FORD

Ford F-Max 2026: new Front, new Cockpit

Ford Trucks raises the bar for competition in the extra-heavy truck segment with the launch of the new F-MAX in the European market. The updated version introduces a series of innovations in exterior and interior design, in addition to being powered by the Ecotorq GEN2 engine, which Autonews got to know up close at IAA Transportaion 2024. This engine promotes fuel economy that can reach 11.3%.

On the outside, the F-MAX features a redesigned front end, with a front grille that integrates with the cab, giving it a modern and aerodynamic look. The headlights with black bezels, now standard on the model, reinforce the aesthetic and functional appeal. One of the technological highlights is the Digital Mirror System, which improves the aerodynamic efficiency of the assembly and maximizes driving safety through its Sentinel mode.

Fuel consumption decreased by 11.3%...But, far from it: Ford Trucks takes the opportunity to surprise and suddenly publishes photos of an even more renewed F-Max online. The manufacturer refers to it as the "new F-Max" and, in addition to the modern design, cites a reduction in fuel consumption of up to 11.3% as the main feature of the new generation. The reason for this truly impressive efficiency gain is quickly explained: firstly, it is due to detailed aerodynamic improvements, such as the active closing of the front grille, spoilers on the A-pillars and the rearview mirrors with camera, already present in the current model, which, unlike competitors, are mounted on the door panels, below the side windows, in Ford Trucks, instead of above, on the edge of the roof. Secondly, it is due to the second-generation Ecotorq diesel engine, developed in-house.

The refined inline six-cylinder engine still uses a displacement of 12.7 liters, but now offers a maximum power of 510 hp and 2,600 Nm of torque – an increase of 10 hp and 100 Nm compared to its predecessor. It is coupled to a 16-speed automated transmission with overdrive, also developed in-house, which reduces the engine speed to around 1,200 rpm at 85 km/h in the tractor's standard configuration.

Transcontinental-style radiator grille...Ford Trucks didn't limit itself to just the technical aspects of the new model. The new F-Max also aims to impress drivers with its looks and comfort. "The redesigned F-Max grille integrates perfectly with the body, giving the vehicle a modern and elegant appearance," writes the manufacturer. And, in fact, the new front end, with its standard darkened headlights and body-colored grille, looks even more refined and harmonious than the previous model. In addition, the horizontal bars in the body color will certainly remind longtime Ford fans of the beloved Transcontinental. A subtle reference to the legendary 1970s model – which is already a reason to celebrate!

The interior features a 12-inch digital instrument panel and a 12.4-inch multimedia display that allows the driver to customize themes and information flow, as well as an induction cell phone charger. Security in parking situations has been enhanced with the inclusion of the Max Security Lock.

Modern cockpit, practical layout of the sleeping area...Inside, however, the last similarities with the historic pickup have definitively disappeared: in the new generation, the electronic ignition has been replaced by a start/stop button. The tachometer and speedometer have disappeared, giving way to a fully digital 12-inch instrument panel. Even the handbrake lever with its leather boot is gone; the electronic parking brake is now standard on the F-Max. The new minimalist look goes well with the robust Ford and reinforces its ambition to compete on an equal footing with already established European automakers. This is also demonstrated by the new 12.4-inch touchscreen multimedia display and the wireless smartphone charger.

To complement the engine's internal efficiency, the exterior design was meticulously revised by the brand's engineers from an aerodynamic perspective. The new front of the Ford F-Max now features a redesigned grille that integrates seamlessly with the cabin, giving it a modern and elegant appearance while channeling air more efficiently.

However, the most notable and safest aerodynamic innovation is the Digital Mirror System. By replacing bulky traditional rearview mirrors with high-definition cameras and internal screens, the Ford F-Max not only significantly reduces wind resistance, which translates directly into fuel economy, but also dramatically improves driving safety.

The new voice assistant could be really good, if it works well. According to Ford Trucks, it should be fluent in 13 languages ​​and control standard functions such as air conditioning, radio and hands-free phone system. These functions can also be controlled by the drivers of the new F-Max from the cab, using a handy 7-inch touchscreen on the rear wall of the cab. The cab, which the manufacturer claims has a volume of 13 cubic meters, also features a spacious refrigerator, a rear upper storage compartment and side walls illuminated by individually adjustable indirect ambient light. A cozy spot for a good night's sleep, especially since Ford Trucks, like many competitors, offers a Max Security Lock mechanical lock for the new F-Max. A practical feature that increases the anticipation for the first long trip in the new Ford.

by Autonews

VW

Golf Bentley W12-650

What is the Volkswagen Golf W12-650? Back in 2007, Volkswagen needed something jaw-dropping to show off at Worthersee GTI-Treffen – a GTI fan festival hosted in Austria every year until it was canned in 2024 amid friction with the local community.

