for connections to the electricity grid, which generates range anxiety among drivers.

Dependence on public energy tariffs: Charging the car at home (especially using solar energy) is much cheaper. However, those who rely on public fast chargers remain exposed to the volatility of electricity rates, which reduces the economic advantage.

Cultural resistance and diversity of profiles: Research in the Australian automotive market shows psychological and generational barriers. A significant portion of drivers are resistant to change, regardless of whether gasoline prices reach extreme levels.

Provided by Edith Cowan University

AUTONEWS

Russian satellites linked to mysterious GPS disruptions across several countries

Since 2019, GPS signals across Europe, Greenland and Canada have experienced a huge spike in sudden, widespread signal blackouts. These have resulted in disruptions and degraded performance in navigation systems that airplanes and ships rely on to travel safely.

Some causes are known, such as military jamming on the ground, but others have been a total mystery. A new paper published on the arXiv preprint server points an accusatory finger at Russia, claiming that a constellation of Russian satellites is likely responsible for many of these interference events, which have been blasting out waves of radio static from space.

The study focuses on how these events affected the Global Navigation Satellite System (GNSS) that GPS relies on. The researchers studied 75 separate days on which at least one major interference event occurred.

Characteristic interference...The team's analysis revealed that these space-based signals have very specific traits. They are short and sharp, typically lasting fewer than 10 seconds, and act like a wall of static, causing a sudden, dramatic drop in connection quality for receivers on the ground.

The signals primarily target the GPS L1 frequency, which is the frequency civilian airplanes and cargo ships use.

"High-powered interference with continental reach affecting the GPS L1 band—the primary band used for global aviation, shipping and precise timing—is of serious concern," the researchers commented in their paper.

Additionally, the system appears to follow a business schedule, as disruptions almost always occur during regular working hours on weekdays.

There is still the open question of why the Russian satellites appear to be periodically engaging in short bursts of targeted GPS interference over Europe—especially because the jamming signal is slightly offset from the usual GPS frequency band.

In the Veritasium video, Humphreys speculated that the Russians may have been testing the satellites’ GPS interference capabilities only briefly on a neighboring frequency adjacent to the typical GPS band. “And then in the eventual future when there is a hot conflict, they go ahead and tune their transmitter down to the GPS band, but it’s much more damaging now that it lies right on that band,” he said.

Incidentally, the raw data also revealed a second interference burst from the Russian satellites in a lower-frequency band used by China’s BeiDou navigation system.

“I can no longer say this is accidental with confidence,” Humphreys told Veritasium. He also described the Russian satellites’ quiet demonstration as a “massive escalation in the electronic warfare background conflict that is going on right now.”

But Richard Bowden, division head of assured and resilient PNT at the multinational technology company GMV in Spain, shared a different theory with Veritasium about how the interference bursts may actually represent short communication messages being sent from Russian satellites. Bowden’s team independently identified at least two of the Russian satellites as the source of the GPS interference pattern.

“These signals are, without a doubt, intentional and placed on or around GNSS signals, and have the potential to disrupt legitimate use of GNSS services,” Bowden wrote in a LinkedIn comment. “But from our side at least, we can’t be sure they are intentionally malicious or intended as an EW [electronic warfare] weapon.”

Left: The position of all tracked objects during the high-power interference burst on day 160 year 2021. Right: The position of all satellites that satisfy a 0∘ elevation mask, excluding debris and rocket bodies. The feasible region in which the interference source could have been positioned is interior to the red surface. For reference, the colored spherical shell corresponds to medium Earth orbit (20,000 km altitude). Credit: arXiv (2026)

So how did they find the culprit? The team studied data from global GPS monitoring collected over seven years, from 2019 to 2026. This told them that the interference was consistent with a single space-based source affecting massive areas simultaneously.

They also developed an algorithm that can detect the source of a signal drop by combining raw radio measurements with satellite-tracking catalogs.

Is Russia to blame? The algorithm filtered out satellites that could not have been in a position to affect the areas involved, narrowing the candidates to a small pool. It then cross-referenced the timing differences of the radio signals arriving at different ground stations to estimate the transmitter's location and compared this with known satellite orbits.

This led them directly to a Russian constellation of missile-warning satellites, which spend much of their time high above the Northern Hemisphere.

"It is highly probable that the EKS constellation is collectively responsible for the wide-area transient GNSS interference events noted since 2019," said the researchers.

© 2026 Science XN