FORD

Ford Mustang GT3

The Ford Mustang GT3 is what happens when you mate muscle car with racing car. It’s ferociously loud, stacked with aero and, in its own unique way, really rather beautiful. When I heard there was a chance to drive it, I threw holiday plans to the wind (sorry, Mrs. Dennison) and jumped on a plane to the Portimao circuit in Portugal – recently added back onto the F1 calendar for the 2027 and 2028 seasons.

What awaited me was the very car that HRT Ford Performance driver Arjun Maini piloted in the 2025 Deutsche Tourenwagen Masters (DTM) series in the unmistakeable blue and yellow Ravenol livery. Keep reading to find out what it’s like to helm a 5.4-litre V8 racing machine around one of the world’s best race tracks and, if you want to hear what it sounds like, be sure to watch the video above.

Everything. Honestly, this car might look like a Mustang but underneath the changes are wholesale – even over the track-focused GTD model. A different 5.4-litre naturally aspirated Coyote V8 engine, six-speed Xtrac transmission, carbon fibre body panels, double-wishbone suspension with fully adjustable DSSV dampers by Multimatic – the list goes on.

There’s also much to be said about the aero work. For context, a Mustang Dark Horse SC (with Track Pack) makes about 280kg of downforce at 180mph. A Mustang GTD ups this to an incredible 885kg at 180mph. The GT3 car? 922kg – but at just 109mph. And because active aero is banned under the GT3 ruleset, it does that with a static config that can only be adjusted by hand with the car stationary.

Alcon brakes and 18-inch aluminium wheels (with centre locking for faster changes) also feature, as does a fully integrated roll cage. The total weight of all this? Around 1,300kg depending on Balance of Performance (BoP). Significantly less than the circa two tonnes of the GTD.

It’s brutal – even when stationary. The Mustang GT3 has air jacks that pop out from underneath to help with quick pit stops. But, like many elements of this car, they’re not exactly refined or subtle. Retracting them sees the car literally slam down hard onto the ground from several inches in the air and, when you’re sitting inside, you really know about it.

That was my first impression behind the wheel of the Mustang and everything thereafter just built on that feeling of zero compromise. Exit the pit lane, disable the pit-speed limiter and let the motor rev to its 8,250rpm red line for the first time. Wow. Barely controlled anarchy erupts from under the bonnet and, honestly, I’ve never heard a sound like it.

This engine goes beyond mere noise. It’s a V8 symphony that resonates straight through into your bones and rattles them to the core. 2nd, 3rd, 4th gear. It doesn’t matter that the track is wet and we’re on treaded racing tyres, the initial onslaught of internal combustion has me wondering whether what on earth I’ve just jumped into.

Such is the high red line of the engine, it’s easy to shift too early. I’m expecting a far lower limit such is often the way with cross-plane V8s, but not in this. It’s a big, lazy, 5.4-litre right up until the moment it’s not.

Once I’ve got some semblance of coherent thought back in my head, I notice the feeling of the brake pedal. It’s firm, sure, but it’s actually got a bit of travel. Maybe 20-30mm. Not what I was expecting (sim racing has you believe racing car brake pedals are immovable objects), but no less impressive. Even in the wet, I’m braking far later than should be possible and, because of the ABS, I can even add a bit of steering lock as I trail off at the end of the braking zone.

The steering itself is – you might be surprised to hear – not exactly blessed with feel. Rather, that comes through the seat. Instead, there’s a weirdly disconnected feeling but one you dial into after a few laps. A particular quirk of the Mustang is that you have to get more lock off than other GT3s before getting back on the power (very much unlike the last GT3 car I drove, a Porsche 911 GT3 R).

That said, it’s a very new racing car. 2025 was its first year in DTM and that didn’t stop Arjun Maini and HRT scoring a couple of top-five finishes and showing promising pace throughout. Improvements will be made in future (including the 2026 Evo package) but right now it’s a work-in-progress – albeit a fast one.

Am I thinking about that as I’m rounding Portimao? Not a chance. Right now, the Mustang GT3 feels like nothing else and, despite the wet conditions, I’m easily hitting speeds where the aero is making a big difference.

Through the very fast turns 9 and 15, the total lack of body movement and absolute response from the front end is exceptional, but it’s how the GT3 stays locked on its line, hunkered to the ground that defies belief.

What’s it like inside? You know when a manufacturer proudly declares that the interior of its latest sports car is stripped out to save weight? Well, this is the real meaning of the phrase. There’s zero excess in the Mustang GT3’s cabin and it’s all the better for it.

A bespoke Recaro carbon seat takes centre stage, while the moveable pedal box helps different size drivers get comfortable easily. Remember, a lot of GT3 racing requires driver changes, so it’s important to cater for a multitude of frames. Also handy is the magnets situated on the seat belts and roof section of the roll cage to keep them out of the way during ingress and egress.

