RIMAC

Nevera R Founder’s Edition at the I.C.E. St. Moritz event

There’s something undeniably cool about seeing a record-breaking hypercar dropped into a setting like this. The icy, postcard-perfect backdrop of St. Moritz is a little outside the norm for cars like these, but that’s part of the appeal—it works, it feels real, and it’s exactly the kind of unexpected stuff we love to see. That’s what continues to drive THE ICE St. Moritz International Concours of Elegance, welcoming prestigious marques from around the world to celebrate automotive excellence, enjoy driving, displaying, and watching some of the world’s most exciting cars on the frozen lake. This year, Rimac Automobili made its presence at the event even more special by delivering the first Nevera R Founder’s Edition to its owner, marking the public debut of this exclusive ten-car series.

What separates the Nevera R Founder’s Edition is  the experience wrapped into its ownership. Each Founder’s Club member begins with a deeply personal configuration session at the Rimac Campus in Zagreb, working directly with Mate Rimac, design director Frank Heyl, and the team using advanced V-RED visualization software. From there, ownership becomes a long-term conversation rather than a transaction, with priority access to product previews, performance showcases, record attempts, and even input into future Rimac research and development.

"The I.C.E. St. Moritz represents everything we love about automotive culture: encouraging the owners of the rarest and most significant cars in the world to get out and use them to not only enjoy them but share them with the world. Delivering the first Nevera R Founder’s Edition here feels right, as a car that offers our customers more access into our world than ever before"...said Mate Rimac

This particular spec shows just how far Rimac’s bespoke personalization can go. Indigo Blue leather stretches across the dashboard and seats, contrasted by silver accents, heat-stamped details, and dark grey satin anodized switchgear. Matte carbon on the console keeps things minimal, while the stitched roof stripe mirrors the exterior’s silver and dark blue tones. The most personal touch sits low and quiet, as the silver-marker signatures of Mate Rimac and key team members stand out on the door sill.

The Rimac Nevera R shifts the formula from Hyper GT to full, road-legal hypercar, delivering 2,107 horsepower through four motors managed by next-generation all-wheel torque vectoring. A 0–60 mph time of 1.66 seconds, a 268.2 mph top speed, and 24 verified world records in 2025 alone put it in its own space. More downforce, stickier Michelin Cup 2 tires, and a revised 108 kWh battery pack sharpen the experience without sacrificing usability. With just 40 Nevera R units planned, and ten reserved as Founder’s Editions, its debut on the ice at St. Moritz feels like a fitting introduction to Rimac’s most focused electric hypercar yet.

by Autonews

 

AUTONEWS

NASA tests technology offering potential fuel savings for commercial aviation

NASA researchers successfully completed a high-speed taxi test of a scale model of a design that could make future aircraft more efficient by improving how air flows across a wing's surface, saving fuel and money.

On Jan. 01/12, the Crossflow Attenuated Natural Laminar Flow (CATNLF) test article reached speeds of approximately 144 mph, marking its first major milestone. The 3-foot-tall scale model looks like a fin mounted under the belly of one of the agency's research F-15B testbed jets. However, it's a scale model of a wing, mounted vertically instead of horizontally. The setup allows NASA to flight-test the wing design using an existing aircraft.

The CATNLF concept aims to increase a phenomenon known as laminar flow and reduce wind resistance, also known as drag.

A NASA computational study conducted between 2014 and 2017 estimated that applying a CATNLF wing design to a large, long-range aircraft like the Boeing 777 could achieve annual fuel savings of up to 10%. Although quantifying the exact savings this technology could achieve is difficult, the study indicates it could approach millions of dollars per aircraft each year.

"Even small improvements in efficiency can add up to significant reductions in fuel burn and emissions for commercial airlines," said Mike Frederick, principal investigator for CATNLF at NASA's Armstrong Flight Research Center in Edwards, California.

