AUTONEWS

This winter mistake can prove costly for drivers: Mechanic warns of serious engine damage

Plain water in a car's cooling system freezes at zero degrees and boils at 100 degrees Celsius, yet an engine can easily reach high temperatures while running. American mechanic Scotty Kilmer warns that using only water instead of antifreeze can cause serious—and potentially irreparable—engine damage. Experts therefore recommend using an appropriate mixture of antifreeze and water, most commonly in a 50:50 ratio.

Coolant—commonly known as antifreeze—serves several vital functions within an engine, more than is generally realized. As reported by Autonews, citing American mechanic and YouTuber Scotty Kilmer, using plain water instead of antifreeze can pose a serious threat to the engine, especially during the colder months, Autonews notes.

The reason is simple: water freezes at zero degrees and boils at 100 degrees Celsius. Antifreeze lowers the freezing point and raises the boiling point of the coolant, thereby protecting the engine both while driving and when the car is parked.

Why do I need coolant/antifreee? As the name suggests, coolant/antifreeze is necessary to reduce the freezing point of your engine’s cooling system and raise the temperature at which the system will boil when compared to water alone.

The boiling point of water is 100-degrees C. The accepted pressure range for a car’s radiator is between 75-100kPa (or 11-15psi) and with a mix of 33% coolant/antifreeze to water the boiling point is raised to 121-125-degrees C. Change the ratio to 55% and this lifts to 125-129-degrees C.

If you live in a cold climate where the temperatures regularly (in winter) drop below freezing, then the accepted ratio of coolant/antifreeze to water is 60:40. Oddly, increasing the amount of antifreeze in the system will actually reduce its protective qualities. So, with 60% coolant/antifreeze in the system the temperature at which the first ice crystals will begin to form in the cooling system is -55-degress C. With no antifreeze/coolant in the system (and just straight water) ice crystals will form at 0-degrees C. Letting the engine’s cooling system freeze will see the fluid expand and crack engine blocks and blow the radiator apart.

But, even in Australia, the use of coolant/antifreeze to protect against freezing is vital. See, wind chill can accelerate the ‘heat loss’ of your car engine’s cooling system. For instance, say the ambient temperature is 0-degrees C (a regular winter temperature in the Blue Mountains where I live) driving at just 24km/h will cause wind chill to reduce temperature of the air hitting the radiator to -21-degrees C and at 60km/h the temperature would end up being -30-degrees C. Beyond 60km/h the wind chill factor effect becomes minimal. That said, windchill will not actually reduce the temperature of your engine’s heating/cooling system below ambient temperature, but it will speed up heat loss. So, with a 60:40 mix of coolant/antifreeze:water protection against freezing will extend to -55-degrees C.

Can I use water instead of coolant? No. Well, maybe not. The idea of running coolant in your car’s engine is to increase the boiling point of the water which is being pumped around your car’s engine and through the radiator where the air flowing through a moving car’s radiator cools down the water as it continues on its way back through the engine.

In Australia...Depending on where you live in Australia, your water will either be harder or softer than somewhere else. All water contains dissolved salts and minerals, which if running straight water in your engine (without coolant), can reduce the life of some components. So the argument is one that’s less about cooling properties and one about the potential damage water can do to your car’s cooling system.

In colder climates (see paragraph above), using just water means the car engine’s cooling system will freeze at 0-degrees C, and when water freezes solid it expands, which can lead to cracked engine blocks or burst radiators.

Why is plain water not enough? While water is effective at transferring heat, its major drawback is that it freezes at low temperatures and boils at high ones. Antifreeze is specifically designed to prevent these issues and protect the engine across a variety of weather conditions. Kilmer, who has over 6.4 million subscribers on YouTube, also warns of another issue: cavitation.

"There is a reason why the cooling system should be filled with a mixture of half antifreeze and half water," he explains.

According to him, antifreeze prevents freezing during the winter and protects the engine from cavitation—a phenomenon that can cause serious damage. Cavitation occurs when vapor bubbles form within the liquid and then suddenly collapse, generating pressure that can damage the engine's metal components. Antifreeze contains additives that help protect against this, whereas plain water does not. Consequently, driving for an extended period with only water in the cooling system can lead to costly, or even irreparable, engine failure.

An example involving a Toyota with a completely failed engine...As a cautionary tale, Kilmer cites the case of a Toyota owner. The previous owner had used only water in the cooling system, and the new owner was unaware of this. The result was a complete engine failure. This example illustrates how important it is to know what kind of fluid is in the cooling system, especially when purchasing a used car.

Kilmer’s message to drivers is clear: "So please, never drive a car that has only water in its cooling system."

Even tap water is not a good solution...A similar warning comes from the website BookMyGarage, which specializes in comparing prices for car repairs and maintenance. Experts advise drivers to regularly check the composition of their engine coolant. Tap water is not suitable for this purpose, as it may contain minerals that contribute to the formation of deposits and damage components of the cooling system.

A mixture consisting of 50% antifreeze and 50% water is most commonly recommended; however, it is important to follow the vehicle manufacturer's guidelines and use the appropriate type of coolant.

"Using water instead of coolant on a regular basis can lead to very costly repairs," experts warn.

What should drivers keep in mind? Antifreeze is not merely a substance used to prevent an engine from freezing during the winter. It also plays a crucial role in protecting against overheating, corrosion, and cavitation. For this reason, drivers are advised to regularly check the level and condition of their coolant. Furthermore, when purchasing a used car, they should pay attention to what is inside the cooling system.

It is also important to check the coolant only when the engine is cold, as opening the system while the engine is hot can result in serious burns.

To prevent water from freezing in winter or boiling due to engine heat, cars use a mixture of demineralized water and a radiator additive (typically based on ethylene glycol), along with a pressurized cooling system.