The steering wheel is bespoke for the Mustang GT3 and features minimal fuss and maximum clarity. There’s switches and buttons for everything from the drinks delivery system, to the auto-clutch (no more embarrassing stalls as you pull away) and wipers, while the central button panel features more settings such as brake bias and ignition switches.

Eyes forward, the Motech C187 dash logger has the colour scheme from a 90s Tetris game but there’s no denying it’s super clear and easy to view at speed. Finally, the driving position is predictably low (but not quite as much as I was expecting), while the view out is also surprisingly generous given the type of car. Through the mirrors, you can even see the huge rear wing move with the wind as the speed increases (completely normal, I’m told).

by Autonews

MAZDA

Mazda BT-50 2026: "Working capacity with an almost unexpected touch of sophistication"...

The Japanese automaker says that the 2026 Mazda BT-50 Boss features the standard goodies found on the XT flavors, as well as glossy black side mirror casings, glossy black door and tailgate handles, and a black steel sports bar. Moreover, it also comes with standard fitment of a tub liner and side steps.

Powering it is the 3.0-liter engine paired with a four-wheel drive system. The 2026 Mazda BT-50 Thunder, which sits at the very top of the family, also features the 3.0-liter four-cylinder diesel engine and four-wheel drive, and brings additional goodies. It packs all of the features found on the GT, as well as a single hoop bull bar with driving lights, and customers will also enjoy the reinforced, anti-slip side steps.

A unique decal set that says “Thunder,” as well as glossy black door handles are also on deck, and this model sports a long-legged steel sports bar and a manual roller tonneau cover to keep the loads secure and protected from the elements.

The rest of the family also gains some extras, like the 360-degree camera system on the XTR, GT, and SP trim levels. Customers can choose between the Concrete Gray Mica, Geode White Pearl, True Black Mica, Sailing Blue Metallic, Red Earth Metallic, Ice White, and Ingot Silver Metallic paint finishes. The metallic, mica, and pearl colors are a AU$695 (US$) premium.

Since its inception, Mazda has always cultivated a unique approach in the automotive world - even when venturing into the mid-size pickup segment, traditionally dominated by pure robustness. The Mazda BT-50, in particular, has become a more refined interpretation of this concept: a pickup that combines working capacity with an almost unexpected touch of sophistication. And it is precisely this duality that takes on new contours with the arrival of the BT-50 Thunder 2026.

Presented as a special edition with strong visual and adventurous appeal, the Thunder version emerges to reinforce the more emotional side of the BT-50 - something increasingly valued in a segment where style has become as important as capability.

Visually, the Thunder bets on a striking and dark identity, aligning itself with the trend observed in other recent pickups. Darkened elements dominate the design: a black front grille, exclusive wheels with a dark finish, contrasting details, and specific decals create a more aggressive and contemporary presence. It's a pickup truck that looks ready for both urban environments and more challenging trails – and it makes sure to demonstrate this at first glance.

Underneath the body, however, the essence remains true to the well-known BT-50 platform. Built on the shared architecture with the Isuzu D-Max, the result of a strategic industrial partnership, the pickup maintains its reputation for structural robustness and mechanical reliability.

The heart of the machine remains the acclaimed 3.0-liter turbodiesel engine, capable of delivering around 190 hp and 450 Nm of torque, figures that guarantee enough power for both everyday use and more demanding tasks.

Combined with 4x4 drive systems with differential lock and specific modes for difficult terrain, the package reinforces the model's off-road vocation – something essential for a version that carries the spirit of 'Thunder' in its name, evoking strength and presence.

The Mazda BT-50 3.0L diesel engine is a 4-cylinder turbo-diesel (4JJ3-TCX) delivering 140kW of power and 450Nm of torque, designed for heavy-duty towing and off-road capability. Primarily used in 4x4 and high-grade 4x2 models, this reliable engine provides a 3.5-tonne towing capacity and features a 6-speed automatic or manual transmission.

In practical use, this translates into a versatile pickup: capable of tackling mud, sand, or uneven roads with the same ease as it circulates in urban environments. The high towing capacity – which can reach approximately 3,500 kg in suitable versions – further reinforces its utilitarian profile.

Inside, the Thunder maintains Mazda's well-known standard: a more refined interior than the segment average. Higher quality materials, a multimedia center with modern connectivity, and well-resolved ergonomics create an environment that is closer to an SUV than a traditional pickup.

And perhaps that is precisely the central proposition of the BT-50 Thunder 2026: not to reinvent the formula, but to give it more personality. In a market where many pickup trucks are starting to look alike, Mazda is betting on design and experience to differentiate itself – while keeping intact the mechanical base that has already proven its efficiency.

Thus, the Thunder isn't necessarily the most radical, nor the most powerful. But it is, without a doubt, one of the best at exemplifying the balance between style, comfort, and capability – a pickup designed for both work and driving pleasure.

Despite its sophisticated look and unique identity, the current generation of the BT-50 is produced in Thailand and shares its platform with the Isuzu D-Max – a clear example of how global collaborations allow brands to maintain distinct personalities even while starting from the same technical structure.