Reducing drag is key to improving efficiency. During flight, a thin cover of air known as the boundary layer forms very near an aircraft's surface. In this area, most aircraft experience increasing friction, also known as turbulent flow, where air abruptly changes direction. These abrupt changes increase drag and fuel consumption. CATNLF increases laminar flow, or the smooth motion of air, within the boundary layer. The result is more efficient aerodynamics, reduced friction, and less fuel burn.

The CATNLF testing falls under NASA's Flight Demonstrations and Capabilities project, a part of the agency's Integrated Aviation Systems Program under the Aeronautics Research Mission Directorate. The concept was first developed by NASA's Advanced Air Transport Technology project, and in 2019, NASA Armstrong researchers developed the initial shape and parameters of the model. The design was later refined for efficiency at NASA's Langley Research Center in Hampton, Virginia.

"Laminar flow technology has been studied and used on airplanes to reduce drag for many decades now, but laminar flow has historically been limited in application," said Michelle Banchy, Langley principal investigator for CATNLF.

NASA ground crew prepares the agency’s F-15 research aircraft and Cross Flow Attenuated Natural Laminar Flow (CATNLF) test article ahead of its first high-speed taxi test on Tuesday, Jan. 12, 2026, at NASA’s Armstrong Flight Research Center in Edwards, California. The CATNLF design aims to reduce drag on wing surfaces to improve efficiency and, in turn, reduce fuel burn. Credit: NASA/Christopher LC Clark

This limitation is due to crossflow, an aerodynamic phenomenon on angled surfaces that can prematurely end laminar flow. While large, swept wings like those found on most commercial aircraft provide aerodynamic efficiencies, crossflow tendencies remain.

In a 2018 wind tunnel test at Langley, researchers confirmed that the CATNLF design successfully achieved prolonged laminar flow.

"After the positive results in the wind tunnel test, NASA saw enough promise in the technology to progress to flight testing," Banchy said. "Flight testing allows us to increase the size of the model and fly in air that has less turbulence than a wind tunnel environment, which are great things for studying laminar flow."

NASA Armstrong's F-15B testbed aircraft provides the necessary flight environment for laminar flow testing, Banchy said. The aircraft enables researchers to address fundamental questions about the technology while keeping costs lower than alternatives, such as replacing a test aircraft's wing with a full-scale CATNLF model or building a dedicated demonstrator aircraft.

CATNLF currently focuses on commercial aviation, which has steadily increased over the past 20 years, with passenger numbers expected to double in the next 20, according to the International Civil Aviation Organization. Commercial passenger aircraft fly at subsonic speeds, or slower than the speed of sound.

"Most of us fly subsonic, so that's where this technology would have the greatest impact right now," Frederick said. NASA's previous computational studies also confirmed that technology like CATNLF could be adapted for supersonic application.

In the coming weeks, CATNLF is expected to begin its first flight, kicking off a series of test flights designed to evaluate the design's performance and capabilities in flight.

Looking ahead, NASA's work on CATNLF could lay the groundwork for more efficient commercial air travel and might one day extend similar capabilities to supersonic flight, improving fuel efficiency at even higher speeds.

"The CATNLF flight test at NASA Armstrong will bring laminar technology one step closer to being implemented on next-generation aircraft," Banchy said.

Provided by NASA

 

PORSCHE

Boxster and Cayman electric, the sports cars Porsche doesn't know how to save

Porsche has had no choice but to start admitting the unthinkable: its ambitious plan for electric cars has not gone as expected. And the first major sign of this course correction could directly affect two of its iconic sports cars.

According to Automotive News, the German brand is considering canceling the launch of the new 718 Boxster and Cayman electric models, which were scheduled to inaugurate a new era of zero emissions for Stuttgart's two-seater models in 2026. This change would represent a significant strategic shift for Porsche.

The decision has not yet been made, but the prestigious publication suggests that this would be one of the first major measures to be taken by the company's new CEO, Michael Leiters, who replaced Oliver Blume to allow the German to focus on the complex restructuring of the Volkswagen Group. Delays in the development of both models and the sharp increase in their costs have reportedly generated concern at the company's top management.