This combination alters the physical properties of the liquid, allowing it to withstand the extreme conditions within an engine:

1. The effect of the additive (ethylene glycol)... When the additive is mixed with water, a chemical phenomenon occurs that changes the liquid's freezing and boiling points:

• Elevation of the boiling point: The mixture will only boil at approximately 105°C to 110°C (under normal atmospheric pressure).

• Lowering of the freezing point: The water no longer freezes at 0°C; instead, it can withstand temperatures as low as -35°C (depending on the mixing ratio) without turning into ice.

2. The secret of pressurization (pure physics)... A car's cooling system is completely sealed and operates under high pressure.

• In a closed environment, as the liquid heats up, the internal pressure increases.

• In physical terms, the higher the pressure exerted on a liquid, the higher its boiling point becomes.

• Thanks to the radiator cap (or the expansion tank cap), which maintains this pressure, the boiling point of the mixture rises even further, reaching between 125°C and 135°C.

Since an engine typically operates between 90°C and 105°C, the liquid is able to absorb and dissipate all this heat without evaporating or boiling.

 

SUZUKI

Akrapovic Slip-On Exhausts Suzuki GSX-R1000/R

Akrapovič exhaust options for the Suzuki GSX-R1000 / GSX-R1000R (recent models from 2017 to 2026/2027) range from sport silencers (slip-ons) to full-system titanium exhausts.

This system with a deep and sporty sound has been developed exclusively for use on closed-course competition circuits, especially for use on racetracks where lower noise levels are required. Akrapovič engineers have measured 99.1 dB of static noise level for the Slip-On Line (Titanium) Track Day at 5,500 rpm. The exhaust is made from race-proven materials – lightweight titanium finished with a handmade carbon-fibre end cap and muffler bracket.

Engine - Updated for 2027, the new high-performance 999.8cm3 four-stroke liquid-cooled DOHC inline-four engine retains the same level of driveability and reliability, while producing torque an even more linear fashion resulting in the most powerful and hardest accelerating engine in the GSX-R family.

Power and torque levels have been increased by 6.3 kW (8.5 hp) at 13,000 rpm and 6.4 Nm at 10,000 rpm when compared with a Suzuki GSX-R1000RR equipped with a standard stock exhaust and measured on the in-house dyno. ECU remapping is recommended.

Chassis - Light and compact, the twin-spar aluminum frame has adjustable swingarm pivots to help racers tune the chassis. Assembled in precision machined bodies with a gold-anodized finish, the Showa® BFF fork and shock deliver extraordinary handling while the lean-sensitive, ABS system monitors the Brembo® four-piston, radial-mount front brake calipers that are fed by stainless steel brake lines.

When installing the Slip-On Line exhaust system on Euro 5+ motorbikes (with two lambda sensors), the check engine light will appear after identifying a deviation in the stock catalytic converter’s parameters.

Akrapovic Slip-On Exhausts Suzuki GSX-R1000 / R...The Akrapovic Slip-On Exhaust represents the first step into the world of exhaust system tuning. By no means entry level, it offers a great balance between price and performance. Each bespoke exhaust is designed to enhance the performance and match the design philosophy of your motorcycle. Transform the nature of your bike by adding not just more power, but also that unique, deep and resonant Akrapovic sound. Whether your choices are carbon fiber or titanium, you can be sure that every step in the R&D, design and manufacturing processes of each exhaust has been performed by a team of highly skilled and experienced engineers.

It’s not just about peak power - Akrapovic exhaust systems deliver increased performance throughout the entire RPM range. Increases in power and torque result in a much smoother power delivery and ride. All Akrapovic exhaust system measurements are formulated on in-house computer-controlled flow benches.

Features:

No fuel remapping required, but for optimal performance RevZilla recommends use of a fuel controller

A combination of beautiful machine and hand welds

CNC machined muffler inlet cap

Optimized to maximize lean angle

All carbon fiber parts are produced in-house

Air-tight quality controlled production means your exhaust will be perfect

High-quality, silicon-shielded stainless steel exhaust springs

Main Types of Akrapovič Exhausts for the GSX-R1000R:

• Slip-On Line (Silencer):

• Features: This is the entry-level option for exhaust tuning, replacing only the original silencer. It offers weight reduction (approximately -2.3 kg, or up to -70.3% in some titanium versions), a deeper, MotoGP-style sound, and a modest increase in power (e.g., approximately +1.8 kW / +2.1 Nm on recent models). For most track-oriented versions, an immediate ECU remapping is not required. 

• Model examples:

• Akrapovič Slip-On Line (Titanium)

• Akrapovič Carbon / GP Slip-On

• Racing Line / Full System:

• Features: Replaces the entire exhaust system, including the headers and the silencer. Designed for track use, it provides a drastic reduction in weight and significant gains in power and torque (potentially adding over 10 hp at mid-to-high RPMs, along with a substantial boost in torque). This generally requires an ECU remap and is not homologated for street use (it does not meet road-legal emission standards in most regions). 

• Model examples:

• Akrapovič Racing Line (Titanium/Stainless Steel)

• Track Day Versions:

• Features: Specifically developed to comply with noise limits at certain racetracks, while maintaining the performance benefits of titanium.

Autonews and MotorLand

 

CHERY

Chery Tiggo 2: The Chinese car received zero stars in a safety test

The days when Chinese cars were so poor in terms of safety that they failed to earn a single NCAP star are long gone. Today, new Chinese models typically achieve the maximum five-star NCAP rating; however, there are exceptions. This was demonstrated by the Chery Tiggo 2—a vehicle that, fortunately, is not available for purchase here.

In the Latin NCAP test (the South American branch of Global NCAP), the Chery Tiggo 2 received zero stars!

Although this Chinese SUV comes standard with four airbags and electronic stability control (ESC), it failed to meet basic safety requirements. According to the Latin NCAP report, the Tiggo 2 scored zero percent of the maximum possible points for both adult and child occupant protection. Furthermore, it achieved a score of 49% for pedestrian protection and 45% for safety assist systems.