So two months before GTI-Treffen, VW designers started raiding the group’s vast parts bin to create something truly astonishing. It started with the humble body of a fifth-generation Volkswagen Golf GTI, but the 2.0-litre four-cylinder engine wasn’t quite crazy enough.

So the 6.0-litre twin-turbocharged W12 engine from the Bentley Continental GT was shoehorned in. It would never fit under the Golf’s bonnet, so out came the rear seats and the whopping engine was slotted right behind the driver.

To put all 650hp to the ground it had the rear axle from a Lamborghini Gallardo and the automatic gearbox from the Volkswagen Phaeton luxury limousine, as well as the front brakes from an Audi RS4 to make sure it can stop properly.

The body was also widened by 6.3 inches to make way for both the side-mounted air intakes and the massive tyres, and the W12-650 also sits almost 3.0 inches lower to the ground than the standard Golf GTI.

All these changes come together to create a hot hatchback with as much power as a modern Lamborghini Urus, and one which does 0-60mph in less than four seconds. The W12-650 also achieved a top speed of 201mph, making it just as fast as the Lamborghini Gallardo.

I was hugely excited to get to see the W12-650 in the metal. Ever since I watched the feature on Top Gear back in 2007 with this car, I’ve been obsessed with it. The car has been wrapped red for the launch of the Golf GTI 50, but I reckon it looked way better in its original white paint. Despite this, the attention to detail is still fantastic.

I thought a concept car as complex as this hastily thrown together in two months would be falling apart 19 years later, but the build quality is really impressive. Nothing looks tacked-on or like an afterthought – it’s much closer to a production car from the outside than I expected.

And it just looks so cool. I always thought the Mk5 Golf GTI was the best-looking of the lot, but the W12-650 is on another level. The ridiculous flared arches and massive side vents are plain juvenile, and I love it for that.

Up close there are also some hidden details which you may have missed on TV, such as the roof vent behind the rear spoiler and the hidden vents behind the rear windows. The bootlid is also sealed shut, which I can only imagine makes maintenance a pain.

Stepping inside, it does become more obvious that this is just a concept car. None of the buttons or switches are real, but it does still look the part. The transparent switch guards on the dashboard give it a racecar vibe, as do the black and white Alcantara bucket seats.

The Golf W12-650 is an example of a car company making something just because it can. It’s a showcase of what can be done when the designers aren’t hamstrung by emissions regulations, or the need for a spacious boot or back seats.

Above all else, the W12-650 is dumb in the best possible way. Putting a 650hp W12 engine in the middle of a Golf was always going to end in chaos, and reviews of the car at the time were mainly centred on just how terrifying it was to drive. It was snappy, unpredictable and just downright hilarious.

It sometimes happens that before we're even allowed to get into a car, we're presented with a form marked "embargo." By signing it, we solemnly promise not to reveal anything about the car in question before a certain date. That's why you sometimes see many car websites publish a review at the exact same time: the embargo has expired. But an embargo on a car that's almost 20 years old is something new.

Because you're looking at the 2007 Golf GTI W12-650. In case you're wondering why everyone is suddenly writing about the car: it's because the embargo has expired. Because there's absolutely nothing new, except the color. Volkswagen's crazy project was originally white, but for the GTI's 50th anniversary, they wrapped the car in Tornado Red. This is the color of the original GTI. And the color is available for the first time on the eighth generation of the GTI. The name contains all the information you need to know. It's Volkswagen's over-the-top answer to the Clio V6. Volkswagen put a twin-turbocharged W12 engine with 650 hp in the back of this fifth-generation Golf. The rear axle and rear brakes come from a Lamborghini Gallardo, the front brakes from an Audi RS4, and the gearbox from a Volkswagen Phaeton. The car is 16 centimeters wider at the back, and the tires are 295 millimeters wide.