But what about the pricing, you ask? Well, the 2026 Mazda BT-50 Dual Cab Pickup Thunder starts at AU$78,400 (equal to US$55,750) in Australia, whereas the lesser BT-50 Dual Cab Pickup Boss kicks off at AU$60,220 (US$42,820). The XTR, GT, and SP versions of the BT-50 Dual Cab Pickup can be ordered from AU$64,740 (US$46,035), AU$68,160 (US$48,465), and AU$73,490 (US$52,260), respectively, and the XT from AU$57,720 (US$41,045).

Additional models packing the 3.0L Diesel engine are the Dual Cab Chassis GT, XTR, and XT, which start at AU$65,020 (US$46,235), AU$61,600 (US$43,805), and AU$56,120 (US$39,905), respectively. The 2.2L diesel-powered Cab Pickup XS starts at AU$55,220 (US$39,265), and the Dual Cab Chassis XS at AU$53,620 (US$38,130). The lineup also comprises the BT-50 Freestyle Chassis XT that starts at AU$52,500 (US$37,330), and the BT-50 Single Chassis XT, which kicks off at AU$48,850 (US$34,735). Both pack the 3.0L diesel engine.

It is definitely worth noting that all versions of the 2026 Mazda BT-50 sold in the Land Down Under feature a six-speed automatic transmission and a four-wheel drive system as standard, regardless of the configuration and what engine lies under the hood. All prices mentioned above are MLPs.

by Autonews

AUTONEWS

Will your electric car burst into flames? A solid‑state battery would reduce the risk

Canada recently signed a new trade agreement with China, reducing tariffs on up to 49,000 Chinese electric vehicles (EVs) each year. By 2030, half of these imported vehicles are anticipated to be "affordable EVs" costing less than $35,000.

This could make electric cars a more budget-friendly option for Canadians. However, public trust remains fragile, shaped largely by fears of EV battery fires.

In 2024, when a high-speed crash on Toronto's Lake Shore Boulevard resulted in a Tesla bursting into flames, killing four passengers, the images circulated widely online. Months later, another Tesla caught fire on Highway 403 in Ontario, again shutting down traffic.

Evidence shows that the risks of EVs bursting into flames while you drive are low. However, these events have caused some public anxiety.

Solid-state batteries offer a promising new solution. They replace the flammable liquid in existing EV batteries with a solid electrolyte. This reduces the risks of spontaneous combustion when batteries are damaged or when they overheat.

Mercedes-Benz recently trialed an EQS sedan with a solid-state battery. The car drove 1,205 kilometers from Stuttgart in Germany to Malmö in Sweden without a charging stop.

Chinese automaker Chery says it plans to release its first electric vehicle with a solid-state battery later this year. The company says the design could boost energy density and cold-weather performance, with targeted ranges of up to 1,500 kilometers even in sub-zero temperatures.

Canadian researchers are also playing an important role in advancing solid-state technology. I am part of a research team at McMaster University studying battery chemistry at the atomic level to help turn solid-state batteries into a practical technology.

How do lithium-ion batteries work? EVs rely on lithium-ion batteries rather than gasoline but the basic idea is similar. They store energy and release it when you need it. These batteries are made up of two electrodes: one positive (cathode) and one negative (anode), separated by an electrolyte that allows lithium ions to move between them.

When the battery powers a device or a vehicle, electrons flow through the external circuit to produce electricity, while lithium ions travel inside the battery from the anode to the cathode. Charging the battery simply reverses this process, pushing the lithium ions back to where they started.

How much power a battery can deliver depends largely on how quickly and how many lithium ions can move between the two electrodes.

Today's batteries rely on liquid electrolytes. This allows lithium ions to move easily and efficiently, giving the car quick acceleration, steady highway performance, and consistent response when you press the pedal. How far a car can go on a single charge, however, depends mainly on how much lithium the electrodes can store.

Why do batteries catch fire? When lithium-ion batteries are damaged or experience internal failures, they can overheat and enter a process known as thermal runaway. This can trigger intense fires that are hard to extinguish and may even reignite hours later.

A major reason is the liquid electrolyte, which is typically made from flammable organic solvents. If the battery overheats, the liquid can act as fuel, worsening the fire. Solid-state battery technology replaces the flammable liquid with a solid electrolyte.

Safer batteries with higher performance? Solid electrolytes are generally non-volatile and mechanically robust. They reduce the risk of leakage and limit the formation of oxygen-rich volatile decomposition products. They can act as a physical barrier that slows the growth of the lithium filaments that can short-circuit a battery.

Together, these features reduce two major triggers of thermal runaway: internal short circuits and rapid heat-releasing chemical reactions in the electrolyte.

In our research group, we use solid-state nuclear magnetic resonance to understand how lithium ions move inside solid electrolytes. These experiments let us track both the local chemistry and the longer-range ion transport that determine how well a material will work in a battery. By linking these atomic-scale insights to battery performance, we can help design better solid electrolytes for safer electric vehicles.