According to Latin NCAP, there is a risk that the Tiggo 2 could catch fire and be consumed by flames in the event of a frontal collision. The institute also noted poor chest protection and high compression levels during a frontal impact. The footwell area was described as "unstable," and the conclusion following a side-impact test stated: "The dummy representing a three-year-old child was at risk of being ejected from the vehicle." There is also a lack of safety features: the Tiggo 2 does not come with advanced driver-assistance systems (ADAS) or side-impact head protection as standard equipment, and the rear seats are not equipped with seatbelt pretensioners or load limiters, reports CarNewsChina. Stephan Brodziak, President of Latin NCAP, described the safety performance of the Chery Tiggo 2 as "appalling" and "an insult to consumers throughout Latin America and the Caribbean."

The Tiggo 2 is a compact SUV that Chery launched for emerging overseas markets, such as those in Southeast Asia, Latin America, and the Middle East. It is powered by a 1.5-liter naturally aspirated four-cylinder gasoline engine producing 105 hp, paired with either a 5-speed manual transmission or an optional CVT automatic. It features front-wheel drive exclusively, and acceleration from 0 to 100 km/h takes over 15 seconds.

The New Car Assessment Programme for Latin America and the Caribbean, Latin NCAP, publishes today the first crash tests result for 2026 and the first result under the updated assessment protocols, with a disappointing zero stars for the Chery Tiggo 2 / Tiggo 2 Pro / Tiggo 2 Pro Max and Chirey Tiggo Pro for Mexico.

The Chery Tiggo 2 / Tiggo 2 Pro / Tiggo 2 Pro Max and Chirey Tiggo 2, produced in China, was rated with zero stars. The Tiggo 2 that offers 4 airbags and Electronic Stability Control (ESC) as standard, achieved 0% in Adult Occupant, 0% in Child Occupant, 48.89% in Pedestrian Protection and Vulnerable Road Users and 45.45% in Safety Assist. The car was assessed in frontal impact, side impact, whiplash (front and rear seats), pedestrian protection, ESC and Moose test. The car showed poor protection to the driver chest in the frontal impact and fire risk that led the Adult Occupant box score to zero.

The Chery Tiggo 2 / Tiggo 2 Pro / Tiggo 2 Pro Max and Chirey Tiggo 2 showed an unstable structure combined with an unstable footwell area in the frontal crash and high chest compression leading to poor protection to the driver chest in the frontal impact. As the car does not offer side head protection as standard, the pole impact was not performed and penalized the score. The lack of side head protection for adults and child occupants in front and rear seats respectively is a major concern. The car does not offer pretensioners and load limiters in rear seats and could not prove protection of the small female adult in the second row in a frontal crash. The car did not prove to meet rear impact acceptable structural performances and whiplash showed marginal and poor protection to the neck of the adults in the front and rear seats.

Latin NCAP...The first result from Latin NCAP under its 2026 protocols assigns a zero-percent rating to the China-manufactured Tiggo 2 for both adult and child occupant protection. Chery models sold in Europe, by contrast, boast a five-star rating—a discrepancy largely explained by EU safety legislation.

Latin NCAP awarded zero stars to the Chery Tiggo 2, marking the first result under its updated protocols. Published on October 28, 2026, the test rated the Chinese-made SUV—sold as the Tiggo 2 Pro and Pro Max across the region, and as the Chery Tiggo 2 in Mexico—at 0% for both adult and child occupant protection, while also noting a risk of fire in frontal collisions.

Euro NCAP has awarded five-star ratings to Chery’s Tiggo 7 and Tiggo 8 models. In 2025, Euro NCAP granted five stars to both the Chery Tiggo 7 and Tiggo 8; the Omoda 5, Omoda E5, Omoda 9, and Jaecoo 7—all from the same group—also achieved the same rating. These are the Chery-manufactured vehicles available to European consumers, with the Tiggo range set to arrive at Belgian dealerships by the end of 2026. The Tiggo 2 is not among them; Chery targets this model specifically for Latin America, the Middle East, and Southeast Asia. Furthermore, the two sets of results reflect different legal requirements. As of July 2024, all new cars registered in the EU are required to feature automatic emergency braking and intelligent speed assistance—neither of which is offered on the Tiggo 2, not even as an optional extra.

The Tiggo 2 received a 0% rating for adult occupants, based on chest-load measurements and the risk of fire. The Tiggo 2’s score for adult occupant protection fell to 0% due to high chest compression for the driver during a frontal impact, as well as a fire risk that, according to Latin NCAP, could endanger both occupants and first responders. Its structure and footwell area proved unstable in this test. While four airbags and stability control come as standard, there is no side-impact head protection; consequently, the pole-impact test could not be performed, resulting in a penalty to the score. The rear seats lack pretensioners or load limiters, and the vehicle failed to demonstrate that it provides protection for a small-statured adult in the second row.

The 2026 Latin NCAP protocol introduces testing for a 10-year-old child and a small-statured adult in the rear seating area. Under this updated protocol, which includes test dummies representing a 10-year-old child and a small-statured adult woman in the back, the Tiggo 2 received a zero-star rating for child occupant protection. In a frontal impact, the 10-year-old dummy experienced high loads on the head and neck, while in a side impact, the 3-year-old dummy’s head remained exposed, posing a risk of ejection. The vehicle scored 48.89% for pedestrian protection and 45.45% for safety assist systems—points earned almost exclusively through the seatbelt reminder and a portion of the credit for stability control—as it lacks features such as a speed limiter, lane-keeping assist, blind-spot monitoring, or emergency braking, regardless of the vehicle's price point. In February 2026, Global NCAP awarded the Tiggo 7 Pro two stars in South Africa. 