The best part: the car actually works. Concept cars are usually held together with a bit of chewing gum and duct tape, but not here. You can simply get in, turn the key, and drive away. It happens without any hesitation. Okay, we weren't allowed to exceed 30 km/h (19 mph), but that doesn't matter. We managed to cross it off our bucket list.

The W12 GTI has rear-wheel drive and accelerates to 100 km/h (62 mph) in 3.7 seconds. Its top speed is 325 km/h (201 mph). A production Golf has never been this fast. Air enters through the rear windows for the engine, and the roof acts as a giant spoiler. Volkswagen does mention in an old press release that these kinds of modifications can void your factory warranty. Good to know.

Because it's possible, actually. Every year, there was a big party in Wörthersee, Austria, where Volkswagen enthusiasts gathered. Almost every year, Volkswagen came up with something fun for the occasion. This was the most extreme toy they ever devised for the GTI meeting. Unfortunately, there were never any real plans to put the car into production.

by Autonews

 

TUNNING

“Fat” BMW M5? Mansory has the answer

The latest generation of the BMW M5 has gained a reputation for the wrong reasons. Due to the switch to a plug-in hybrid drive, the model is noticeably heavier than its predecessor, which has attracted a lot of criticism. In addition, many believe that the design is not among the most successful in the history of the M5 line, and the acceleration is no longer at the top of the class as it once was.

That’s because the model is significantly heavier than its predecessor due to the added electric trickery, because it is now a plug-in hybrid, if you haven’t heard. On top of that, it’s not exactly the prettiest M5 ever made, is it? And just so you know, it is slower than the previous generation in a straight-line acceleration, as the older M5 could simply humiliate it.

Based on the official numbers that BMW’s M Division released, the latest M5 (2026 and 2026 model years) can reach 60 mph (97 kph) in 3.4 seconds, which is not bad at all. However, keep in mind that the older one can do it in 3.1 seconds, and even in 2.9 seconds if we are talking about the crazy M5 CS. As for the firepower, it stands at a combined 717 hp (535 kW/727 ps) and 738 lb-ft (1,000 Nm) of torque, as that’s how much its electrified 4.4-liter TwinPower Turbo engine pumps out with the electric trickery.

The pictured BMW M5, however, is more powerful, as it has received some oily upgrades from Mansory. As a result, it now enjoys 838 horsepower (625 kW/850 ps) in total and a more impressive 848 lb-ft (1,150 Nm) of torque. Unfortunately, the tuner has refrained from announcing how fast it is with these mods, yet if the weight of the added features hasn’t gone up a lot, we reckon that it should be at least one-tenth of a second quicker than the standard M5.

As for the visual extras, these include a lot of add-ons at the front, sides, and rear, including those attached to the bumpers, the side trim, side skirt extensions, a pair of spoilers at the rear, a chunky diffuser, a fat apron, and a few other bits and bobs. New logos are also on deck and part of the makeover, and so are the wheels. This particular BMW M5 features a satin black look with the extras being presented in naked carbon fiber.

There are also three exhaust tips that have been mounted in the middle, privacy windows all around, and likely an interior job that is not visible at all in these pictures that @bornwithcamera shared on social media not long ago. The car in question is said to have been built by @herceg_automotive using Mansory’s parts, and it was probably a special commission from a wealthy client who wanted their latest generation BMW M5 to stand out more than it currently does.

According to official data from the BMW M department, the current M5 (models 2025/2026.) reaches 100 km/h in 3.4 seconds. While that is impressive, the previous generation did it in 3.1 seconds, while the extreme M5 CS lowered the time to just 2.9 seconds. The new M5 develops a combined 717 hp and 1,000 Nm of torque from an electrified 4.4L TwinPower Turbo V8 engine.

The example in the photos has gone a step further thanks to Mansory modifications. Power has been increased to 838 hp and 1,150 Nm of torque. Although the tuner has not released new acceleration figures, it is assumed that it could be at least a tenth of a second faster than the standard model, provided that additional modifications have not significantly increased the mass.

Visual changes include numerous additions to the front and rear bumpers, sill extensions, side inserts, two rear spoilers, a massive diffuser and new wheels. The car is finished in satin black, while the aero elements are made of visible carbon.

