HARLEY-DAVIDSON

Harley-Davidson Pan America 1250 Limited 2026

The Pan America 1250 was the first maxi trail bike in the American brand's century-long history, which over the years has split into two: the ST, a more asphalt-oriented version with 17-inch wheels; and the Special, which maintained the trail essence with which it was conceived.

As expected, Harley-Davidson marketed accessories and kits to meet the aspirations of its passionate fans; and to make life easier for those who want to explore the more off-road side of the Pan America, it created this new fully equipped premium version, based on the Special.

Among the exclusive features of this Limited version are the robust top case and aluminum side cases with a combined capacity of 120 liters. An exhaust guard, an aluminum lower skid plate, and a radiator guard enhance its off-road capabilities; these accessories are sold separately on the standard version.

It also comes standard with the Screamin' Eagle quickshifter, which allows for up and down gear changes without using the clutch lever, and the position of the rear brake and gearshift pedals is fully adjustable to improve rider control and comfort when riding standing up.

The Harley-Davidson Pan America 1250 Limited features the latest version of the liquid-cooled Revolution Max 1250 engine, which delivers 149 hp at 8,750 rpm and 124 Nm of torque at 6,750 rpm. This twin-cylinder engine, combined with the electronics, can be configured in nine riding modes, including off-road modes.

Otherwise, all the features of the Pan America 1250 Special are retained, including semi-active front and rear suspension, tubeless spoked wheels, hand guards and heated grips, intelligent lighting technology, automatic bike height adjustment, low position when stopped and higher when in motion.

by Autonews

 

AUTONEWS

Robotaxis are coming to London. The city's famed black cab drivers are skeptical

The Ford Mustang Mach-E cruises down a London road choked with traffic, using its onboard AI system to avoid jaywalkers and cyclists, and navigate roadwork as it drives to its destination.

The autonomous vehicle from British startup Wayve Technologies is on a test run ahead of the U.K. government's robotaxi trials set to launch in the spring. Tech companies including U.S. company Waymo and China's Baidu also plan to take part in the pilot program, making London the latest arena in the global robotaxi competition.

While self-driving cabs aren't new, London's ancient road layout and busy streetscapes could pose special challenges for the technology.

There's also skepticism from London's famed black cab drivers, who must pass a grueling training course known as "The Knowledge," which requires memorizing hundreds of routes and takes years to complete. They've previously opposed technology that's disrupted their industry, and protested the arrival of Uber.

Self-driving taxis are "a solution looking for a problem," said Steven McNamara, general secretary of the Licensed Taxi Drivers' Association, which represents black cabbies.

He doubts that robotaxis would have any advantage on London's road network, which is laid out in a convoluted spiderweb that dates back to Roman times—unlike the grid layout in American cities like San Francisco and Phoenix where Waymo operates.

Britain Robotaxis Frank O'Beirne, black cab driver poses with his taxi in London, Monday, Feb. 9, 2026. Credit: AP Photo/Kin Cheung

The British capital is notorious for being one of the world's most congested cities and its streets are already clogged with other modes of transport, including private cars, buses, motor scooters, bicycles and electric rental bikes.

McNamara and many others have noted that robotaxis face another challenge from pedestrians crossing the streets. While jaywalking is illegal in the United States and many other countries, it's not an offense in Britain.

"It's virtually impossible to drive anywhere (in London) without somebody walking in front of you," McNamara said. In London, with a population of nearly 10 million, he wondered "how these cars are going to deal with those volumes of people?"

The robotaxi companies say there's room for the new technology.

"I think Londoners are going to love autonomous driving. It's going to be another choice alongside the Tube, cycling, walking, "said Wayve CEO Alex Kendall in a recent interview at the company's workshop.

Wayve is teaming up with Uber for the taxi trials, which are part of Britain's move to adopt national regulations for self-driving vehicles. The nation is seeking to position itself as a world leader in the technology.

Chinese tech company Baidu is also teaming up with Uber, as well as its ride-hailing rival Lyft, to operate its Apollo Go autonomous vehicle service in the London pilot.

Waymo, owned by Google parent Alphabet, will also take part and plans to launch a London passenger service by the third quarter of 2026, company representatives told reporters last month.

