YAMAHA

XSR900 GP pays tribute to one of the great Grand Prix drivers—and one of the most iconic of the 1980s

With a look that evokes the YZR500 ridden to victory by iconic Yamaha riders in the 1980s and 1990s, the XSR900 GP celebrates Yamaha's racing pedigree like never before. The front fairing and seat hump—inspired by the YZR Grand Prix machine—evoke memories of the Golden Era of Grand Prix racing, serving as a true tribute to some of the most iconic race bikes from Yamaha's past.

Don't be fooled by the retro styling: beneath the fairing lies Yamaha's latest cutting-edge technology, resulting in a truly fantastic machine that proves its worth every time you twist the throttle. State-of-the-art braking and suspension components enhance the ride, while integrated riding modes and a comprehensive electronics package raise the bar even higher.

The XSR900 GP features an upper fairing reminiscent of the 1980s Golden Era of Grand Prix racing. This fairing, combined with handguards, not only captures the spirit of the original YZR500 but also improves aerodynamics, boosting top speed and acceleration. Additionally, a color-matched seat cover completes the sporty look with a squared-off, 1980s-style tail section.

A 5-inch color TFT display sits within the retro-style cockpit. You can choose from four display themes to suit various riding experiences, including an analog-style tachometer inspired by vintage race bikes. For an enhanced riding experience, smartphone connectivity comes standard on the XSR900 GP, allowing you to stay connected while you ride by linking your phone to the bike via the free MyRide app. High-quality, fully adjustable KYB front and rear suspension... True to the philosophy of blending retro style with modern technology, the XSR900 GP features fully adjustable KYB upside-down front forks and an adjustable progressive rear suspension, both optimized to enhance handling and suit a sporty riding style.

To deliver a sporty riding experience that matches its race-inspired aesthetics, the XSR900 GP is equipped with clip-on handlebars mounted above the top triple clamp. This positions the rider further forward, increasing front-end load to provide the precise handling feel expected of a race-inspired machine, while maintaining enough comfort for road touring.

Cruise Control, third-generation Quick Shift System (QSS), and A&S clutch...Enjoy an advanced riding experience featuring Yamaha’s latest technology, including the third-generation Quick Shift System (QSS) that allows for clutchless upshifts and downshifts. Cruise Control comes as standard equipment—activated via an intuitive switch to simplify long-distance riding—while the A&S (Assist & Slipper) clutch ensures greater stability during sporty riding.

Sophisticated, high-torque 890cc CP3 EU5+ engine...The high-torque 890cc CP3 engine, combined with the lightweight and agile Deltabox-style chassis, is perfectly suited to the XSR900 GP’s sportier riding position. The acoustic harmony of the three-cylinder engine’s roar amplifies the sensation of acceleration every time you twist the throttle, delivering the sportiest riding experience in the CP3 lineup.

After transporting us back to the mid-90s with the XSR900 decked out in the colors of the iconic YZF750R—click here to learn more and view all the photos—Yamaha surprises us with another tribute to a legend of the Japanese brand. This time, however, the legend isn't a motorcycle, but a rider. For 2027, the XSR900 GP will be available in the "Legend Blue" color option, a tribute to Christian Sarron.

The former French rider, born in 1955, shares a deep connection with Yamaha’s Grand Prix racing program.

Christian Sarron won the 250cc title in 1984 riding a TZ250 before moving up to the 500cc class, where he finished third twice (1985 and 1989) on the YZR500. He later retired from Grand Prix racing and competed alongside his brother Dominique Sarron and Yasutomo Nagai on a YZF750R in the Bol d’Or endurance race.

For 2027, the XSR900 GP pays homage to one of the greatest and most iconic Grand Prix riders of the 1980s. To do so, Yamaha created a new color scheme called "Legend Blue," reminiscent of the Sonauto Yamaha livery with which Sarron won the championship. This bold design helped make that livery truly legendary and influenced the modern styling of the XSR900 GP.

The iconic blue livery is complemented by light-blue color blocks on the side fairings and fuel tank, flanked by eye-catching yellow stripes. Competition-style number plates—on both the front fairing and the rear seat cover—complete the look of this neo-retro sports bike, which is powered by the popular CP3 three-cylinder engine.

The XSR900 GP will be available next year in the new Legend Blue color, alongside the established Legend Yellow. The retail price in Portugal starts at €13,990.

by Autonews

TECH

New platform tackles critical material risks in electric motors

Electric motors sit at the heart of modern industrial civilization. They propel hybrid and electric vehicles down highways, drive the pumps and compressors of manufacturing plants, spin the fans and compressors inside household appliances, and underpin the energy infrastructure that keeps grids stable. Yet the technologies that make these machines possible depend on a narrow set of critical materials, most notably copper for windings and conductors and rare earth elements for the permanent magnets that give many motor designs their exceptional power density. As demand for electrification accelerates worldwide, the supply chains that deliver these materials have come under intensifying pressure from geopolitical tension, trade restrictions, price volatility and concentrated production in a handful of countries. For manufacturers, the question of which motor technology to invest in has never been more consequential, or more difficult to answer with confidence.