The Boxster and Cayman, in limbo...The possible cancellation of the electric 718 puts the Boxster and Cayman in a particularly precarious position. Both models have already abandoned their combustion engine versions in mass markets and, in Spain, only survive in ultra-exclusive editions such as the 718 Spyder RS ​​and the Cayman GT4 RS.

Their future should involve, without exception, complete electrification starting this year, 2026. Now, however, Porsche faces an unexpected scenario: two of its most iconic sports cars without a clear short-term plan.

This possible turnaround comes shortly after another change announced months ago, when Porsche revealed the development of a new combustion engine model intended to replace the classic Cayenne. An SUV whose definitive leap to electricity seemed inevitable… until the brand decided to leave the door open for a combustion engine.

Porsche's situation cannot be explained solely by its risky venture with electric vehicles. Two main factors also affected their forecasts: the sharp drop in sales in China, the world's largest automotive market, and the tariffs imposed by the United States on European products, another key market for the brand.

This combination of factors forced Porsche to revise its plans and accept that the pace of market electrification is not what was predicted a few years ago. And that, even for a leading brand, correcting course may be the only way to stay on track.

The transition of the Porsche 718 Boxster and Cayman to electric power has become a defining struggle for the automaker, with the project plagued by, as of early 2026, development delays, ballooning costs, and waning consumer demand for EV sports cars. Initially intended to be fully electric by 2026, the 718 line is now undergoing a massive, expensive U-turn, with Porsche considering re-engineering the platform to include internal combustion engines (ICE) to save the model from a potentially disastrous market reception.

Key challenges in electrifying the 718(below):

-Development "Hell": The 718 EV project has been in development for seven years, facing continuous delays and technical issues, including difficulties with battery supplier Northvolt's bankruptcy and managing weight.

-Weight vs. performance: A core issue is replicating the light, mid-engine handling of the 718 with a heavy, battery-laden electric platform.

-Financial pressures: Reversing the EV-only strategy is estimated to cost Porsche €1.8 billion ($3.2 billion AUD) in 2025, contributing to a 10% decline in overall sales, with significant losses in the Chinese market.

-Weak demand: Consumer appetite for electric sports cars has been lower than anticipated, leading to the discontinuation of the ICE models in 2025 (despite a 15% sales increase that year) being questioned.

The u-turn: returning to combustion...In response to these challenges, Porsche is shifting its strategy:

-ICE return: Porsche is re-engineering the 718 chassis to accommodate internal combustion engines, intending to offer both electric and combustion versions for years.

-Costly redesign: The dedicated "PPE" electric platform must now be adapted to fit a fuel tank, exhaust, and cooling systems, requiring a complete overhaul of the structural floor and rear subframe.

-Potential cancellation: Reports as of February 2026 suggest new CEO Michael Leiters is considering scrapping the 718 EV entirely due to rising costs.

Impact on the brand...The 718, traditionally an accessible entry point to the Porsche brand, risks becoming a "soulless" or "unaffordable" car if the electric version fails to connect with purists. The struggle highlights the difficulty of applying the "value over volume" strategy to entry-level sports cars during an industry-wide, shaky transition to electrification.

Boxster and Cayman electric there is salvation? Autonews responds (autonews1@yahoo.com)...Based on the most recent reports (up to February 2026), the situation is complex:

The challenges (why it may NOT be the direct salvation):

-Strategic retreat: Faced with weak demand for electric vehicles, especially in China, and high costs, Porsche is reconsidering plans for an "all-electric" 718.

-Risk of "soullessness": Market reaction indicates that enthusiasts still prefer combustion engines for convertible and mid-engined sports cars, fearing that the electric version will lose the "essence" of Porsche.

-High costs and low sales: Porsche, under the management of new CEO Michael Leiters, is considering reducing costs, with the possibility of postponing or even canceling the 718 EV due to its high development requirements.