Waymo officials sought to ease concerns that the company would suddenly flood London streets with robotaxis, noting that it has operated 1,000 total vehicles in San Francisco since going into full service in 2024.

"We're not here to replace anyone," Waymo spokesman Ethan Teicher said. "We're here to add another option for people who will choose to take black cabs or other modes of transportation when it suits them and choose to take Waymo, when it makes sense."

Waymo's self-driving Jaguar I-Pace sedans have been spotted doing test runs around London. Wayve's Ford Mustang Mach-E vehicles have also been doing road tests with human backup drivers sitting behind the wheel, ready to intervene if needed.

On a recent demo ride for The Associated Press, Wayve's Ford steered automatically through a three-mile (five kilometer) loop in North London without any problems.

Cruising down a straight and open stretch of road, the car maintained a steady pace of 19 miles (30 kilometers) per hour, a tick under the speed limit.

A traffic light changed as the car approached, forcing it to brake firmly and lightly jolting the passengers forward—the only moment that the driving was less than smooth.

Kendall said Wayve takes a different approach from traditional self-driving technology. It doesn't rely on "high definition" maps and "hand-coded" safety systems rules written by programmers anticipating every scenario.

Instead, it uses an AI trained on millions of hours of data gathered by its cars to learn and understand how the world works.

Britain Robotaxis Alex Kendall, co-founder and CEO of Wayve, sits in the autonomous vehicle during an interview in London, Monday, Feb. 9, 2026. Credit: AP Photo/Kin Cheung

"This is the key thing for self-driving, because every time you drive on the road, you're going to experience something different," Kendall said. "You can't rely on a self-driving car being told how to behave in every scenario it encounters."

He said Wayve is positioning itself as a technology company providing hardware and software that can be added to any vehicle to make it autonomous. It signed a deal with Nissan in December to build self-driving cars that will go on sale in Japan and North America by 2027.

Kendall wouldn't reveal any more specific details about the robotaxi service it will operate in collaboration with Uber, such as pricing.

Waymo, which has its own app to hail rides, will have "competitive" prices and fares will be in line with the market, officials said last month, while adding that it is often able to "demand more premium pricing."

Experts say there's a role for robotaxis in Britain, but it might be a niche one.

They're best poised to fill gaps in Britain's public transport network, such as serving villages that have lost bus services connecting them to bigger towns and cities because of budget cuts, said Kevin Vincent, director of the Centre for Connected and Autonomous Automotive Research at Coventry University.

There will still be demand for human drivers, especially from out-of-town visitors and tourists, he said.

If you find a "cab driver who knows the area, you can ask him questions. You feel confident and comfortable you're going where you need to go," which is a service that won't be easily replaced in the short term, Vincent said.

Self-driving taxis can't replicate the human touch, said Frank O'Beirne, who has been driving black cabs for 14 years.

For example, one of his recent fares was a pair of blind passengers going to touristy Leicester Square. He ended up parking at a cab rank and walking them across the street to their destination, a Chinese restaurant that turned out to be in the basement of a casino.

"They would never have found that, ever, (on their own)," said O'Beirne. "There's nothing like us. I can't see the space where autonomous taxis can operate, really."

© 2026 The Associated Press. All rights reserved. 

TATA MOTORS

Tata Punch EV: €9,055

The facelifted Tata Punch EV has also been launched in India, starting at Rs 969,000 (€9,055).

This is the first major update to Tata’s smallest electric SUV since its launch, bringing styling changes inspired by the combustion engine Punch.

Bookings are already open, and deliveries are expected to begin soon.

The redesigned Punch EV gets a revised front bumper with a closed grille and a cleaner design. The previous black trim connecting the headlights has been removed, while the Y-shaped LED daytime running lights and centrally mounted fuel filler flap remain unchanged. The car also gets aerodynamically optimised 16-inch alloy wheels, along with three new exterior colour options paired with a contrasting black roof. At the rear, the facelift introduces linked LED taillights.

Ground clearance is 195 mm, while wading depth is 450 mm.

Tata Motors has launched the Punch EV Facelift in the Indian market today. With this update, the Indian automaker aims to make the micro electric SUV future-ready, with changes to design, features, and powertrain. All of these revisions are aimed at improving the EV's appeal to consumers. Furthermore, the update for the electric powertrain version of the vehicle comes after the automaker already launched the facelift version of its ICE counterpart.