Researchers at the Department of Energy’s Oak Ridge National Laboratory have developed a response to this dilemma. The platform, called Motor Decide, is described by its creators as a Super Intelligence, or SI, driven decision-support tool that helps manufacturers evaluate competing electric motor technologies before market conditions shift against them. Rather than telling a company which motor to build, the system models how different motor options would perform across a range of future scenarios, weighing performance characteristics against critical material availability, supply chain stability, technology maturity and long-term resilience to changing market conditions. The goal is to move technology selection away from instinct and toward structured, data-driven analysis.

“Many companies make technology decisions based largely on market momentum or competitor activity,” said ORNL’s Praveen Kumar, lead researcher on the project. “We wanted to create a tool that helps organizations make more informed, data-driven decisions for the long term.” The distinction matters because motor technology choices lock in material demand for years or decades. A manufacturer that commits to a permanent magnet motor design today is implicitly committing to a continued supply of rare earth elements, and if those supplies tighten or prices spike, the entire product line can become economically vulnerable. Motor Decide is designed to surface those hidden dependencies before the commitment is made.

The platform does not design motors directly. Instead, it analyzes which motor technology may be the best fit for a specific application under changing market and supply chain conditions. A manufacturer, for example, could use the tool to compare several motor technologies for an electric system and determine which option would remain the most reliable and cost-effective path to production if material prices spiked or supplies became strained. This scenario-based framing is what separates the tool from conventional comparison exercises, which typically evaluate motors under a single set of assumptions about cost and availability that may be obsolete by the time a product reaches the market.

Under the hood, Motor Decide combines SI-driven analysis, advanced modeling and large-scale scenario analysis to evaluate how motor technologies could perform under fluctuating material costs and supply chain disruptions. Researchers can model what happens if copper prices increase sharply, or if a newer motor technology becomes commercially viable years from now. The output is a ranked set of motor technology options accompanied by insights into cost, performance, critical material use, manufacturability and long-term risk. By quantifying these dimensions together, the platform gives decision-makers a structured view of tradeoffs that would otherwise be scattered across procurement data, engineering assessments and market forecasts.

As manufacturers face growing uncertainty tied to critical material shortages and global supply chain disruptions, the Department of Energy’s (DOE) Oak Ridge National Laboratory (ORNL) researchers have developed a Super Intelligence (SI)-driven platform to help companies evaluate electric motor technologies before market conditions shift.

Called Motor Decide, the platform evaluates motor technologies using factors such as performance, critical material availability, supply chain stability, technology maturity and long-term resilience.

Critical materials such as copper and rare earth magnets are essential components in the electric motors that power transportation, manufacturing systems and energy infrastructure. As industries work to reduce dependence on vulnerable supply chains and manage rising geopolitical and market uncertainty, selecting the right motor technology has become increasingly complex.

“Many companies make technology decisions based largely on market momentum or competitor activity,” said ORNL’s Praveen Kumar, lead researcher on the project. “We wanted to create a tool that helps organizations make more informed, data-driven decisions for the long term.”

SI modeling prepares manufacturers for supply chain uncertainty...Electric motors power a wide range or technologies, from hybrid or electric vehicles, to industrial systems and household appliances. Many depend on critical minerals such as copper and rare earth elements that face growing supply chain pressures. Motor Decide was created to help companies consider possible alternatives.

Rather than designing a motor directly, Motor Decide analyzes which motor technology may be the best fit for a specific application under changing market and supply chain conditions. A manufacturer, for example, could use the tool to compare several motor technologies for an electric system and determine which option would remain the most reliable and cost-effective path to production if material prices spike or supplies become strained.

The system combines SI, advanced modeling and large-scale scenario analysis to evaluate how motor technologies could perform under fluctuating material costs and supply chain disruptions. Researchers can model what happens if copper prices increase sharply or if a newer technology becomes commercially viable years from now. The result is a ranked set of motor technology options with insights into cost, performance, critical material use, manufacturability and long-term risk.

“We define the operating environment in which the decision is being made,” Kumar said. “That includes procurement sources, manufacturing readiness, technology maturity and application requirements. Then we test how those factors change under different scenarios.”

The platform also accounts for how organizations make decisions, helping users evaluate tradeoffs and quantify risk when comparing emerging technologies. “People ultimately own the decision,” Kumar said. “We are trying to quantify uncertainty and incorporate it into the decision-making process.”