Specifically, Global NCAP rated the Chery Tiggo 7 Pro sold in South Africa with two stars for adult occupant protection and three stars for child occupant protection; the vehicle lacked standard side-impact head protection, and both its body structure and footwell area were found to be unstable. Global NCAP also criticized Chery for promoting crash test results from other markets—a point highlighted by the Automobile Association of South Africa, which noted that the Tiggo 7 CSH had received a five-star rating from Euro NCAP. NCAP ratings are market-specific: the star rating applies only to the vehicle as tested in a particular market with its specific equipment, not to the brand itself.

Back in 2015, the Chery IQ scored zero stars in Latin NCAP testing; today, however, Chery leads among Chinese brands in Europe. In 2015, Latin NCAP awarded zero stars for both adult and child occupant protection to the base-model Chery IQ, which was sold without airbags. Similarly, the Tiggo 2—despite being equipped with four airbags—also received a zero-star rating under much more rigorous testing standards. In Europe, the situation is quite different: by September 2026, Chery had become the largest Chinese automaker in the region, with 56,552 vehicle registrations, primarily consisting of Omoda and Jaecoo models. In October, the company also issued a recall for 8,878 units of the Omoda 5 in Malaysia due to a rear-axle defect—an issue affecting a version of the vehicle with a different rear-end configuration than the one sold in Europe.

A Chery vehicle purchased in Brussels and one purchased in Santiago are subject to different regulations, and crash test results align more closely with those regulations than with the brand itself. For European buyers, this is reassuring. The Tiggo 7 and Tiggo 8 earned five-star ratings while equipped with features mandated by the EU; therefore, a zero-star rating for a vehicle intended for a different export market says nothing about the SUVs arriving in Belgium. It does, however, reveal what Chery omits when the law does not require it—which is precisely why Latin NCAP’s call for mandatory safety labeling is more significant than a poor rating.

We hope that Chery will make side-impact head protection a standard feature in the Tiggo 2 and submit the vehicle for re-testing by Latin NCAP within twelve months of this result—by October 2027. The absence of this airbag was the reason the car failed the pole-impact test. Since the South African-market Tiggo 7 Pro also lacked this feature as standard equipment, its inclusion in both models would serve as the clearest signal that Chery intends to provide the same level of safety across all markets.

The Chery Tiggo 2 received a zero-star rating in Latin NCAP crash tests. This is the first result released under the organization’s new, more rigorous 2026 safety protocols.

The model evaluated is manufactured in China and sold across various Latin American markets under names such as Tiggo 2, Tiggo 2 Pro, Tiggo 2 Pro Max, and Chirey Tiggo 2 (in Mexico). In the Brazilian market, the compact SUV was assembled by Caoa Chery in Jacareí (São Paulo) and later restyled as the Tiggo 3X, before production ended in 2022.

Performance by category:

Despite coming factory-equipped with four airbags and electronic stability control (ESC), the model recorded alarming protection ratings:

• Adult Occupant Protection: 0%

• Child Occupant Protection: 0%

• Pedestrian Protection: 48.89%

• Safety Assist Systems: 45.45%

Reasons for the zero-star rating:

• Fire Risk: During the frontal impact, an imminent risk of post-crash fire was detected; this severely penalized the overall score, as it poses a threat to the lives of both passengers and first responders.

• Structural Instability: The vehicle’s structure and the pedal area were deemed unstable, resulting in high chest compression for the dummy representing the driver.

• Child Safety Failures: The model scored zero points in dynamic child restraint system tests. Excessive forces were recorded on the neck and head of the 10-year-old dummy, while the 3-year-old dummy’s head was at risk of ejection during a side-impact test. Furthermore, the i-Size anchor points failed to meet the required standards. 

• Lack of Basic Equipment and Technologies (ADAS): The SUV does not offer lateral head protection (curtain airbags) as a standard feature, nor does it include load limiters for rear seatbelts or any form of semi-autonomous driving assistance, such as autonomous emergency braking or blind-spot detection.

Latin NCAP Secretary General Alejandro Furas and President Stephan Brodziak described the result as "terrible" and an "affront to consumers in Latin America," calling for urgent action from Chery and stricter oversight from local governments regarding vehicle safety labeling.

 

by Autonews

 

AUTONEWS

Electric trucks: Reliable on the road and profitable as energy storage

Electric trucks could help freight carriers reduce energy costs and ease financial pressures: Their batteries can also serve as energy storage for the depot or the public grid. As the SPIRIT-E research project comes to a close, a consortium led by the Technical University of Munich (TUM) demonstrates how the vehicles can be integrated into the energy system and what conditions must be met for their economically viable operation.

In a test environment, the project partners simulated how the vehicles could charge when electricity prices are low and sell electricity back when prices are higher. This could provide freight carriers with an additional source of revenue in the future.

To make this possible, the consortium developed and tested the necessary interfaces between trucks, charging stations, energy management systems, electricity marketers, and grid operators, including a reservation system for charging stations.

Electric trucks supply buildings and other vehicles with electricity...The researchers tested the underlying technology at a freight forwarding company in Regensburg. They used an electric truck with a usable battery capacity of 480 kilowatt-hours. Using a bidirectional DC charging station, the truck fed electricity back at a power output of up to 350 kilowatts.

Three applications were tested: The truck supplied electricity to other vehicles (vehicle-to-vehicle), supported the power supply at the company’s premises (vehicle-to-site), and fed electricity into the public grid (vehicle-to-grid). Communication between the vehicle and the charging infrastructure was based on the international standard ISO 15118-20.

Accompanying research: Reliability first, then economic viability...In addition to the joint project results, the TUM Chair of Automotive Technology conducted accompanying research to determine whether and how freight carriers can reliably operate electric fleets and how the transition can be made economically viable. The research drew, among other sources, on real-world driving data from six German heavy-duty vehicle fleets covering a total of 2.15 million recorded kilometers. The key findings:

-Reserving charging points: If electric trucks can reserve public charging points in advance on long-haul routes, planning reliability improves. Depending on the scenario, the median additional time required compared with diesel trucks falls to around 1 to 4 percent.