Offering an easy entry point for electric car consumers, the Punch EV facelift features compact dimensions with SUV aesthetics. The model will be a direct rival to the Citroen eC3 in the Indian market. To gain an edge over the competition, the Punch EV facelift will get revisions in its powertrain with a bigger battery pack. In this space, we share all the LIVE updates related to the launch of the Tata Punch EV facelift. 

"The Tata Punch EV Facelift range in India now start from Rs 9.69 lakh (ex-showroom). The facelifted Punch EV come with comprehensive design, battery options and features update.The Punch EV facelift boasts a refreshed exterior with a closed-off grille, updated bumpers, and connected LED DRLs/tail lamps, mirroring the latest Tata design language. Inside, enjoy a feature-rich cabin with a focus on modern tech, including up to a 10.25-inch touchscreen infotainment system, a digital instrument cluster, ventilated front seats, and a 360-degree camera.

The interior retains the overall dashboard layout and two-tone paint scheme with new finishes. More expensive variants get a 10.25-inch touchscreen infotainment system and a 10.25-inch digital driver display. Features such as wireless charging, ventilated front seats, ambient lighting and a 360-degree camera are still on offer, depending on the variant.

Safety equipment includes six airbags as standard, electronic stability control, hill start assist, tire pressure monitoring system...

The refreshed Punch EV is offered with two new battery options – 30 kWh and 40 kWh, replacing the previous 25 kWh and 35 kWh packs. Both are paired with a single front-mounted electric motor that drives the front wheels. The larger 40 kWh battery offers a range of 468 km according to the ARAI standard and a range of 355 km according to the C75 standard, while the 30 kWh version is rated at 365 km.

"The Tata Punch EV Facelift range in India now start from Rs 9.69 lakh (ex-showroom). The facelifted Punch EV come with comprehensive design, battery options and features update.The Punch EV facelift boasts a refreshed exterior with a closed-off grille, updated bumpers, and connected LED DRLs/tail lamps, mirroring the latest Tata design language. Inside, enjoy a feature-rich cabin with a focus on modern tech, including up to a 10.25-inch touchscreen infotainment system, a digital instrument cluster, ventilated front seats, and a 360-degree camera.

Powering the updated Punch EV are new, larger battery options: a 30 kWh pack offering an ARAI-claimed range of 365 km, and a 40 kWh pack delivering an impressive ARAI-claimed range of 468 km. The 40 kWh version produces 127.39bhp and 153.8N of torque and the 30 kWh version produces 87.16bhp and 153.8Nm of torque. It comes equipped with 6-airbags as standard along with ESC, and robust build quality, safety is paramount.

The electric motor produces 129 hp and 154 Nm in the 40 kWh battery variants, while the 30 kWh battery variants have 88 hp and 154 Nm. Tata claims that acceleration from 0 to 100 km/h takes less than 9 seconds.

The car also has three driving modes: City, Eco and Sport.

Tata claims that the battery can be charged from 20-80 percent in 26 minutes using a 65 kW DC fast charger, with a range of 135 km in 15 minutes.

by Autonews

 

LADA

Only on the Lada Niva: the "crank" for starting the engine was in series production until 1997

Although the electric starter was introduced as early as 1912, the Russian Lada Niva retained the option of manual engine starting as a backup system until 1997, long defying modern industry standards.

The first cars in history were devoid of many modern conveniences, including the electric starters that are now standard. It was in 1912 that Charles F. Kettering invented the electric system for the Cadillac, which is considered a turning point. Namely, until then, manually turning a lever (crank) was the only way to start the engine, which was a physically demanding and often dangerous process.

Despite the available technology, the manual starter did not immediately become a thing of the past. Although it ceased to be the primary method of starting a car from the 1930s, it remained on certain models for decades after most global manufacturers had abandoned it. The reason for its survival lay primarily in its role as a reliable backup system in extreme conditions.

The most striking example of such a technological anachronism is – perhaps not unexpectedly – ​​the Russian Lada Niva, a robust off-road vehicle known for its durability, but also for the questionable reliability of its electrical components. Precisely because of the specific conditions of use and the unreliability of batteries or electric starters in cold climates, Lada kept the manual start option in the Niva in production until – 1997. In the attached video you can see how a more modern Niva, with a 1.7 liter gasoline engine, could be started "by cranking".