Beyond safety, solid electrolytes also enable higher-performance batteries. They make it possible to use lithium metal anodes and high-voltage cathodes, which can increase energy density compared to today's graphite-based batteries.

For EVs, this could mean longer driving range or smaller, lighter battery packs without sacrificing performance.

Why liquid electrolytes still dominate...Despite their safety, liquid electrolytes remain the industry standard.

They provide high ionic conductivity at room temperature, ensuring fast charging, strong acceleration, and reliable performance across a wide range of conditions. They also connect well with the electrodes, allowing electricity to flow easily and keeping the battery's design simpler. Decades of industrial experience have made them relatively inexpensive and easy to manufacture at scale.

In contrast, many solid electrolytes suffer from mechanical brittleness, which means they can crack during battery cycling and lose contact with the electrodes. In addition, solid electrolytes often struggle to make good connections with electrode materials, and chemical reactions at these interfaces can form resistive layers that reduce battery performance.

As a result, while solid-state batteries show great promise, liquid electrolytes have offered the best balance of performance, cost, and ease of manufacturing in EVs to date.

Canada's role in the transition...The recent trade agreement with China could give Canada faster access to the advanced battery technologies already developed at scale in China.

However, many Canadian researchers are already playing an important role in advancing EV battery technology by investigating new electrolyte materials and battery interfaces. Canadian federal programs are supporting battery research, clean-energy initiatives and domestic battery manufacturing, positioning Canada within the global EV transition.

Advances in materials science, interface engineering and battery chemistry are improving the performance and durability of solid electrolytes. What once existed only in laboratories is moving into pilot production and early vehicle testing.

In the long run, solid electrolytes could reduce fire risk while enabling longer ranges and lighter battery packs, helping EVs become safer.

Provided by The Conversation

PEUGEOT

The new 1.2-liter turbo gasoline engine from Peugeot — what does it bring and why is it important?

The death of combustion engines has been greatly exaggerated. Bombastic headlines about EVs taking over in X years have come and gone. It's true that electric cars continue to gain traction in many parts of the world, but in 2026, ICE vehicles still dominate. Even in the European Union, where EV adoption is rising strongly, they accounted for only 17.4 percent of total new car sales in 2025, according to the European Automobile Manufacturers' Association.

Even Stellantis is facing this reality, scaling back previously lofty ambitions to turn its many brands fully electric sooner rather than later. With that in mind, Peugeot is rolling out a new combustion engine designed to address past shortcomings. The problematic PureTech designation is gone, a serious source of concern for owners, replaced by the more straightforward Turbo 100.

Although it remains a 1.2-liter, three-cylinder engine, it addresses reliability concerns by switching to a timing chain instead of the dreaded wet belt, which ran immersed in oil. Peugeot says the engine is about 70 percent new, with updates to major components such as the cylinder block, turbocharger, and injection system.

The Turbo 100 operates on the Miller cycle to improve thermal efficiency, using a higher compression ratio. Engineers have also developed a new valve timing system to reduce internal friction, along with a variable-geometry turbocharger to enhance low-end response.

The three-cylinder unit produces 100 horsepower at 5,500 rpm and 151 pound-feet (205 Newton-meters) of torque from 1,750 rpm. While it won’t set pulses racing, Peugeot aims to reassure buyers that reliability issues have been resolved. Prototype engines logged 30,000 hours on test benches, while test vehicles accumulated more than three million kilometers (1.86 million miles). Some covered over 200,000 km (124,000 miles).

The 208 supermini is the first Peugeot model in Europe to receive the new engine this month, with the 2008 crossover set to follow in May.

Electric, hybrid or combustion, engines — whatever their power — are at the heart of PEUGEOT’s driving pleasure. PEUGEOT engineers have designed a new petrol engine, the Turbo 100, which elevates sensations and performance to the next level while offering optimised efficiency and reliability.

The Turbo 100 is a third‑generation engine which incorporates 70% new components by value. This includes key elements such as the timing chain, turbocharger, injection system, pistons, cylinder block, and more.

The Turbo 100 engine will be available on the PEUGEOT 208 from March 2026, followed by the PEUGEOT 2008, from May 2026.

Guaranteed driving pleasure in all conditions...The Turbo 100 engine is a 3‑cylinder unit of 1,199 cm³ delivering a maximum output of 101 hp (74 kW) at 5,500 rpm and offering maximum torque of 205 Nm from 1,750 rpm.

The new variable‑geometry turbocharger optimises engine response at low revs, making urban driving and overtaking manoeuvres easier, and ensuring complete driving pleasure in all conditions.

Optimised efficiency...Fuel consumption and emissions control for the Turbo 100 engine are ensured by a new high‑pressure direct injection system (350 bar), the introduction of a valve timing system that reduces internal friction, as well as new piston heads and operation based on the Miller cycle with a high compression ratio, improving the thermal efficiency of combustion.