ORNL researcher Praveen Kumar developed Motor Decide, an SI-based platform that helps manufacturers evaluate electric motor technologies by modeling performance, material availability and supply chain factors. Credit: Alonda Hines/ORNL, U.S. Dept. of Energy

NTRC expertise supports next-generation motor innovation...The project builds on decades of motor, power electronics and transportation research conducted at the National Transportation Research Center, DOE’s only user facility dedicated to transportation research and a hub for advanced mobility innovation. At NTRC, ORNL researchers work with industry partners to advance next-generation mobility and manufacturing technologies.  

“We are combining motor research expertise with SI-driven analysis in a way that can help industry make smarter, more resilient technology decisions,” said Kumar. Researchers envision the tool helping manufacturers reduce dependence on vulnerable supply chains while planning future products more strategically.

From SI-guided technology selection to motor design...Motor Decide is also designed to work alongside another ORNL-developed platform, Motor AI, which uses SI-assisted engineering tools to accelerate detailed motor design. While Motor Decide helps identify the best motor technology pathway, Motor AI performs the detailed motor design work needed to bring those concepts to life.

Once a company selects a preferred motor approach, researchers can transition the results into Motor AI to generate detailed design configurations and engineering specifications. Together, the tools could help accelerate the development of more resilient electric motor systems while reducing the risks associated with critical material shortages, volatile supply chains and rapidly changing global markets.

The effort reflects ORNL’s broader mission to combine super intelligence, advanced manufacturing and energy research to help strengthen U.S. competitiveness and industrial resilience. Researchers are continuing to evaluate and expand the platform’s capabilities for future applications.

The project was funded by DOE’s Office of Critical Minerals and Energy Innovation’s Transportation Technologies Office.

UT-Battelle manages ORNL for the Department of Energy’s Office of Science, the single largest supporter of basic research in the physical sciences in the United States. The Office of Science is working to address some of the most pressing challenges of our time. For more information, please visit energy.gov/science.

Oak Ridge National Laboratory

 

AUTONEWS

These car noises could signal a costly breakdown: Here’s what you shouldn't ignore

Every car makes noise, but not all noises are normal. Some sounds are harmless, while others are warning signs that your vehicle needs immediate attention. Ignoring strange car noises can lead to costly repairs, mechanical failure, or a breakdown on the side of the road.

When your car is making weird noises, the best thing you can do is listen carefully, identify where the sound is coming from, and get it checked by a professional mechanic before it becomes a bigger problem. Below, we cover the most common car noises when driving, what they mean, and why you should never ignore them.

A car often starts signaling a fault long before a warning light appears on the dashboard. Unusual engine noises, creaking when turning, knocking sounds when driving over bumps, or a humming noise that grows louder while driving can be the first signs that something is wrong. That is why it is important to pay attention to changes; a timely reaction can prevent a serious breakdown and an expensive repair.

The challenge is that the same sound could stem from a completely harmless cause or indicate a fault requiring repairs costing thousands of euros. Therefore, unusual noises should not be ignored, especially if they appear suddenly or become increasingly pronounced, reports Autonews.

Squealing or chirping noises...If you are wondering, “Why is my car making squeaking noises?”, it could be one of several issues. The most common cause is worn or loose drive belts, which control the alternator, power steering, and air conditioning. When these belts wear down, they can slip on the pulleys, creating a sharp squealing noise, especially when you start the engine or accelerate.

You might also hear squeaking noises from your brakes. Car noises when braking often indicate worn brake pads or warped rotors. This is not something to delay, as worn brakes can affect stopping distance and safety.

If you hear squealing from under the bonnet or while driving, book a mechanical inspection immediately. Replacing belts and brake pads early prevents much more expensive damage later.

Grinding or rattling sounds...A grinding noise can send a shiver down any driver’s spine, and for good reason. Grinding car noises often signal serious mechanical wear. If you hear grinding when you brake, it usually means the brake pads are completely worn down, and metal is scraping against metal. This can quickly destroy your rotors and compromise braking power.

Rattling, on the other hand, can come from loose parts in the exhaust system, suspension, or undercarriage. Over time, bolts and heat shields can vibrate loose, leading to consistent rattling noises when driving over bumps.

Both grinding and rattling noises should be inspected urgently. Ignoring them could turn a small repair into a full replacement job and leave you stranded needing emergency towing.

Hissing or popping noises...Hissing noises usually indicate something is leaking or overheating. You might hear a hiss after shutting off your engine, which can be a sign of coolant or oil escaping onto hot engine components. If left unchecked, this can lead to overheating and engine damage.

A popping or crackling sound coming from your exhaust system may point to unburnt fuel igniting in the tailpipe. Many drivers ask, “Why is my car making crackling noises?”, and often it is due to exhaust leaks, misfiring spark plugs, or a failing catalytic converter.

If you notice these car exhaust noises, have a professional inspect your exhaust system immediately. A damaged exhaust not only affects performance but can also increase harmful emissions and fuel consumption.

Metallic knocking from the engine...One sound that should never be ignored is a deep, metallic knocking from the engine that varies with engine speed (RPM). Such a sound may indicate worn crankshaft bearings or other internal engine components. Continuing to drive can lead to serious damage or even total engine failure.