Also noticeable are three centrally mounted exhaust pipes, tinted windows and probably an additionally customized interior, although interior details are not shown. Allegedly, this M5 was assembled using Mansory parts on order from a wealthy client who wanted his car to look even more impressive.

by Autonews

NISSAN

2026 Nissan Pathfinder®

Adventure is a family thing, and the new Pathfinder is here to let your imagination take it further than ever. With proven strength, available advanced safety, room for gear and up to eight explorers, premium tech, and a capable V6 engine, it’s ready to go. Want to push your adventure even further? Get into Pathfinder Rock Creek® and take family exploits to the limits of imagination, and beyond. 

Once a stout, body-on-frame all-terrain vehicle, the mid-size Nissan Pathfinder, now in its fifth generation, finds itself more suited to hauling families and groceries in the suburban jungle. A V-6 engine provides good pep and decent fuel economy, and the Pathfinder's three-row interior is quiet when cruising the highway. But even its most rugged trim—the Rock Creek—won't go toe-to-toe with off-road-focused rivals such as the Ford Bronco, the Jeep Grand Cherokee L, or the Toyota Land Cruiser.

If your family is among the less adventurous, then consider the Pathfinder a decent choice for road tripping, errand running, and quiet commuting. Properly equipped, it can tow up to 6000 pounds, which adds a level of utility you can't get with a smaller SUV. Cargo space is also class competitive, which adds to the Pathfinder's practicality score.

Expert Tip: If the Pathfinder's top Platinum trim just isn't quite posh enough for you, there's a luxed-up mechanically similar cousin called QX60 that sold through Nissan's Infiniti luxury brand.

Nissan has given its three-row crossover a styling refresh for 2026 by redesigning the grille, the front and rear bumpers, the exterior lighting elements, and the wheels. The Pathfinder's interior also gets several upgrades, including a new 12.3-inch infotainment touchscreen, a more powerful wireless smartphone charging pad, and more upscale materials on the top Platinum trim.

Although Nissan equips the S and SV Pathfinders with desirable driver-assistance features, we'd recommend going for the more expensive SL trim if it fits your budget. We'd also suggest the SL Premium package, which adds a panoramic sunroof, 20-inch wheels, a hitch for towing, a 13-speaker Bose stereo, and second-row captain's chairs.

All Pathfinders are powered by a 3.5-liter V-6, which is paired with a nine-speed automatic. The V-6 makes 284 horsepower in most models but is cranked up to 295 hp in the Rock Creek trim. Front-wheel drive is standard on all but the Rock Creek, and all trims can be equipped with all-wheel drive. Upgrading to the all-wheel-drive system also adds a set of seven drive modes, including the off-road-focused Sand and Mud/Rut mode. We drove the 2026 Pathfinder in both Rock Creek and Platinum trims and found that the Rock Creek's all-terrain tires create a bit of extra road noise, but the driving experience is otherwise similar.

Acceleration is perky, and the V-6 engine is relatively refined. Handling is utterly forgettable and not in the least entertaining. We've also complained that the Pathfinder's ride isn't as smooth as its rivals, but Nissan's attention to sound-deadening elements makes the cabin extra quiet when cruising.

If adventure is the destination, Pathfinder's got the pull. Fueled by an enduring V6 engine, it can tow up to a maximum of 6,000 lbs., so you can bring the big toys.

In Comparison: At our test track, our front-wheel-drive Pathfinder SL test vehicle got to 60 mph in 6.7 seconds; the Platinum with all-wheel drive managed it in 6.6 seconds. Those results mean the all-wheel-drive Pathfinder is quicker than the Hyundai Palisade and the Toyota Highlander.

The S, SV, and SL models with all-wheel drive earned ratings of 21 mpg city, 27 mpg highway, and 23 mpg combined. The Platinum trim is rated for 20 mpg city, 25 mpg highway, and 22 mpg combined, while the Rock Creek version is good for 20 mpg city, 23 mpg highway, and 21 mpg combined. All front-wheel-drive Pathfinders are rated for 20 mpg city, 27 mpg highway, and 23 mpg combined.

On our 75-mph highway fuel economy test, the Platinum all-wheel-drive beat its EPA rating and returned 28 mpg; the Rock Creek model managed 25 mpg in the same test, some 2 mpg better than its EPA highway estimate. For more information about the Pathfinder's fuel economy.