-Plan the fleet and depot together: With dedicated charging infrastructure at the depot, a significantly larger share of the fleet can be reliably operated on electricity than with public charging alone. Companies that also include solar power and battery storage in their planning can save 25 to 44 percent more than by converting the trucks alone.

-Rethinking dispatch planning: If route planning takes charging flexibility into account, charging can be deliberately scheduled for periods when electricity is less expensive. Depending on the mix of transportation orders, this reduces the fleet’s total costs.

-Integrate the depot intelligently into the energy system: Smart integration with the power grid and electricity market reduced the total costs of the fleets studied by an average of 1.7 cents per kilometer. With bidirectional charging, the reduction reached 6.1 cents per kilometer.

How freight carriers can reduce their electricity costs...Using the stored electricity at the depot is particularly promising. For example, electric trucks can charge using surplus electricity from a photovoltaic system during the day and supply that electricity again later. This can increase the amount of a company’s electricity demand that it meets from its own generation. The vehicles can also cover short-term spikes in electricity demand, helping to avoid costly peak loads.

The project team estimates that this could reduce energy costs by around 10 percent. For a truck traveling 100,000 kilometers a year, that is equivalent to the energy cost of driving 10,000 kilometers. How much a freight carrier can save depends primarily on annual mileage, vehicle downtime, and electricity prices. Vehicles used for regional transportation and returning regularly to the depot are particularly well suited to this approach.

Challenges to implementation...The project results show that the biggest hurdles now lie less in technical implementation than in grid integration and the economic framework. At many depots, for example, the existing grid connection capacity is insufficient to charge larger fleets of electric trucks. Flexible grid connection agreements, battery storage, or shared charging infrastructure can help overcome these constraints.

There are also currently no uniform standards for marketing the electricity stored in truck batteries. Many providers use proprietary technical solutions that are incompatible with one another. It also remains to be determined how responsibilities and revenues should be divided among freight carriers, vehicle manufacturers, and electricity marketers.

“SPIRIT-E has shown that heavy-duty electric trucks can be much more than just new electricity consumers. Technically, they can be integrated into the energy system as flexible storage systems. The task now is to standardize and scale the solutions that have been tested and turn them into viable business models. This will require researchers, grid operators, industry, the logistics sector, and policymakers to work together,” says Prof. Markus Lienkamp, holder of the Chair of Automotive Technology at the TUM School of Engineering and Design.

The phrase "reliable on the road and profitable as energy storage" captures a major breakthrough in commercial logistics and energy management demonstrated by the SPIRIT-E research project.

Led by the [Technical University of Munich (TUM)] "Electric trucks: Reliable on the road and profitable as energy storage" TUM) in collaboration with industry giants like MAN Truck & Bus, Shell (SBRS), and Fraunhofer IEE, the consortium proved that heavy-duty electric trucks can double as mobile, virtual power plants. Rather than acting as a strain on the electrical grid, idling fleet vehicles can actively generate secondary revenue streams.

The core technology & setup...The project moved beyond pure simulation, executing real-world testing at a freight depot in Regensburg, Germany, with a concrete setup:

• The vehicle: A heavy-duty electric truck equipped with a 480 kWh battery capacity.

• The infrastructure: A high-powered, bidirectional DC charging station delivering an output of up to 350 kW.

• The software: Standardized communications utilizing ISO 15118-20 protocol paired with smart energy management and reservation systems to dynamically sync trucks, grid operators, and electricity marketers.

The three operational use cases...The trial successfully validated three primary bidirectional charging paths, proving that vehicles can reliably return power depending on commercial and grid needs:

1. Vehicle-to-Vehicle (V2V): Directly supplying power from an idle truck's battery to charge another logistics vehicle on-site.

2. Vehicle-to-Site (V2S): Powering the freight depot's buildings and facilities. This allows companies to store low-cost midday solar energy in their trucks and discharge it later to completely avoid expensive grid peak-load fees.

3. Vehicle-to-Grid (V2G): Feeding electricity directly back into the public grid during peak demand windows when power prices surge.

Financial gains: The 10% rule...Smart battery utilization translates directly into massive operation savings for freight carriers:

• 10% energy cost cut: Integrating smart grid arbitrage and peak-shaving lowers overall fleet electricity costs by an estimated 10%.

• The mileage equivalent: For a standard commercial truck averaging 100,000 kilometers a year, a 10% cost reduction essentially equates to saving enough energy to fund 10,000 kilometers of entirely free driving.

The prime candidates for this model are regional distribution fleets that return reliably to a central depot overnight or during fixed shifting breaks, providing highly predictable windows for energy trading.

This dual benefit describes Electric Vehicles (EVs) powered by advanced battery technology (specifically when integrated with Vehicle-to-Grid, or V2G, technology).

Here is why they are both reliable on the road and highly profitable as energy storage units:

1. Why they are reliable on the road...EVs have proven to be exceptionally dependable for daily transport due to their simplified engineering:

• Fewer moving parts: Unlike internal combustion engines with thousands of moving components, electric drivetrains have very few. There are no spark plugs, pistons, valves, or exhaust systems to fail.

• Low maintenance: They eliminate the need for oil changes, fuel filters, or timing belt replacements, significantly reducing the likelihood of mechanical breakdowns.

• Instant performance: Electric motors deliver immediate torque and smooth acceleration, providing consistent performance in various driving conditions.

• Regenerative braking: This system uses the motor to slow the vehicle, saving energy while dramatically reducing wear and tear on the physical brakes.