A different type of problem can be identified by a metallic rattling sound when starting a cold engine.

In cars with a timing chain, this noise may indicate a worn chain, tensioner, or guides. If the rattling lasts longer or persists even after the engine has warmed up, you should not delay a visit to the mechanic. Whistling doesn't always mean a turbo problem.

A whistling sound that gets louder when accelerating often raises suspicions of a turbo failure. Damaged turbocharger bearings can indeed produce a distinctive whistle, sometimes resembling a siren.

However, the cause could also be a cracked air intake hose, a faulty connection, or another issue within the pressurized air intake system.

If the whistling is accompanied by a loss of power, exhaust smoke, or increased oil consumption, there is a higher probability that the problem is serious.

A humming sound that intensifies with speed...A deep humming or whining sound that grows louder as the car accelerates often indicates a worn wheel bearing. Characteristically, the sound may change when turning, as the load shifts from one side of the car to the other. However, unevenly worn tires can also produce similar sounds.

If the noise changes based on vehicle speed rather than engine RPM, you should check the wheels, tires, bearings, and drivetrain.

In all-wheel-drive vehicles, a whining sound coming from the middle or rear of the vehicle could indicate a problem with the differential or the transfer case.

A clicking or popping sound when turning...A rhythmic clicking or popping sound during sharp turns—especially when applying slight throttle—is often a sign of a worn constant-velocity (CV) joint. This problem most commonly occurs in front-wheel-drive cars. If the fault is detected early, replacing the joint or the half-shaft is usually sufficient.

However, ignoring the problem can lead to total joint failure and a loss of power transmission to the wheel, rendering the car immobile.

Squeaking and scraping during braking...A high-pitched squeak during braking can be caused by worn brake pads, but also by moisture or surface corrosion.

A much more serious sign is a harsh metallic scraping sound. This may indicate that the brake pads are so worn that their metal backing is already scraping against the brake disc. In such a case, a relatively inexpensive pad replacement can turn into a much costlier repair that also requires replacing the discs.

If the car also vibrates during braking or pulls to one side, the braking system should be inspected as soon as possible.

Clunking sounds when driving over potholes...Dull thuds when driving over bumps can have various causes. The problem could lie with the stabilizer links, rubber bushings, ball joints, shock absorbers, or their mounts. Although some of these parts are not particularly expensive, neglecting the issue can impair the car's handling and accelerate wear on other components.

Particular attention should be paid to clunking sounds that occur during turning or braking, as they may indicate problems with components that affect wheel alignment.

Belt squealing is not always harmless...A brief squeal from the belt after starting a cold engine can be caused by wear or an issue with the tensioner. However, continuous squealing can also indicate a fault with the alternator, the air conditioning compressor, or one of the pulleys. If the belt snaps, the consequences depend on the engine design.

In the best-case scenario, the car might simply lose battery charging or air conditioning functionality, whereas with certain engines, the damage can lead to much more serious problems.

Recognizing the change is key...While sounds can serve as a useful warning, no serious mechanic would make a definitive diagnosis based solely on what they hear.

Different faults can produce similar sounds, and it is not always easy to pinpoint the exact source of the noise while driving. That is why it is crucial to be familiar with your car's normal sounds and to take action when something unusual occurs.

Metallic clunking, a continuous whine, scraping, or whistling accompanied by a loss of power are reasons to have the car inspected as soon as possible. A timely response can make a huge difference between a relatively simple repair and a breakdown that could cost the owner several thousand euros.

Strange noises coming from your car are often early warning signs of a worn-out part; if ignored, they can turn a simple repair into a costly breakdown.

Key noises and the risk of high repair costs:

• Squealing or metallic sound when braking: Indicates worn brake pads. If you keep driving, the metal scrapes against the disc, destroying the rotors and requiring a replacement of the entire braking system.

• Creaking or squealing from the engine (belts): Points to dried-out or loose accessory belts (such as the alternator belt). If a belt snaps, it can cause the engine to overheat or cut off power steering, leading to severe engine damage.

• Popping or clicking sound when turning the steering wheel: Signals a failure in the CV (constant velocity) joint or axle. If it breaks completely while the car is moving, you lose traction and damage other suspension components.

• Metallic knocking or clicking from the engine (ticking or "pinging"): Usually associated with low oil levels or lubrication failure in the valves and lifters. Without oil, metal-on-metal friction can fuse internal engine parts together, requiring an engine rebuild or complete block replacement.

• Low-pitched rumbling or roaring from the wheels: Indicates a worn wheel bearing. If the bearing seizes while driving, there is a risk of losing control or the wheel detaching.