It is widely known that Russian production was slower to adapt to modern trends. Accordingly, even when they removed the manual starter from the Niva engines, some examples produced in 1998 could still find a hole in the front bumper for inserting a lever.

The most unusual modification ever: adding a hand crank to the Lada Niva...The 1998 Lada Niva was the last car to have a factory-installed hand crank for the engine. No, it had a starter motor, but in case of electrical failure or a dead battery (both common in its use in Russia at the time), it was possible to start the engine manually.

What was more interesting, however, is that the 1998 model was a "new and improved" version of the Niva; introduced as VAS-21213 in 1995, it featured an injector engine instead of a carburetor. Still, it was possible to start it manually if necessary, and the option was available from the factory.

The initial plan was to have the Lada Niva 21213 as a temporary solution; it was supposed to be replaced by the new model "soon". But the 1998 Russian standard altered those plans somewhat, and also demanded drastic austerity from automakers; As a result, the manual crank disappeared in 1999.

However, many Russian Niva customers disliked this. Nivas were used extensively as everyday 4x4 vehicles in not-so-remote villages, where the last few kilometers of road, often unpaved or lacking snow removal, presented a challenge on the daily commute, and the possibility of being stranded in winter without the ability to call for help could be potentially lethal. You wouldn't even have to do something extremely stupid to get into trouble: melted snow could damage the wiring under the hood.

It's true that the number of people who actually needed this option wasn't that large, so initially, used Nivas already produced could suffice. But as time passed and existing Nivas went out of circulation, people discovered that although post-1998 Nivas didn't come with one from the factory, it was surprisingly easy to add one: you just had to install the pre-1998 manual crank adapter on the engine and sometimes drill holes in the bumper and/or body to access it.

The car was designed to accommodate the manual crank, after all, and aside from the bumpers/lack of adapter, not much changed. Some enthusiasts even managed to successfully install the manual crank on the Chevy Niva as well, which featured a different engine and wasn't designed to accommodate the manual crank in the first place; but in some cases, the radiator made this "upgrade" impossible.

Hand cranks haven't been the primary method of starting cars since the 1930s, so why did they persist? The crank served as a backup to the electric starter. For instance, the Russian Lada Niva, a rugged SUV, didn't have the best track record in terms of reliability, so the hand-crank option remained well into the '90s. (This wasn't the only unusual model to come out of that part of the world — Soviet Russia produced an off-road sedan way before AMC or Subaru.) YouTuber gogmorgoaway uploaded a video showing the process of hand-crank starting his 1996 Lada Niva(below).

Car enthusiast bearmtnmartin recalled on Classic Motorsports: "[There was a] 1997 Lada Niva which a forestry company I worked for bought. It came with a hand crank so we all had fun with it." But the car "was gone six months later as parts were unobtanium and it had already started falling apart."

Autonews

 

AUTONEWS

AI 'blind spot' could allow attackers to hijack self-driving vehicles

A newly discovered vulnerability could allow cybercriminals to silently hijack the artificial intelligence (AI) systems in self-driving cars, raising concerns about the security of autonomous systems increasingly used on public roads. Georgia Tech cybersecurity researchers discovered the vulnerability, dubbed VillainNet, and found it can remain dormant in a self-driving vehicle's AI system until triggered by specific conditions. Once triggered, VillainNet is almost certain to succeed, giving attackers control of the targeted vehicle.

How the VillainNet attack works...The research finds that attackers could program almost any action within a self-driving vehicle's AI super network to trigger VillainNet. In one possible scenario, it could be triggered when a self-driving taxi's AI responds to rainfall and changing road conditions. Once in control, hackers could hold the passengers hostage and threaten to crash the taxi.

The researchers discovered this new backdoor attack threat in the AI super networks that power autonomous driving systems.

"Super networks are designed to be the Swiss Army knife of AI, swapping out tools, or in this case sub networks, as needed for the task at hand," said David Oygenblik, Ph.D. student at Georgia Tech and the lead researcher on the project.

"However, we found that an adversary can exploit this by attacking just one of those tiny tools. The attack remains completely dormant until that specific subnetwork is used, effectively hiding across billions of other benign configurations."