2. Why they are profitable as energy storage...When parked, an EV is essentially a giant, mobile lithium-ion battery. Through Vehicle-to-Grid (V2G) and smart charging technologies, owners can turn this idle asset into a revenue stream:

• Arbitrage (Buy Low, Sell High): You can program the vehicle to charge at night when electricity demand and prices are at their lowest. During peak afternoon hours—when electricity prices spike—you can sell that stored power back to the utility grid at a premium.

• Grid stabilization services: Utility companies pay EV owners to keep their cars plugged in to help balance the grid. Your battery can quickly absorb excess renewable energy (like solar surges at noon) or discharge power during brief grid shortages, earning you passive income.

• Home backup power (V2H): Instead of selling to the grid, the battery can power your home during peak hours or blackouts. This lowers your monthly utility bill by avoiding expensive peak-rate electricity.

Electric trucks can reduce freight energy costs by around 10% when used as mobile energy storage for depots and the public grid.

Key findings from the SPIRIT-E Project:

• Consortium leadership: A project led by the Technical University of Munich (TUM) demonstrated how electric truck fleets integrate into power grids.

• Battery & power specifications: Tested using an electric truck with a 480 kWh usable battery capacity and a bidirectional DC charging station delivering up to 350 kW of power output.

• Communication standard: Utilized ISO 15118-20 for vehicle-to-grid communication.

Tested applications:

• Vehicle-to-Vehicle (V2V): Supplying electricity directly to other utility or transport vehicles.

• Vehicle-to-Site (V2S): Supporting facility power demands at company premises, covering short-term spikes and avoiding costly peak loads.

• Vehicle-to-Grid (V2G): Feeding stored energy back into the public electricity grid when market prices are high.

Economic impact:

• Cost reduction: Smart energy use can cut a freight carrier's total energy costs by roughly 10%.

• Optimization factors: Financial viability depends heavily on annual mileage, vehicle downtime at the depot, and regional electricity price fluctuations. Regional transport trucks returning regularly to base yield the highest returns

Technical University of Munich (TUM)

 

FORD

Why Ford’s new pickup truck has a bit of Tesla in it?

In 2027, Ford will launch the Fathom, an electric pickup truck—classified in North America as a "mid-size truck"—which is longer and heavier than the pickups sold in Europe. For the vehicle to be a success, it must be affordable; this requires a rapid manufacturing process. Ford has a long-standing tradition with this type of vehicle—after all, the brand has led pickup truck sales in the North American market for over four decades.

To reduce production costs for the Fathom, Ford has turned to a solution that Tesla was the first to adopt and recognize the potential of: "gigacasting." While not invented by Tesla, this technology was developed by the Italian company Idra, which created the "Gigapress"—a machine capable of producing large, complex parts through a process that combines forging and stamping.

Ford intends to market the Fathom at a starting price of $28,000 (approximately €25,000). This level of affordability is only possible thanks to gigacasting, which allows the entire front section of the chassis to be cast as a single piece of aluminum. Previously, this area would have required 146 separate parts that had to be welded together—a process that wasted both time and money. Not content with the cost savings achieved on the front chassis, Ford has applied the same approach to the entire rear section. As a result, the Fathom will likely be faster to manufacture than even the smallest vehicle in the American brand’s lineup.

The Gigapress technology will not be limited to the Fathom; it will be used for all new electric models built on Ford’s dedicated battery-electric vehicle architecture, the "Universal EV Platform." The manufacturing process involves heating ingots of an aluminum-based alloy—up to 700ºC, according to Ford—and then injecting the material into a mold; this is similar to the method used to produce pistons and forged wheels.

The innovation introduced by Idra begins when the massive press—from which the equipment gets its name—comes into play. It is capable of exerting immense pressure, allowing for the casting of large, highly complex parts in a single "stroke." Ford has not disclosed the pressure used in its Gigapresses; however, Tesla initially employed a force of 6,000 tons for the Model Y—three times that of a conventional press used for stamping steel sheets—and later received its first 9,000-ton Gigapress, designed to produce the entire platform for the Cybertruck in a single "stroke."

Though the Ford F-150 Lightning represented a great first attempt at building an all-electric pickup from the Blue Oval, the project was ultimately a failure and our 2023 Truck of the Year has already been discontinued.

However, Ford has shown that it’s also very good and designing and developing small pickups. The successful Ford Maverick, a compact that won our 2026 Truck of the Year award, offers the right blend of utility and value.

Now, the automaker attempts to combine renewed electric vehicle development with its small truck competency in the form of the 2028 Ford Fathom.

That’s we’re expecting Ford to call the new model, based on a patent it filed on August 5, 2025. Whether or not the Fathom name has enough cachet to make the new EV a success remains unknown, but we see the logic in calling back to a prior-generation car with a pickup bed.

Though the Fathom has a pickup bed, it should have car-like handling due to its “skateboard” chassis, with LFP batteries slung below the floor. Ford is expected to aim for as much range as possible, so even though there are likely to be single- and dual-motor variants of the Ranchero, we suspect the motors will be tuned for a balance of hauling capability and frugality, rather than acceleration.

Beyond aerodynamic packaging, the Fathom is also designed to comfortably carry passengers in both rows. Ford says the electric truck will have more space for people inside the cabin than the RAV4, which bodes well for the miniaturized pickup.

Ford Fathom midsize EV pickup spotted testing in Arizona (image above)

As far as tech and safety equipment, we suspect Ford will look to match the Maverick’s value by going slightly beyond the basics. That should give it a leg up over the Slate Truck, which is as stripped down as a modern vehicle comes.

Until the 2028 Ford Fathom is revealed, we can only speculate, but Ford has the opportunity to pull off a big win if it nails the execution on this small pickup.

Multiple battery pack sizes will be available for the 2028 Ford Fathom, according to the automaker. The lithium iron phosphate (LFP) batteries don’t have the same energy density as nickel manganese cobalt batteries, but they are not as expensive.

That should help keep the Fathom’s price down. Ford says these LFP batteries are well-suited to the Ranchero’s purpose, however, as the small truck’s duty cycle emphasizes efficiency above all else.