Enhanced reliability...For increased driving pleasure, the Turbo 100 engine is equipped with a timing chain, with superior durability. The engine block, pistons and rings are also new and designed to contribute to overall robustness and controlled oil consumption.

During its development, the Turbo 100 engine underwent particularly demanding endurance tests in extreme conditions, with more than 30,000 hours on test benches reproducing all driving situations. Prototype vehicles equipped with the Turbo 100 totalled more than 3 million kilometres, with several vehicles exceeding 200,000 kilometres — clear proof of the engine’s reliability.

For complete peace of mind, the PEUGEOT 208 and 2008 equipped with the Turbo 100 engine will, of course, benefit — like all models within the PEUGEOT brand — from the PEUGEOT CARE programme, offering a warranty of up to 8 years/160,000 km*.

Reduced maintenance...Models fitted with the new Turbo 100 engine will benefit from a reduced maintenance schedule, with a single service every 2 years/25,000 km (previously every 1 year/20,000 km), with an annual interim check.

Peugeot recently launched a significantly updated version of its 1.2-liter 3-cylinder turbo engine, now officially called the "Turbo 100" in some markets (replacing the old PureTech designation). This third generation was specifically designed to address the historical reliability issues of previous versions.

The new unit features approximately 70% new components:

Belt replacement with chain: The most critical change was the replacement of the controversial "wet belt" with a much more robust metal timing chain, eliminating the risk of premature degradation that clogged the lubrication system.

Miller cycle: The engine now operates on the Miller cycle, which improves thermal efficiency and reduces fuel consumption.

New turbo: Uses a variable geometry turbocharger, providing better response at low revs and more linear acceleration.

Injection system: New high-pressure direct injection (350 bar) for greater efficiency and emissions control.

The engine is available in different power configurations, often integrated into mild hybrid systems:

Turbo 100 (Pure Combustion/Hybrid): Delivers approximately 100 hp and 205 Nm of torque from 1,750 rpm.

Hybrid 136: A 136 hp and 230 Nm variant, coupled to a new 6-speed dual-clutch transmission (e-DCS6) that integrates a 48V electric motor.

Availability in models...This new powertrain is being gradually implemented in the Peugeot line:

Peugeot 208 and 2008: Expected debut in the first half of 2026 under the name Turbo 100.

Peugeot 3008 and 5008: Already using the 136 hp hybrid variants in European markets since 2023/2024.

Maintenance: Thanks to the timing chain, service intervals have been extended to every 2 years or 25,000 km.

Autonews

 

AUTONEWS

The craziest roundabout in the world - even experienced drivers get lost in it

If there was a title for the craziest roundabout, the winner would be declared without much thought.

The English city of Swindon is not known for anything in particular, but its roundabout has become a world traffic attraction, the so-called "Magic Roundabout". One large roundabout is located in a circle of five smaller ones, and in this chaos, everything supposedly works to some extent, reports Autonews.

For years, the Swindon roundabout, built in 1972, has been declared the worst in Great Britain by drivers, and it often happens that one of them ends up in the opposite direction - especially those who find themselves on it for the first time.

Take a look at how traffic works on the Swindon roundabout - the best part starts from the second minute.

From the ancient mystery of Stonehenge to the towering grandeur of Salisbury Cathedral's spire, Wiltshire is rich in iconic landmarks.

These attractions often top guidebooks to the region, but there is another landmark that inspires awe, amazement and sometimes even fear that has drawn visitors from around the globe.

Swindon's Magic Roundabout, five mini roundabouts encircling a central island, has just been announced winner of the coveted UK Roundabout of the Year award, honouring the "white knuckle ride" of infrastructure.

UK Roundabout Appreciation Society chairman Kevin Beresford said: "Something just amazing happens when you approach it. You're dazzled by all this choreography of cars."

Despite its mind-bending structure, former taxi driver Barry Cook, 49, from Swindon, said he had driven across it every week for 35 years and had "rarely" seen a crash on it.

The Roundabout...The complex junction offers multiple paths between feeder roads. The outer circle carries traffic in a clockwise direction, like a normal roundabout (in places where traffic drives on the left side of the road), and less proficient users may choose to use only the outer circle. The inner circle carries traffic in an anticlockwise direction, and more proficient users may choose to use the alternative paths.

Virtually the same overall configuration has been in place for 53 years.

When the roundabout complex was first opened, the mini-roundabouts were not permanently marked out and could be reconfigured while the layout was fine-tuned. A police officer was stationed at each mini roundabout during this pilot phase to oversee how drivers coped with the unique arrangement.

The roundabout is built over a section of the old Wilts & Berks Canal—Swindon wharf. A narrow, stone bridge built c. 1810, which is a Grade II listed building, carried the old Saxon way known as Drove Road over the canal half a mile (800 m) east of the town centre. Its site became covered by Drove Roundabout, which was later redeveloped as the Magic Roundabout. A wharf occupied one edge and the area was known as the Marsh. 