An application of SuperNets and how VNet enables targeted attacks on SuperNets depending on real-world deployment conditions. Credit: Proceedings of the 2025 ACM SIGSAC Conference on Computer and Communications Security (2025)

Why this backdoor is so dangerous...This backdoor attack is nearly guaranteed to work, according to Oygenblik. This blind spot is nearly undetectable with current tools and can impact any autonomous vehicle that runs on AI. It can also be hidden at any stage of development and include billions of scenarios.

"With VillainNet, the attacker forces defenders to find a single needle in a haystack that can be as large as 10 quintillion straws," said Oygenblik.

"Our work is a call to action for the security community. As AI systems become more complex and adaptive, we must develop new defenses capable of addressing these novel, hyper-targeted threats."

Experiments, impact, and research details...The hypothetical fix to the problem was to add security measures to the super networks. These networks contain billions of specialized subnetworks that can be activated on the fly, but Oygenblik wanted to see what would happen if he attacked a single subnetwork tool.

In experiments, the VillainNet attack proved highly effective. It achieved a 99% success rate when activated while remaining invisible throughout the AI system.

The research also shows that detecting a VillainNet backdoor would require 66x more computing power and time to verify the AI system is safe. This challenge dramatically expands the search space for attack detection and is not feasible, according to the researchers.

The project was presented at the ACM Conference on Computer and Communications Security (CCS) in October 2025. The paper, "VillainNet: Targeted Poisoning Attacks Against SuperNets Along the Accuracy-Latency Pareto Frontier," was co-authored by Oygenblik, master's students Abhinav Vemulapalli and Animesh Agrawal, Ph.D. student Debopam Sanyal, Associate Professor Alexey Tumanov, and Associate Professor Brendan Saltaformaggio.

Provided by Georgia Institute of Technology 

AUTONEWS

Škoda Fabia 130 & Mini Cooper S

The choice between the Škoda Fabia 130 and the Mini Cooper S depends on whether you prioritize practicality and comfort or performance and style. In specialized comparisons from February 2026, the Mini Cooper S is generally considered the "winner" for those seeking a sporty car, while the Fabia 130 stands out as a more rational and spacious option.

Performance and style comparison...The Mini Cooper S is classified as a legitimate "hot hatch," focused on agility, while the Škoda Fabia 130 is seen as a "warm hatch"—a faster version of the standard car, but less extreme.

Mini Cooper S(below):

-Power: It has around 204 hp, significantly surpassing its rival.

-Driving: Stiffer chassis, more communicative steering, and a more exciting engine sound.

-Style: Iconic design and premium interior with a focus on customization and visual technology.

Škoda Fabia 130(below): 

-Power: Equipped with a 1.5 TSI engine optimized for 177 hp (130 kW).

-Driving: Suspension 15mm lower and firmer than the standard version, but still focused on everyday comfort.

-Features: It is the only one of the two with paddle shifters for manual gear changes, something absent in the new Mini.

Summary of the choice (below):

-Choose the Mini Cooper S if you want the fastest, most fun-to-drive car with the highest visual status.

-Choose the Škoda Fabia 130 if you need a car that is practical for the family, comfortable on long trips, but still offers an extra dose of power when needed.

AUTONEWS

Car manufacturers support appeal to Brussels for fairer competition

The association of manufacturers for the automotive industry (AFIA) supported the appeal addressed to the European Commission to strengthen fair competition and preserve European innovation and value chains.

In a statement, the association, as a member of the board of CLEPA – European Association of Automotive Suppliers, announced that it is joining the open letter sent to the President of the European Commission, Ursula von der Leyen, “which defends the urgent need to create measures that help strengthen fair competition and preserve the capacity for innovation and European value chains”.

According to CLEPA, which sent the letter in December 2025, car suppliers, who are “responsible for 75% of the total value of a vehicle”, are “a strategic pillar of European industrial prosperity”.

However, it warns that they face “unprecedented frictions, in a global context marked by distorting subsidies, price dumping, state-supported overcapacity and unilateral tariffs that leave European producers at a structural disadvantage and facing unfair competition.”