Ford hasn’t spoken to the active safety technology that will be offered on the 2028 Fathom, but we can surmise what kind of equipment it will have based on the similarly priced Maverick. That will probably include the Ford Co-Pilot360 suite, which bundles emergency braking, automatic high-beams, and lane-departure warning.

Other equipment could include lane centering and adaptive cruise control. Ford’s BlueCruise hands-free driving technology is another possible feature that could make its way to the 2028 Fathom.

Cab and box configurations...At debut, it appears the 2028 Ford Fathom will arrive with just one body style configuration. A crew cab with four doors will be paired with a short bed, likely measuring around four feet.

Every Maverick has a 54.4-inch-long bed with 53.3-inch width, plus a multi-position tailgate and at least six tie-down points for versatile cargo management. We would bet on Ford using these figures as the benchmark for the 2028 Fathom’s box.

Towing and payload...Ford has yet to detail the Fathom’s towing and payload specifications, but we can look to the Maverick yet again to set our expectations. The compact Maverick can tow up to 2,000 pounds with either its gas-only or hybrid powertrains. It can double that figure with the 4K Tow package and AWD.

As for payload, most Maverick models can haul 1,500 pounds, though that number falls to 1,140 for Tremor variants.

Ford has announced that the Fathom will start at $29,945 ($28,350 plus a $1,595 destination fee) with a standard-range lithium-ion phosphate battery of as-yet unknown size. Ford has confirmed a higher-capacity battery will be available for extra cost, as will an optional all-wheel-drive upgrade over the base model’s standard rear-wheel drive.

With higher-capacity batteries and dual-motor all-wheel drive, expect that sum to rise to around $45,000 when fully equipped. That’s a similar pricing model to the Ford Maverick’s, which begins just under $30,000 and caps out at a starting price under $44,000 for the off-road Tremor variant.

by: Autonews

 

AUTONEWS

How cities can make room for robotaxis

Driverless taxis are moving from pilot projects to real-world deployment. Researchers at EPFL are studying what cities must do it they want to integrate robotaxis without increasing congestion or weakening public transport.

Switzerland recently launched its first driverless taxi service in Furttal, near Zurich. As the so-called robotaxi services become a reality, researchers are increasingly focusing not just on their technical feasibility, but on how large fleets of autonomous vehicles can be integrated into transport systems, while also extending mobility options to currently underserved rural regions.

Kenan Zhang, professor at the EPFL Laboratory for Human-Oriented Mobility Eco-System (HOMES), studies how robotaxis can be integrated into transportation networks. She analyzes many factors, from fleet allocation to parking placement and social reception. “Robotaxis are technically feasible, but their future depends much more on regulation, public acceptance, economics, and integration with cities and public transport systems,” says Zhang.

In a series of studies published in Transportation Research, Zhang and her team present artificial intelligence methods that are able to coordinate large fleets of autonomous vehicles and optimize where those vehicles wait and park when not carrying passengers. The findings suggest that future robotaxi networks could be coordinated in ways that reduce waiting times, improve vehicle utilization, and expand service availability, including areas that are traditionally underserved by on-demand transport.

Serving remote areas...Certainly, taxi drivers naturally circulate around busy areas such as urban centers, airports, and train stations, leaving suburban and less densely populated areas with fewer transport options. A fleet of autonomous vehicles, on the other hand, could tackle this limitation by dispatching vehicles strategically, helping maintain service in suburban areas.

To this end, cities may need to coordinate thousands of autonomous vehicles, ensuring that enough vehicles are available where passengers need them. To study a centrally coordinated fleet management, Zhang and her colleagues developed reinforcement learning algorithms using real-world data from the city of Shenzhen, in China. In this centralized approach, rather than allowing each vehicle to make independent decisions, the system continuously redistributes vehicles across the city according to anticipated demand, helping maintain service quality and ensuring availability in neighborhoods that are often overlooked by conventional ride-hailing operators, such as Uber.

However, robotaxis could solve one urban headache while creating another. “As autonomous vehicles reduce the need for traditional parking, they may also spend more time circulating on the streets while waiting for passengers,” says Zhang. To address this issue, she suggests the introduction of new regulations, such as limiting driverless vehicles without passengers, charging fees for unnecessary circulation, or creating dedicated waiting areas.

Complementing public transport...Even if the technology is ready, one of the key factors for its successful deployment will depend on whether autonomous transport can complement, rather than undermine, sustainable mobility systems. In such a system, autonomous vehicles would become one component of a broader transport ecosystem, extending the reach of public transport instead of drawing passengers away from it.

However, the long-term cost of large-scale robotaxi services remains uncertain. If robotaxis become cheaper, more people may be willing to use them, increasing both their potential benefits and the risk of competition with public transport. “That would not be a good thing, because public transportation will always be more efficient in transporting travelers with limited vehicle space, road capacity, and energy consumption,” says Zhang.

Switzerland represents a particular case when it comes to adopting autonomous taxi services. The country already has a high-quality public transport network with extensive coverage across most urban areas. These factors can limit the demand for robotaxis, in particular in the city centres.

A cascading effect...“Considering all these technical and economical dimensions, at the beginning adoption of autonomous taxis will not be evenly spread,” believes Zhang. Major cities in countries such as the United States and China could undergo widespread deployment within the next decade. Then autonomous driving and robotaxis might benefit from a cascading adoption effect. “Once a city demonstrates that robotaxis can operate safely and efficiently, other cities with similar transport needs are likely to follow,” concludes Zhang.

The next challenge researchers need to address is ensuring that the computational models developed remain effective when deployed in real cities, where travel demand, infrastructure, and human behavior are far more complex than in simulations.

AV readiness is more than permitting...A city’s responsibilities do not disappear when vehicle regulation sits at the state or national level.