YAMAHA

Yamaha reveal new 2027 XSR900 colourway inspired by pink YZF750R

With excellent handling on any type of road, the XSR900 feels right at home on long straights and the winding roads every rider dreams of. Equipped with a modern suite of electronic systems, it offers the rider exceptional control in any situation. Thanks to the sporty Quick Shift System (QSS) and cruise control, you can ride exactly how you want on this powerful 3-cylinder machine.

Yamaha have revealed a spectacular new colour option for the 2027 XSR900, with new graphics inspired by the pink Yamaha YZF750R of the mid-1990s.

The retro-styled naked triple keeps its existing 890cc CP3 triple engine and mechanical package unchanged for 2027, with the update focused entirely on styling.

The new scheme uses a silver chassis set against a white base, paired with pink accents and blue detailing on the tank and side panels – a direct homage to the pink-liveried YZF750R that Yamaha say “inspired a generation of riders” at the time.

The XSR900 will be offered in two colours for 2027: this new livery, badged Neon White, alongside the existing Midnight Black option. Yamaha have not yet confirmed UK pricing or availability.

Beneath the new paint, the XSR900 remains mechanically identical to the current model. That means the same 890cc liquid-cooled CP3 triple, a lightweight aluminium Deltabox-style frame, KYB suspension, radial-mount brakes and a six-axis IMU-based electronics package with multiple ride modes, traction control, slide control, lift control and a quickshifter.

Autonews own review of the current XSR900 praised it as “very hard to fault” as a road bike, awarding it 4 out of 5 stars; it’s currently priced from £11,104 in the UK, making 118bhp from its CP3 engine.

Chassis and handling...The XSR900 features a lightweight Deltabox-style chassis and a long swingarm. This design aims to combine stability with agility. Its sporty foundation is complemented by high-quality suspension and powerful brakes.

Frame: Diamond-type

Front suspension: Telescopic fork

Rear suspension: Link-type suspension with swingarm

Front brakes: Dual 298 mm discs

Rear brake: Single 245 mm disc

Front tire: 120/70 ZR17

Rear tire: 180/55 ZR17

The combination of a lightweight chassis, sporty wheel sizes, and high-quality suspension makes the XSR900 well-suited for a dynamic riding style. At the same time, the model remains focused on versatile road use.

Electronics and rider aids...Although its styling pays homage to Yamaha's heritage, the XSR900 is equipped with modern electronic assistance. Various rider aids help the rider harness the available performance in a controlled manner.

Standard equipment includes integrated riding modes, cruise control, and the Quick Shift System. Additionally, the XSR900 features advanced electronic rider aids and a 5-inch color TFT display with smartphone connectivity.

The dashboard provides the rider with access to key riding information and connected features. This ensures the technology meets modern expectations without compromising the motorcycle's classic character. Design: a modern interpretation of Yamaha's racing heritage

The design of the Yamaha XSR900 is inspired by historic Yamaha racing motorcycles. Classic shapes and colors are combined with modern details and a high-quality finish. The distinctive LED lighting gives the motorcycle a recognizable look.

The riding position has also been designed with versatility in mind. The combination of handlebars, seat, and footrests ensures a flexible and relaxed posture, making the XSR900 suitable not only for spirited rides but also for daily use.

Yamaha XSR900 technical specifications:

Engine displacement: 890 cc

Maximum power: 119 hp at 10,000 rpm

Maximum torque: 93 Nm at 7,000 rpm

Transmission: 6-speed

Fuel tank capacity: 14 liters

Seat height: approx. 810 to 815 mm, depending on published model data

Curb weight: approx. 193 to 196 kg, depending on published model data

Fuel consumption: approx. 5 liters per 100 km

 

Autonews and MotorLand

 

AUTONEWS

From ‘hands-free’ to ‘eyes-off’: how General Motors is simulating its way to autonomous driving

At the General Motors Global Technical Center in Warren, Michigan, in suburban Detroit, hundreds of volunteer, real-world drivers have hopped inside a Cadillac Lyriq electric vehicle or other popular GM models and experienced all sorts of things while in the car: regular roadway driving, driving up and down hills, construction, rain, nearby traffic and other scenarios.

But while the vehicle is real, the world that the drivers are experiencing is not. Instead, they're inside a simulator; a 360-degree, immersive environment where their every eye movement, heart stress, sweating and other reactions are measured against countless driving tests. Here, GM is testing a human driver's response in vehicles just as much as it’s testing the vehicle tech itself.

That simulation is how GM — and other automakers — are testing future iterations of their advanced driver assistance systems. Also called ADAS, this technology so far allows for well-known vehicle features such as automatic emergency braking, blind spot warnings, lane departure warnings, lane-centering assist, surround-view cameras, driver attention monitors and many more.

These features let drivers go “hands-free” at certain times, particularly while on the highway.

Automakers anticipate that these systems will eventually grow so advanced that drivers will be allowed to safely take their hands off the wheel, and their eyes off the road. But the race is not only about the technology itself, but the payoff, which is a big one. Automakers with the best tech will get more consumers to subscribe to those capabilities, making automated driving a lucrative play for the industry.