NISSANCONNECT®...Welcome to your personalized ecosystem of connected driver experiences. Tap into features like Remote Engine Start, My Car Finder, Remote Vehicle Status, and more using the MyNISSAN App.

A 12.3-inch infotainment touchscreen is standard and runs the latest version of the NissanConnect software interface. Apple CarPlay and Android Auto are both standard and work wirelessly. SiriusXM satellite radio and in-dash navigation are also included. A 12.3-inch digital gauge display, a wireless smartphone charging pad, and a head-up display are optional features. A fairly basic six-speaker stereo is standard, but a 13-speaker Bose system is optional on the SL trim and standard on the Pathfinder Platinum.

Warranty and maintenance coverage...Nissan's warranty coverage provides nothing remarkable, especially when compared with Hyundai and Kia's famously long warranties of 10 years or 100,000 miles. There is a bright spot, however, as all new Nissans come with a complimentary scheduled maintenance plan covering up to three oil changes for the first 24,000 miles or two years.

Autonews

AUTONEWS

Want to boost uptake of battery EVs? Subsidize chargers at home and work—not the vehicles

Let's say you want to encourage more drivers to shift to battery-electric vehicles. What's the best way to do it? Globally, billions have been poured into incentives to encourage drivers to switch. The most popular approaches are rebates to cut the purchase cost and schemes to fund fast public chargers. The logic is simple: make EVs cheaper and public charging easier and consumers will follow.

But my recent research on Australian battery-electric vehicle policies suggests it's not simple. Highly visible policies subsidizing the upfront cost of new battery-electric vehicles represent surprisingly bad value for money.

What shifts the dial much more are quieter policies reducing annual running costs, boosting convenience and strengthening consumer understanding. The best return on investment comes from subsidizing home and workplace EV chargers. This is because of the large savings on annual operating cost and the certainty and convenience of charging cheaply at home or at the workplace.

As Australian policymakers review tax exemptions on new battery EVs, it's worth taking a hard look at what actually drives uptake in an economically efficient way.

Australia's slow start...Sales of battery and plug-in hybrid EVs rose to over 13% of new vehicles last December—the highest percentage to date.

But Australia is lagging. Battery-electric vehicles globally averaged more than 20% of new car sales last year.

To understand what drives uptake efficiently, I asked a panel of Australian industry experts to shortlist top policy contenders based on a systematic review of successful global policies. I ran benefit-cost analyses of the six shortlisted policies and projected how effective they would be over 30 years.

These policies were: purchase rebates, public and private charging, education programs, incentives to cut operating costs and fuel efficiency standards.

How do these policies rank?...Of the six, two clearly stood out as boosts to uptake—private chargers and education programs. Public chargers didn't give much economic return, but are essential to giving drivers certainty. 

Purchase rebates and cheaper operating costs: Popular underperformers...Purchase rebates give buyers some money back to effectively make the EV cheaper. These policies aim to support early adopters who might be deterred by higher upfront costs.

The problem is, they don't work very well. My analysis shows these policies have a benefit-cost ratio of just 0.88, returning just 88 cents in benefits for every dollar spent.

Why? Freeriders. Many well-heeled people who get the rebate would likely have bought the vehicle anyway. But the policies do little to drive change with other groups.

International studies similarly show broad-based rebates are often weak in encouraging people to buy battery-electric vehicles who weren't already planning to, while benefits disproportionately flow to higher-income households.

Incentives to cut operating costs had the same poor benefit-cost ratio of 0.88. These incentives—such as exemptions from road tolls and parking discounts—are more evenly spread, as they extend to secondhand owners.

Fuel efficiency: Exceptional on value, modest on uptake...At the start of 2025, the long-awaited New Vehicle Efficiency Standard came into effect, bringing Australia into line with other developed nations.

Low implementation costs give these standards the highest benefit-cost ratio of all policies assessed at almost 47.

Importantly, the policy is technology-neutral, meaning it acts to cut emissions across all vehicle technologies, including hybrids and internal combustion engines.

But while the standards are a highly cost-effective way to cut transport emissions, they won't drive the mass uptake of battery-electric vehicles. They function as a foundational policy—efficient, essential but insufficient on their own.

Rebates for home and work chargers: Strong boost to uptake...Incentives for home or workplace smart chargers are little discussed. But these policies had the highest total return on investment and a benefit-cost ratio of 1.86, as well as strong effects on uptake over time.