Cities still manage streets, traffic operations, emergency response, construction zones, special events, curbs, transit interfaces and much of the information needed to operate safely in a complex urban environment.

Austin therefore engages with AV operators on practical issues that directly affect operations.

One priority is first-responder preparedness.

Rather than having firefighters or police encounter an unfamiliar automated vehicle for the first time during an emergency, Austin organizes training where responders can see the vehicles, access them and understand how they should interact with them.

This seems operational, but it is also a governance principle: prepare institutions before deployment scales.

Digital information matters — but basic infrastructure still matters too...Automated vehicles depend on sophisticated sensing and mapping. Yet urban environments change constantly.

Roadworks appear. A street closes for an event. Emergency responders redirect traffic. A police officer gives instructions that conflict with a traffic signal.

Cities therefore have an important role as information providers.

Austin shares information on road closures, events and other changes in the right-of-way and is progressively improving how this information can be communicated digitally.

At the same time, the city’s experience provides an important reminder: preparing for AVs does not necessarily mean installing expensive AV-specific infrastructure everywhere.

Clear striping, understandable signs, well-designed intersections and visible restrictions help automated vehicles — but they also help human drivers, cyclists and pedestrians.

Investment in a clearer and safer right-of-way can therefore create benefits regardless of how quickly vehicle automation develops.

Robotaxis also change the curb...Pickup and drop-off is emerging as another important interface between cities and automated mobility.

When an AV repeatedly stops in an inappropriate location, the immediate issue may be vehicle behavior. But repeated conflicts may also reveal a deeper infrastructure problem: people are trying to access a destination for which the city has not provided an appropriate pickup or drop-off space.

That transforms an operational complaint into planning information.

As ride-hailing and robotaxis increase demand for short-duration curb access, cities may need to reconsider how much curb space is allocated to parking compared with passenger loading, deliveries, cycling infrastructure and other uses.

The arrival of automated vehicles therefore reinforces a trend that was already underway: the curb is becoming active mobility infrastructure rather than simply a place to store vehicles.

Incident reporting can support continuous improvement...Austin has also developed a public dashboard for autonomous vehicle incidents reported by residents, first responders and city staff.

Importantly, the objective is not simply to count incidents. Repeated reports can help determine whether a problem originates with vehicle behavior, infrastructure, temporary traffic control or another part of the transportation system.

That information can then be discussed with AV companies — and can also trigger changes on the city side.

This creates something cities will increasingly need as automated mobility scales: a structured feedback loop between technology providers, public agencies and road users.

Cities should define their expectations now...One of the most important lessons from Austin is therefore that cities do not need to wait for comprehensive AV regulatory authority before preparing.

They can already identify what they expect from operators.

They can prepare first responders.

They can improve road and curb infrastructure.

They can establish channels for incident reporting and learning.

They can determine what operational data would be useful.

And they can start asking how automated mobility should support existing public objectives — from Vision Zero and accessibility to transit integration and efficient use of public space.

The infrastructure decisions cities make today will remain long after today’s generation of autonomous vehicles has changed.

AV readiness should therefore not be about redesigning a city around a particular technology.

It should be about building a transportation system capable of accommodating new technologies while continuing to serve the public interest.

Cities can make room for robotaxis by implementing strategic urban planning, proactive regulatory frameworks, and infrastructural adjustments. Instead of letting autonomous vehicle (AV) companies dictate street design, cities can actively manage how robotaxis integrate into the existing transport ecosystem to prevent gridlock and complement public transit.

Here are the key strategies cities are using to make room for robotaxis safely and efficiently:

1. Smart curb management & dedicated hubs: To prevent robotaxis from blocking traffic during pickups and drop-offs, cities must rethink curb space.

• Designated pickup/drop-off points: Moving away from door-to-door service by establishing fixed, off-street pickup zones reduces sudden stops on busy roads.

• Dedicated waiting areas: Creating geofenced staging lots for empty robotaxis ensures they don't constantly idle or circle public streets while waiting for the next fare.

2. Upgrading digital and physical infrastructure...While AV companies train vehicles to navigate existing roads, physical and digital optimizations dramatically increase safety and efficiency.

• Enhanced lane visibility: Maintaining high-contrast lane markings and clear, standardized road signage helps vehicle cameras interpret the environment flawlessly.

• Live data sharing: Cities can feed real-time data regarding sudden road closures, construction zones, and special-event traffic directly to AV operators.

• Anti-degradation tech: Addressing "urban canyons" by mapping satellite signal degradation between skyscrapers helps maintain precise vehicle localization.

3. Reclaiming redundant parking space...As private car ownership drops and automated fleets use less stationary parking, massive amounts of urban real estate open up.

• Expanding active mobility: Cities can systematically convert redundant street parking into wider sidewalks, protected bike lanes, and green infrastructure.

• Low-traffic neighborhoods: Designating specific zones or school districts where robotaxis are strictly slowed down or entirely excluded prioritizes pedestrian safety.

4. Directing traffic with pricing and regulations...Without dynamic regulatory boundaries, cheap autonomous rides risk overwhelming roads and undercutting mass transit.

• Congestion and "empty mile" fees: Taxing operators for vehicles circulating without passengers discourages constant cruising.

• Prioritizing shared rides: Implementing road-pricing structures that favor pooled or high-occupancy AVs over single-passenger "driverless taxis" maximizes road capacity.

5. Integrating with public transit...The most successful integrations position robotaxis as a "first-mile, last-mile" extension of mass transit, rather than a competitor.

• Transit partnerships: Setting up service agreements where transit agencies dictate service boundaries, implement fare caps, and manage bookings within a unified public transit app (similar to pilots in Oslo and Dallas).

• Suburban coverage: Incentivizing fleets to service low-density outer suburbs helps connect isolated riders to central train or bus terminals

 

AUTONEWS

How Porsche increased profits despite a 16% drop in sales

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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