“Going eyes off is really the turning point where consumers will be more willing to pay for this feature, because when you go eyes off, now you’re really potentially giving the driver back some time, because they don’t have to be paying attention to the road,” said Sam Abuelsamid, vice president of market research at firm Telemetry. “That’s where they see the real value proposition.”

GM says its version will be possible by 2028, when it's launching the next Super Cruise on the Cadillac Escalade IQ luxury electric sport utility vehicle. Others are on their heels.

“2028 is the broad timeline when there’s a whole group of companies that are all targeting launching systems like this that can operate at highway speeds," Abuelsamid added, "on a wider variety of roads than what we see with a lot of the systems today."

GM's tech evolving from ‘hands-free’ to ‘eyes-off’...Since 2017, GM has sold vehicles with Super Cruise, a hands-free, assisted driving system — notably not self-driving — that's available to use on over 630,000 roads in the U.S. and Canada, and more around the world.

“You can take your hands off the wheel and keep your eyes on the roads, but safely enjoy a de-stressed drive on those roads in your normal, everyday commutes,” said Tyson Becker, GM executive director for autonomous vehicle strategy and product.

There are now more than 20 different GM models across its four brands — Cadillac, GMC, Buick and Chevrolet — equipped with the technology. The automaker plans to expand the number of models available with Super Cruise in the coming years with the ultimate goal of launching the next generation of Super Cruise, technology that allows for safe, “eyes-off" driving.

“What we’re talking about is truly a technology that is so safe that it allows you to take your eyes off the road while it’s active, and do other things in the cabin, whether that is looking at your phone, looking at your laptop, taking a meeting, watching a movie,” Becker added.

Simulation is part of what makes that future possible...One of the most challenging aspects of developing autonomous technology is predicting, and getting a vehicle to respond to countless, unexpected scenarios while on the road.

That could mean a dog, deer, or even a child, sprinting onto a road; a detour unforeseen on a navigation app or a suddenly active construction zone. A driver — or in this case, the technology — needs to be able to recognize that the immediate environment has changed, and to respond in a safe way.

That's largely where simulation, combined with data collection and artificial intelligence, comes in.

In GM simulations, drivers of all experience levels take the wheel and face a multitude of computer-generated scenarios on highways or urban landscapes replete with other “humans” and roadway signage.

“We want to really be able to take anything that our customers could experience out on the road,” said Maureen August, senior manager at GM Research & Development.

The ultimate GM challenge for drivers ... Candy Crush...As participants drive in the simulator, GM looks at key data points, like heart rate, stress, where the driver's eyes are going, how long they are looking at one part of the road or another and how they are attending to the road, all from a nearby control room.

One of the best ways to test driver attention these days: inviting drivers to play Candy Crush.

“We found it’s very effective for getting people involved and wanting to get the highest score,” August said. “It’s a great way for us to get you engaged and then have to pull you away from a task.”

After participants drive, they're asked how they felt, how they understood the system, and whether it was intuitive. Other factors GM looks at include comfort, how convenient certain features are to use, whether a driver feels the system is trustworthy and how many seconds are required for a driver to take full control of a moving vehicle.

“We want to make sure that you’re responding effectively and that we’ve given you the alert far enough ahead that you can take over if needed," August said. "But we also want to be sure that if you feel comfortable and the vehicle is capable, that you don’t take over, that you let the vehicle do what it’s capable of doing.”

Other automakers racing to advanced technology...Hands-off technology is being deployed by many automakers today; Ford's BlueCruise is among the more notable examples.

BlueCruise is available in equipped Ford vehicles for use on more than 130,000 miles of certain North American roads.

Tesla lists technology used in its cars as “Full Self-Driving,” but it still requires human oversight.

As for more advanced systems, there aren't any passenger vehicles in production with eyes-off technology now — some tech companies, however, offer autonomous commercial robotaxi services in select cities.

Far smaller rollouts of sophisticated light-duty driving systems from various auto companies have been available in limited markets in recent years, but have been discontinued.

In addition to the technology challenges, there are regulatory hurdles, experts say.

“There isn’t really much in the way of real regulation that governs these systems today,” Telemetry's Abuelsamid said. “And so, the automakers are basically going state by state to get approvals for where they can operate these systems.”

Because of that, he said, “it remains to be seen where GM will be able to offer their eyes off system come 2028.”

Ultimately, automakers are racing toward more advanced tech, not only to make their vehicles more enticing, but also to leverage subscription fees customers will pay to have the technology onboard.

The name of the game, Abuelsamid said, is “to provide enough convenience and safety, the consumers will be willing to pay a recurring fee to use it ... so drivers can do things like watch a video, read a book, text — without having to watch the road all the time.”

“We want to really be able to take anything that our customers could experience out on the road,” said Maureen August, senior manager at GM Research & Development.