The Wilts & Berks Canal Trust are currently in negotiations with Swindon Council to include in the New Swindon Regeneration Framework plans to restore the canal through the town centre. The restoration would use the route of the North Wilts Canal and not the main West Vale route that the Magic Roundabout sits over. The North Wilts Canal was a separate branch which exited the town northwards through Moredon.

He told the BBC that during his time driving in the town during the 2000s, he had picked up a family from the railway station who had travelled from New York to London and on to Swindon so they could "experience the magic".

"They then paid me to drive across it eight times," he said. "I actually stopped in the middle on hazards to make their experience more memorable - the dad said it was more interesting than Times Square."

Mr Beresford, who is also self-proclaimed 'Lord of the Rings', said he had visited the landmark many times, had taken film crews from around the world across it and had even sold merchandise featuring it.

"But what we've never done is actually named it Roundabout of the Year," he said.

"It's the white-knuckle ride of all roundabouts, those islands packed with testosterone," he added.

Mr Beresford said some members of the appreciation society preferred what they call Titchmarshes - green roundabouts featuring wildflower and other verdant displays.

And while they may not find the Magic Roundabout particularly aesthetically pleasing, he said it was its "quirky" nature that drew him in.

The roundabout is widely praised in Swindon for moving thousands of cars every day through a busy part of town, but things do not always go smoothly.

Mary Woodman, 60, from Swindon, told the BBC how she had been involved in a crash on the roundabout in 1983 when a car failed to give way and collided with her.

"The accelerator stuck and I headed straight for the fire station, hitting their doors.

"The firemen came to our aid and they said at the time that they amused themselves on a daily basis just watching the confusion and many accidents but never had they had a car hit the station," she said.

Her car was "written off" but found a new life as a vehicle for firefighters to practise on in the yard.

"I had to go to work by bus then, and from the top of the double-decker bus would see the further demise of my car being cut up by the fireman," she added.

The roundabout, which opened in 1972, has always been known locally as the Magic Roundabout, in homage to the BBC children's programme of the same name.

But the local authority originally named it something quite different, and so it started life as County Islands.

The credit for its official christening as the Magic Roundabout lies with David Glaholm, now 77, who introduced a motion formalising the name in the early 1980s, during his time as a councillor in Swindon.

So what is it like to be responsible for setting the name of a local icon in stone? "I'm pretty chuffed, but I don't seek any plaudits for it," he said. "I'm just pleased that the name 'Magic Roundabout' has spread around the world, which means the name Swindon has travelled around the world too."

'Much-loved landmark'...Swindon Borough Council’s cabinet member for the environment and transport Chris Watts said those who live in the town "know it is a much-loved, iconic landmark which has put our town on the map across the globe".

He said: “I’m extremely proud it has been given the coveted ‘Roundabout of the Year’ award because Swindon wouldn’t be Swindon without its roundabouts.

"I’d like to thank Kevin and the UK Roundabout Appreciation Society for finally awarding the roundabout its top accolade as they have confirmed what we have known all along – the Magic Roundabout is number one.”

 

AUTONEWS

Stellantis to bet on Italian engines in Europe

Stellantis may be about to initiate a silent but structural change in its combustion engine strategy in Europe. After years of betting on French-origin blocks — especially Peugeot's PureTech — the automotive giant should turn to an Italian alternative in the future: FIAT's Firefly engines, also known as SGE (Small Gasoline Engine).

There is still no official confirmation, but statements by Emanuele Cappellano, CEO of Stellantis Europe, at a roundtable at MIMIT (Ministry of Enterprises and "Made in Italy") earlier this year, seem to confirm the rumors. Cappellano said that the group decided to "invest in the future of GSE engines to guarantee their use beyond 2030". This implies that the Firefly/GSE engine is no longer an end-of-life engine in the European continent, as it seemed.

The decision is unlikely to have come about by chance. The problems with PureTech engines are well known — mainly due to the use of the oil-bathed timing belt solution — and the consequences are too: expensive recall operations and damaged reputation.

Something that is difficult to recover from, despite the improvements made and the introduction of a new variant that replaced the belt with a chain, used in the Hybrid versions of several models in various brands of the group. A change that solves the problem once and for all.

For several weeks now, the Stellantis seems to be evolving at high speed. The return of diesel, extension of the Italian FireFly engineWith each announcement, the same signal appears: the Group is gradually abandoning the idea of a single engine for the whole of Europe. Behind the scenes, however, discussions are going much further than the official communication suggests. According to several industry reports, Stellantis is now considering a major industrial changeover: gradually replacing PSA-sourced engines, including the famous 1.2 PureTech, with Italian engines from Fiat. And this time, it's no longer just a rumor.

Behind Euro 7, a budget battle...Officially, the arrival of the Euro 7 standard means that internal combustion engines will have to be modernized across the board. Unofficially, it forces manufacturers to choose what to invest in, and what not to invest in.