Why? Cost savings and convenience. Smart chargers let households charge cheaply at off-peak times or from rooftop solar, which also eases pressure on the grid. Owners strongly value the convenience of charging at home or work, rather than having to go to a public charger and wait for the car to charge. In the future, vehicle-to-grid technologies allowing owners to sell power to the grid will be another incentive.

The policy would be particularly effective in Australia, where off-street parking and rooftop solar are common. To date, Australia doesn't have a nationwide rebate for home chargers.

Public fast chargers: Important but not economically efficient...Australian governments prefer to fund public fast chargers rather than offer rebates for home chargers. This makes some sense, as fast chargers give drivers more certainty they can recharge away from home.

It's not very efficient, with a low benefit-cost ratio of 0.88. But public charging is more equitable than purchase rebates, as these chargers give renters and people in apartments a way to charge. The chargers boost confidence in the network, even if they are used infrequently.

While public fast-charging has a borderline economic benefit, it's essential on a social and psychological front.

Public education and exposure: Surprisingly effective...Information campaigns and public education are another underappreciated policy option. Test-drives and hands-on demonstrations let people new to the technology become comfortable.

Education policies tackle common information gaps and misconceptions around range, battery life, charging costs and safety.

These programs are cheap and highly effective, with a benefit-cost ratio of 3.05 and an initial boost to uptake.

Which way forward? In earlier research, we found different policies were more effective at different stages of battery-electric vehicle adoption. This means it's important for policymakers to put the right policies in place at the right time.

Until now, Australian policymakers have focused on building the network of public chargers and giving rebates to reduce purchase prices.

But as our research shows, it's not always the shiniest, most popular policies which do the heavy lifting.

We could get far better traction with less visible but more effective policies around private chargers and education programs—and making sure purchase rebates go to people who need them.

Provided by The Conversation 

TUNNING

Novitec Ferrari Daytona SP3

The Daytona SP3 is inspired by Ferrari's racing models from the 1960s, but it has the most advanced sports car technology. These are special series cars that were built in limited numbers. However, that was not enough for Novitec, who made an already exclusive car even more exclusive.

How do you make one of the world’s most exclusive sports cars even more thrilling and more dynamic, especially when it comes from the “Icona” edition of Ferrari? You have NOVITEC customize it, the leading global refinement specialist for the automobiles from Maranello. The hand-finish production facility in Stetten in the Unterallgäu district gives the Daytona SP3 an even more thrilling design with calculated, professional surgical procedures. 

Even such an exclusive model can serve as a starting point for a targeted tuning. German tuner Novitec (see Novitec's homepage) has developed a dedicated package for the Daytona SP3 (read more about the Ferrari Daytona SP3), focusing specifically on the exhaust system, without affecting the delicate balance of its engine. The new high-performance system increases power by 28 hp, bringing the total to 868 hp.

In addition to the increased horsepower, the exhaust promises a more intense soundtrack. Thanks to electronic sound management, the driver can modulate the sound, from a more discreet tone to a sound closer to that of a track-ready V12. Aesthetically, however, nothing changes: exhaust gases continue to exit through the standard dual tailpipes.

This includes an elaborately calibrated NOVITEC high-performance exhaust system with metal catalysts. It enables the naturally aspirated 6.5L twelve-cylinder engine to expel the spent gases more freely, resulting in a boost in output by 28 horsepower. This exhaust system is optionally also available with particularly heat-dissipating fine gold-plating. Another custom development are the high-tech alloy wheels developed in cooperation with the American manufacturer Vossen. They are fitted on the car in a staggered combination of 20- and 21-inch diameter wheels.

NOVITEC also offers complete interior customization, using bespoke leather and Alcantara, according to the owner's specifications.  

NOVITEC also offers tailoring the cockpit of the two-seater to the personal likings of the owner in every detail. To this end, the company crafts appointments from the finest leather and Alcantara with maximum precision.

The package includes a finely calibrated Novitec high-performance exhaust system, a little more power, alloy wheels (20 and 21 inches) developed in cooperation with the American Vossen, as well as a cockpit customized to the owner's personal wishes in every detail (including the use of the finest leather and Alcantara).

Namely, Novitec created an even more exciting design for the Daytona SP3 with calculated, surgical procedures.