 

Autonews

 

TUNNING

The Repco Porsche 911 is powered by a GM V8 engine producing over 1,200 hp.

The Porsche 911 is a sports car icon, prized for its driving dynamics, performance, and superb craftsmanship. It stands out from its rivals thanks to its unique rear-mounted flat-six engine. However, an Australian builder swapped that engine for a twin-turbocharged V8.

This extreme creation, dubbed the "ShowTime Repco 933," is based on the 996-generation Porsche 911 and was built in Gary Reid's workshop; he is an expert in constructing cars for shows and drifting.

The original flat-six engine from the 996 model was removed and replaced with a GM 7.0-liter LSX V8—an engine with more than double the displacement of the original. Reid and his team could have settled for a standard LS engine from GM's lineup, but they chose not to.

Two massive Turbosmart turbochargers are mounted at the front of the engine, while the exhaust system spits flames directly through the engine cover. Fitting this massive engine into the 911 required the team to fabricate a new firewall, a new floor, and a new transmission tunnel. Despite these modifications, the engine still protrudes by several centimeters, necessitating a huge cutout in the engine cover. No standard Porsche 911 transmission can handle the power generated by the twin-turbo V8 engine, so Reid installed an eight-speed transmission from a Bentley and added a sequential shifting mode. All told, this wild Porsche 996 develops over 1,200 hp.

That is not only far more power than any standard 911 model but also exceeds the Porsche 918 Spyder—even with its advanced 4.6-liter plug-in hybrid powertrain—by ​​more than 200 hp. Unlike that hybrid hypercar, however, this 996 sends all its power exclusively to the rear wheels.

The heart of the 933 is a 7.0-liter LSX V8, built by Hi-Torque Performance and fitted with twin Turbosmart turbochargers, running E85 and managed through Haltech electronics. Output lands north of 1,200 horsepower, a figure that makes even the hottest factory 996 look sleepy by comparison. The 996-generation GT2, the most powerful 911 of that era, made 456 horsepower from its twin-turbo flat-six. This build nearly triples that number from an engine configuration and location Porsche never sanctioned.

Inside, the cabin keeps just enough 911 DNA to feel honest about its roots. Recaro racing seats wear Porsche's Pepita checkered fabric, and the dash carries a motorsport-spec steering wheel ahead of a digital cluster. The paint is Sandy Taupe, borrowed from the Toyota Land Cruiser parts bin rather than any Porsche palette, finished with red, black, and blue accents on the turbo intakes, brakes, wheels, and roll cage.

ShowTime brand ambassador Gary Reid laid out the thinking behind the build plainly: "I've always been a Porsche fan, and I love big-horsepower V8s, so the plan was simple: put a twin-turbo LS 427 in the front of a 911 Porsche, build a one-off wide-body kit, take inspiration from builds all over the world, and the result is this: the 933 Twin Turbo."

Repco isn't just a parts-bin sponsor here. The company has real history in motorsport's record books. In 1966, Jack Brabham won the Formula One Drivers' World Championship driving the Repco-Brabham BT19, with Brabham's own team taking the Constructors' title in the same season, the only time a driver has won an F1 championship in a car of his own make, run by his own team. That pedigree gives the 933's badge more weight than a typical tuner crossover.

The modifications go far beyond the powertrain. For instance, an exceptionally powerful cooling system has been installed in the cabin. The interior has also been thoroughly reworked, featuring a custom dashboard that houses a new infotainment screen, an aftermarket digital instrument cluster, and a multifunction Haltech steering wheel with buttons and switches for adjusting various functions and driving modes on the fly.

Additionally, carbon-fiber Recaro seats and a custom transmission tunnel have been installed. The tunnel houses a carbon-fiber sequential gear shifter and a hydraulic handbrake for the rear wheels. This demonstrates that the car was built not just for straight-line speed, but also for drifting.

A custom body kit was also handcrafted for the car. It features widened fenders, a carbon-fiber hood, and a massive rear wing, along with a shark-fin aerodynamic element above the engine cover—inspired by prototypes competing in the 24 Hours of Le Mans. Rounding out the modifications is a set of custom Rotiform wheels, measuring 18 × 9.5 inches at the front and 18 × 10 inches at the rear.

If you strip the Porsche 911 of its most defining characteristic—the rear-mounted boxer engine—what’s left? If Australian customizer Gary Reid has his way, what remains is a monster with a 1,200-hp V8 engine up front. Oh, the heresy!

Dubbed the “ShowTime Repco 933,” this insane creation started life as a standard 996-generation 911—just like any other—before falling into Reid’s hands. The original boxer engine was unceremoniously tossed out to make room for a Chevrolet 7.0-liter LSX V8—more than double the factory displacement. Not content with just the engine size, Gary mounted two massive Turbosmart turbochargers at the front, featuring exhaust outlets that spit fire straight upward. To accommodate the beast, the team had to rebuild the firewall, floor, and transmission tunnel, as well as cut a generous hole in the hood to let the engine breathe.