The letter also says that, in 2025, “imports of automotive components from China reached 8.2 billion euros” and that the trade balance went from a surplus five years ago of almost 7 billion euros to a deficit of 700 million euros.

Citing a recent study by Roland Berger, it also warns of the risk of job losses in Europe by 2030 if timely measures are not taken.

“Importing the cheapest technology today empties our capacity for innovation tomorrow. If we allow our value chains to deteriorate, we will lose factories, but also our strategic autonomy. We risk exchanging European technological sovereignty for permanent dependence on lower-cost, less regulated regions,” warns CLEPA.

AFIA also emphasizes that Europe must remain open to international trade and cooperation, but recalls that "trade is only sustainable when it is based on equivalent rules for all and on effectively fair competition."

Quoted in the same statement, the president of AFIA and member of the CLEPA board, José Couto, highlights that "the transition to low-emission mobility and digitalization requires investment, scale and predictability."

"If Europe wants to lead the transformation, it must guarantee fair competition conditions and frameworks that keep value, innovation and employment anchored in the European space. Supporting the CLEPA proposal is choosing industrial sovereignty, strengthening the resilience of value chains and protecting Europe's technological capacity," he adds.

The association also reaffirms its willingness to collaborate with European decision-makers and partners in building "a credible and ambitious framework that aligns competitiveness, innovation and climate transition, ensuring that the transformation of mobility creates value and quality jobs in Europe."

In Brazil, the Chinese CKD and SKD electrified production system reigns supreme without any resistance from the government...The apparent tranquility demonstrated by the president of Anfavea, Igor Calvet, during the press conference announcing the January automotive industry balance sheet on Friday, the 6th, is likely to turn into a new concern. No request for the renewal of import quotas for CKD and SKD electrified kits was addressed to the government before the deadline, January 31st, when the US$463 million agreed upon in August expired. However, according to reporting by Autocar, executives from companies originating in China are preparing new visits to government representatives to try to extend the benefit in some way.

There are two fronts: the first is the establishment of new quotas, perhaps smaller, for a longer period. The argument is that CKD and SKD kits are important in the transition from imports to local production, as there is a timeframe for the machines to be fully operational in the new factories. The import tax rate today is 10% to 30%, depending on the technology. Since February 1st, it applies to all imported kits, as quotas have been eliminated.

The next Gecex meeting is scheduled for February 12th, and although some executives linked to Anfavea fear it will not be on the agenda. The plan is for it to be reconsidered by the MDIC committee after Carnival, in an extraordinary meeting, according to sources who spoke to the press.

A mechanism for new entrants...In parallel, Chinese companies are working on creating a transition system for new entrants, linked to Mover, the Green Mobility and Innovation Program. Those who commit to producing in Brazil will receive an import quota for CKD and SKD kits for a short period while they structure their production unit.

This is nothing new: it was established in the past with the Inovar Auto program, which granted import tax or IPI (Industrialized Products Tax) discounts to companies that committed to local production.

However, the government suffered two defaults: first from Asia Motors, during the FHC (Fernando Henrique Cardoso) administration, and then from JAC Motors, represented by the SHC Group, owned by Sérgio Habib, which even announced a factory in Camaçari, Bahia, that never materialized. They never fulfilled their promises. They imported units with tax discounts and left the debt in the hands of the Federal Revenue Service.

This history may hinder the advancement of this system within the government, although it is viewed favorably, even by established automakers here, who could use the benefit in electrified vehicle projects.

Resistance within the government...Industrialization through CKD and SKD kits is not well received within the MDIC (Ministry of Development, Industry and Foreign Trade), according to the report. The prevailing view among high-ranking officials is that the more industrialization, the better, and that creating quotas for kits that only require assembly in factories goes in the opposite direction.

According to NewCAR, which heard from a well-connected source within the ministry, Camex's position is against the creation of new quotas, but pressure may come from above, from other ministries and the Presidency of the Republic. There is also resistance from the Finance Ministry due to the tax revenue loss that these imports would generate.

Anfavea's position will remain the same. President Calvet stated during a press conference on Friday, the 6th, that he is unaware of any request to the government, but will oppose any that is made, tomorrow or in two or three months: “We defend industrialization. We want to generate jobs throughout the chain, something that will not be done with the importation of CKD or SKD kits.”

by Autonews