The car is powered by a 6.5L V12 engine that has 840 HP as standard, while this Novitec Daytona SP3 has 868 HP.

Considering that the Ferrari Daytona SP3 was priced at around $2.3 million in 2021 and now sells for well over that amount on the market, it's no surprise that Novitec resisted the temptation to indulge in aesthetic modifications, which would have risked compromising the appeal of the Italian-made hypercar. What do you think? Is it right to leave the styling of the Maranello super sports car unchanged? Let us know what you think.

The exhaust system features electronically controlled valves, allowing the driver to choose between a more restrained sound or a racing-inspired tone that echoes classic Ferrari V12s. These modifications integrate seamlessly with the original exhaust tips, preserving the SP3's characteristic style.

The wheels are also fundamental to the car's look. Developed in partnership with the American manufacturer Vossen, the set is forged and staggered: 20 inches at the front and 21 at the rear, accentuating the roadster's wedge profile. The photos show the NF10 variant, with lightweight wheels with thin double spokes and an elegant center. With specifications of 9.5Jx20 and 265/30 ZR20 tires at the front, and 12.5Jx21 with 345/30 ZR21 tires at the rear, they guarantee a precise fit and high grip potential.

This makes the Daytona SP3 even more exclusive and expressive, a level of customization available only to a select few.

by Autonews

AUTONEWS

Fast ride, higher bill: Why shared e-mopeds may widen suburban transport costs

Saving on rent often means paying on time. In many suburban areas, limited rail access and infrequent, often delayed bus services make everyday travel difficult. Shared electric mopeds (e-mopeds) have emerged as a new form of micromobility well suited for trips that are too long for walking but not long enough to justify using public transit. A study published in the Journal of Transport Geography in October 2025 shows that shared e-mopeds offer significant time savings over buses and rail, though high costs may prevent the people who need them most from fully benefiting.

"Our city, Fukuoka, is not like Tokyo, where public transport is everywhere," says Sunbin Yoo, Associate Professor at Kyushu University's Faculty of Engineering. In Fukuoka, access to transportation varies greatly by location: central, high-land-price areas are well served by rail and buses, while low-land-price neighborhoods face shrinking transport networks. The city's hills and sloping roads also limit the use of shared bicycles. "We wanted to see if e-mopeds could improve convenience and advance transport equity."

To answer the question, Yoo led a joint research team from Kyushu University, Fukuoka University and Korea University, analyzing nearly 100,000 shared e-moped trips in Fukuoka spanning 2022 to 2024. The data, obtained from a major local service provider, captured real-world usage patterns, including origins, destinations, travel times, distances, and costs.

The study reveals that shared e-moped trips follow shorter, more direct routes than rail journeys. Additionally, they provide significant time savings over both buses and rail, improving access to stations and city centers. This benefit is more apparent in low-density areas with limited transit coverage, where residents face the classic "first-and-last-mile problem"—the difficulty of getting to and from transit stations.

Despite their design for quick and flexible travel, e-mopeds are still not effective enough in suburban areas. One reason is that docking port coverage is sparser than in city centers, which forces users to walk longer to find available vehicles.

More critically, the time-saving advantage comes with a trade-off in affordability. According to the study, for every one percent increase in local land prices, trip costs decrease by approximately 0.06%.

"That figure may seem small, but land prices vary dramatically across regions, and the gap can exceed 200%," Yoo explains. "When you do the math, residents in low-land-price areas can end up paying approximately 12% more. This creates a meaningful financial burden for everyday users who already face limited transport options."

To address these challenges, the team suggests expanding docking points in areas with low transit connectivity and reconsidering pricing strategies. For instance, trips starting in remote areas could be discounted, or the current linear time-based pricing model could be replaced with tiered zones to keep costs manageable.

By functioning as transit connectors or independent point-to-point travel alternatives, shared e-mopeds foster a more sustainable and inclusive transportation ecosystem. Yoo's team is currently examining how this flexibility can reduce transit inefficiencies, such as time lost during transfers. However, realizing the full potential of e-mopeds to reduce spatial and economic disparities will require collaboration between policymakers and service operators to ensure equitable access and pricing.

"These transport challenges are not unique to Japan. Many mid-sized cities around the world face similar issues. We hope our data can help urban planners and mobility service providers design transport systems that are fairer, more resilient, and better for everyone," Yoo concludes.

Provided by Kyushu University