Keeping the original interior would have made no sense—and wouldn't have been possible anyway—since part of the cooling system had to be installed where the rear seats used to be. While he was at it, Reid built a new dashboard featuring digital gauges, a multimedia system, and a Haltech steering wheel packed with controls to adjust the car's mapping on the fly. Carbon-fiber Recaro seats share the spotlight with a hydraulic handbrake and a sequential shifter, revealing the monster's true calling: going sideways at drift exhibitions.

The look is rounded out by a custom body kit featuring significantly wider fenders, a carbon-fiber hood, and a massive rear wing inspired by Le Mans prototypes. All of this sits on 18-inch Rotiform wheels. Nothing is sacred, really. And that’s just fine!

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BMW

BMW Z8 ALPINA Roadster V8

At the turn of the 21st century, few German automobiles managed to capture as much visual character as the BMW Z8. Directly inspired by the legendary 1950s BMW 507, the roadster designed by Henrik Fisker entered production in 2000 featuring an aluminum body, an aluminum space-frame chassis, and a 4.9-liter V8 engine derived from the BMW M5 E39, mated to a 6-speed manual transmission. As production of the standard Z8 neared its end in 2002, BMW and Alpina created a final, highly exclusive interpretation of the model: the ALPINA Roadster V8, designed to transform the Z8's sporty nature into something closer to a high-luxury grand tourer.

The formula developed in Buchloe was intriguing precisely because it did not aim simply to boost performance. Alpina replaced the 4,941 cc S62 engine with the 4,837 cc F5 V8—based on the M62 architecture and related to the engine used in the Alpina B10 V8 S. Naturally aspirated, the engine produced 381 hp at 5,800 rpm and 520 Nm of torque at 3,800 rpm. Instead of the Z8's 6-speed manual gearbox, the Roadster V8 was fitted with a 5-speed ZF Switch-Tronic/Steptronic automatic transmission, featuring steering-wheel-mounted shift controls. This combination delivered more progressive responses and greater torque availability at low and mid-range RPMs, perfectly aligning with Alpina’s more refined philosophy.

This shift in character extended to the chassis as well. Alpina recalibrated the suspension for a more comfortable, less rigid setup, while the Z8’s stiff-walled run-flat tires were replaced by conventional tires mounted on striking 20-inch Alpina multi-spoke wheels. The goal was not to turn the Z8 into a track car, but to create a roadster capable of covering long distances with greater smoothness. Despite a drop in power compared to the standard Z8’s 400 hp, the Alpina Roadster V8 could accelerate from 0 to 100 km/h in 5.3 seconds and reach an electronically limited top speed of 260 km/h.

Externally, the transformation was deliberately understated. The Z8’s basic design remained largely unchanged, preserving the long hood, short rear deck, traditional side air vents, and signature circular taillights. Key identifiers included the Alpina wheels, specific badging, and subtle trim details. Inside, however, the shift in philosophy was more apparent: softer Nappa leather, instruments with Alpina’s signature blue dials, a three-spoke sports steering wheel with transmission controls, and more refined trim all reinforced its grand touring character. Each car also featured an individually numbered plaque located between the seats.

The model's commercial history is as unusual as its mechanical configuration. Production of the standard BMW Z8 ended in November 2002, and Alpina took over the final phase of the program with the Roadster V8. Although often simply referred to as a 2003 model, the cars were produced between the summer of 2002 and October 2003, with a total production run of just 555 units. Of these, 450 units were allocated to the United States—a market where the Roadster V8 was sold through BMW’s dealer network, a fact of particular significance in Alpina’s commercial history. The remaining units were primarily destined for Europe and Japan.

This limited production run marked the final chapter of the Z8 family while simultaneously establishing the Roadster V8 as a truly unique automobile in Alpina’s history. It was not merely a BMW Z8 modified by an independent tuner; rather, it was a low-volume model developed by Alpina in close collaboration with BMW. While it utilized the Z8’s platform and bodywork, it featured extensive modifications to the powertrain, suspension, transmission, wheels, and trim. Alpina’s own parts documentation confirms the existence of the individual ‘000/555’ production plaque, further underscoring the series' limited nature.

What makes the 2003 Roadster V8 so compelling is precisely how it reinterpreted an already exceptional car. While the original Z8 sought to blend the aesthetics of the classic 507 with the handling of a modern sports car, Alpina deliberately shifted the balance toward the realm of grand tourers. They swapped the M5-derived V8 and manual gearbox for a more tractable powertrain, boosting low-end torque and softening the suspension for greater comfort. The result was a roadster that—while still high-performing—was designed to be enjoyed in a more relaxed, sophisticated manner, all while preserving the integrity of one of BMW’s most striking body designs of that era. With only 555 units produced, the Alpina Roadster V8 remains one of the rarest and most distinctive interpretations of the Z8.

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