Adapting an entire engine family to this standard costs millions of euros. However, according to several sources inside the sector, Stellantis has made a clear choice: to concentrate its budgets on Italian engines rather than pursue the in-depth development of the PureTech and BlueHDi engines.

It's not just a question of industrial image or internal politics. It's first and foremost a technical and financial trade-off. The Group believes that modernizing French engines would be very costly for an uncertain result in the long term, particularly in terms of reliability and durability under Euro 7 constraints.

PureTech's problem isn't just a belt...For years, the 1.2 PureTech has had a difficult reputation surrounding its belt. But according to technical information from the industry, the problem goes deeper than that. Internally, the engine is said to be mechanically more fragile, with faster wear of certain key components and a higher risk of breakage over long distances. The Euro 7 upgrade could even accentuate these stresses, by increasing internal temperatures and pressures.

Conversely, the Fiat FireFly (GSE) engine is said to be more structurally robust. Its more recent design and larger components would offer a better margin of durability, making it a sounder basis for the next thermal decade. In other words, the debate would no longer be purely industrial, but purely mechanical.

The changeover has already begun...Internal reports even suggest that the timetable has already been set. The 1.6 JTD engine (present in the Alfa Romeo Tonale) is said to be in preparation for equipping a large part of the European range: Peugeot 208, 308, 2008, 3008, 4008, 5008, but also Opel Corsa, Astra, Mokka or Grandland, not forgetting numerous Citroën models.

Other displacements would follow, notably the 2.0 and 2.2 adapted to future standards. Ironically, the 2.2-liter is said to be a former PSA-FCA collaboration... but would now return under the Italian banner. If confirmed, this would mean a historic reversal: for years, Italian brands have adopted French engines within the group. The balance could now be reversed.

A strategy consistent with recent decisions:

-Taken separately, each event might seem isolated: the rescue of the FireFly, the return to diesel, the investment in Termoli, the new eDCT boxes.

-Taken together, they tell a different story: Stellantis is preparing a new common thermal base for Europe, but different from the one planned when the group was created.

The initial plan was based on PSA engines as the backbone, with the 1.2L EB2 and 1.6L EP6. The current plan could be based on Fiat engines. The logic becomes clear: rather than developing two complete Euro 7-compatible families, the Group chooses the one deemed the most technically sustainable.

This choice would also have important symbolic significance. At the time of the PSA-FCA merger, many believed that French technology would become dominant. For several years, this was indeed the case.

But the slower-than-expected energy transition is changing priorities: robustness and longevity are once again essential to amortize development costs. Stellantis could finally rely on its Italian mechanical heritage to get through the last decade of thermal power in Europe.

Nothing has yet been officially confirmed. But the industrial direction now seems coherent:

-an electrified Fiat diesel for long-distance travel,

-an electrified Fiat FireFly for hybrid petrol,

-and electric for the rest.

If this strategy comes to fruition, it would mark a major turning point in the Group's history. Not only would the PureTech no longer be Stellantis' core engine, but Peugeot could be driving tomorrow... with a Fiat heart, as is already the case in Brazil.

Firefly gains new prominence...Now the Italian alternative emerges. Originally developed by FIAT, the Firefly engines — also known as the GSE (Global Small Engine) family — are now gaining new prominence within the group.

These three- and four-cylinder blocks stand out for having a simpler architecture and solutions considered more robust. In addition, they were designed from the beginning to support electrification, whether in mild-hybrid, hybrid or plug-in hybrid systems.

Currently in Europe, they are only used in the FIAT Pandina, the new 500 Hybrid (one-liter, three-cylinder) and the Alfa Romeo Tonale (1.3 and 1.5-liter, four-cylinder). They are more common in South America, used not only by FIAT, but also by Jeep, Peugeot and Citroën.

For Stellantis, this change has several strategic advantages. On the one hand, it allows for a reduction in the complexity of the engine range, concentrating resources on a common technical base. On the other hand, it helps to solve image problems associated with other engines.

There is also an industrial reason. The production of these engines is already well established in Stellantis factories in Betim (Brazil) and Termoli (Italy), facilitating integration into different models and brands. If this transition expands to many more models, it is expected that they can be produced in more factories.

The change will be gradual...Despite this, an immediate transition is not expected. The Firefly engines will be adapted to the Euro 7 standard, which comes into effect on November 29, 2026. The replacement of the PureTech engines should then occur gradually, following the natural model renewal cycle.

The strategy represents a symbolic change within Stellantis. Since its formation in 2021, the French side of the group has had more weight in decisions regarding the use of platforms and engines in compact models. Now, the center of gravity may move more towards Italy.

Stellantis is pivoting its European strategy to focus on Italian-made engines and components, reversing previous, heavily electrified, or French-engine-focused plans due to slowing electric vehicle (EV) demand and high costs. The company is investing in, rather than phasing out, Italian engine production to better meet customer demand for more affordable hybrid and, in some cases, diesel vehicles in Europe. 

Key aspects of the shift to Italian engines(below):

FireFly/GSE revival: The Fiat-designed FireFly (GSE) engine, which was previously considered to be nearing the end of its life, will now be adapted to meet Euro 7 emissions standards to remain in production beyond 2030.

Termoli plant focus: The Termoli plant in Italy is becoming a central hub for producing these Euro 7-compliant gasoline engines and new e-DCT (electrified dual-clutch) gearboxes.

Engine replacement: Stellantis is considering replacing PSA-sourced engines (like the 1.2 PureTech) with Italian-made engines across various models, including those from Peugeot, Opel, and Citroën.

Diesel reintroduction: In a reversal of previous plans, Stellantis is reintroducing diesel engine options, specifically, the 1.6-liter MultiJet unit, on several European models.

Investment in EV parts: In addition to ICE engines, Stellantis is investing $41 million to produce steel components for electric drive modules at the Verrone plant in Italy, aiming for over 400,000 units annually by 2027. 

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RENAULT

Renault Filante: the new French-Chinese SUV

The new Renault Filante, a luxury SUV designed to compete with brands like Volvo and Audi outside of Europe. Built on the Geely platform, it was developed specifically for regions outside the old continent and it wouldn't be surprising if it arrived in Brazil at some point, as will happen with the Koleos in 2026.

The model was revealed in South Korea, where it is also produced and will be launched first. The Filante is the fifth model in Renault's "International Game Plan 2027," which aims to position the brand more strongly in other growing markets such as Latin America, India, Turkey, South Korea, and Morocco.

It's bold, without a doubt. With the Filante, Renault is targeting the luxury segment and betting on presence. Visually, it looks like an elongated version of the Renault Rafale. What also catches the eye at first glance in the photos: in the side profile, certain similarities with BMW's controversial XM tank are undeniable.

Renault itself describes the vehicle as a crossover between a sedan and an SUV. However, in our opinion, it has much more of an SUV and little (or nothing) of a sedan. The front features a radiator grille that clearly differentiates itself from current European models. An illuminated 3D structure is reminiscent of the Renault diamond, with a gradient from the car's color at the top to glossy black at the bottom.

At 4,915 mm long, 1,890 mm wide and 1,635 mm high, the Filante is the largest car in Renault's current lineup. For comparison: it is only three centimeters shorter than a BMW X6.

Large, the Filante measures over 4.9 m in length, 1.90 m in width, 1.63 m in height, and a wheelbase of around 2.82 m. The excellent trunk of over 630 liters is surprising, which is only possible thanks to an important detail of the model's design: it only exists in five-seater versions, without a third row of seats. In any case, there is plenty of luxury, refinement, and interior space in the SUV, which, here, will be the most luxurious car of the brand.

In terms of design, it draws from Renault's most recent global source. It bets on bolder and, at the same time, clean lines. Fluidity and sportiness prevail in the side and, especially, rear views. Its front is also one of the most modern, but it is reminiscent of our well-known Boreal. Inside, the highlight is the three screens, totaling almost 37 inches: one for digital instrumentation, another for the central multimedia system, and a third for front passenger entertainment, with 12.3 inches each. There is also a huge panoramic sunroof.

Judging by the photos, the car seems to follow a line of refinement typical of Chinese cars: exquisite materials, a good mix of colors, shapes and textures, and a bold appearance like the exterior. Still, it maintains the Renault personality. It promises a sound system signed by Bose, unprecedented driver assistance systems, automatic digital air conditioning with different temperature zones, seats with electric adjustments and massage, among other luxuries.

Renault also excels in the cockpit. The instrument panel is dominated by three 12.3-inch screens (speedometer, central display and a separate screen for the passenger). This is complemented by a 25.6-inch augmented reality head-up display.

The "lounge" seats are made of a leather-like material and have integrated headrests. The metallic trim on the headrests reinforces the impression that it was heavily inspired by the Munich luxury range (keyword XM).

Among the technical innovations available for the first time in a Renault are a digital rearview mirror (which eliminates the need for a rear windshield wiper), a steering assist system, and a child recognition system.

Under the bodywork lies familiar Chinese technology: the Filante is based on an adapted version of Geely's CMA platform. We already know this architecture from the Volvo XC40 or the Polestar 2.

The car is powered by a 1.5-liter turbocharged gasoline engine, assisted by two electric motors. The system output is 250 hp. As charging infrastructure in target markets is often still incomplete, it is a classic hybrid (HEV), not a plug-in hybrid. Renault promises that the car consumes 50% less fuel in real-world driving conditions than a comparable internal combustion engine vehicle.

The name "Filante" is a Renault tradition. The Étoile Filante (shooting star) was a vehicle that broke speed records in the 1950s. Only in 2025 did the French revive the name with a record-breaking electric concept car. The fact that it is now precisely a robust and aerodynamically challenging SUV that bears this name is somewhat ironic.

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