-Competition and weight: The challenge of creating a lightweight car with a sporty "feel" using heavy batteries is significant, with the performance of current electric versions not guaranteeing the same sales success as combustion engine models. A Change of Course (Hybrid "Salvation" May Be the Solution):

-Return of the Combustion Engine: Reports indicate that Porsche may bring back gasoline or hybrid versions for the 718, following a lukewarm reception to the idea of ​​full electrification.

-Strategic Realignment: The brand has retreated from a strictly electric future for the 718 lineup and is instead focusing on a mixed approach (ICE and EV), developing new combustion or hybrid engines to suit market demand.

Autonews

AUTONEWS

Absolute rarity>>>found after 43 years: this abandoned Renault 5 only drove 12 kilometers

One of the most important models in Renault's history was forgotten for 43 years, accumulating dust and dirt in a French garage. In fact, the car was bought new and simply parked in a garage at the end of October 1982, from where it never left.

In an ocean of modern and somewhat impersonal vehicles, popular cars from the past truly surprise us. When a classic like this appears, whether forgotten and abandoned in some dusty garage or barn, it causes a wave of joy in whoever finds it, but also in fans of classic models.

The protagonist of this story is one of the most famous classic compact cars of the 70s and 80s. We are talking about the first generation of the Renault 5, produced between 1972 and 1985, the grandfather of the current Renault 5 E-Tech electric car that you find in dealerships today.

However, the burning question is: how could a car like this have been forgotten for over four decades? According to its creators, the car was bought new in 1982 and simply parked. All these years it remained unused, in an almost eternal state of lethargy.

The car was bought by a French woman who, in 1982, spent all her savings at the Sodirac dealership in Chalon-sur-Saône. The model acquired was a five-door Renault 5, TL version, with a 1,108 cc engine and a four-speed manual transmission, painted in an unusual metallic shade, Bleu Schiste. All this for the modest sum of 40,000 French francs, the equivalent of approximately 6,100 euros.

The car left the dealership with a temporary license plate 9105 WWA 71 (in sticker form), valid for 15 days, until the definitive registration. Furthermore, the delivery took place at the owner's home, as she did not yet have a driver's license.

In fact, the car was parked in a garage at the end of October 1982 and never left. Imagine, the final license plates had already been made and were found in the trunk.

The reason? The owner had a driver's license, but she didn't feel comfortable behind the wheel and never drove the car, which had its odometer reset to zero since the day of delivery, showing only 12 kilometers driven(umage above).

And now? We imagine the car will be completely cleaned and inspected, since it has been announced that it will be auctioned at an event organized by Aguttes, scheduled for March 15th.

Foto: phares_jaunes_et_damiers

AUTONEWS

VR used to help understand how people respond when self-driving taxis go wrong

What would you do if you were in a self-driving taxi and another passenger fell seriously ill? What if a fire broke out, or the vehicle stopped in the wrong place? What would you need to manage the situation with no driver to help?

Researchers at Loughborough University have been using immersive virtual reality (VR) to explore these questions and help the Department for Transport (DfT) and the Government's Centre for Connected and Autonomous Vehicles (CCAV) understand how future self-driving taxis should be designed to keep passengers with different needs safe and supported in emergencies.

Professor Gary Burnett, an expert in digital creativity at Loughborough, and a team of researchers have developed a series of VR simulations that place participants together as avatars inside a self-driving taxi during emergency situations. The team at Loughborough can then directly observe how people respond socially when there is no human driver present in these safety-critical scenarios.

Ninety-one people with a range of protected characteristics under the Equality Act 2010 (including 81 adults and 10 children aged eight to 17) experienced the scenarios wearing VR headsets—and were asked what actions they would take, what information or features they would need to manage the situation, and how safe they felt in each emergency scenario.

"Participants experienced scenarios including a medical emergency involving another passenger, a fire inside the vehicle, flooding on the route, a collision, and a pedestrian attempting to open the taxi door," said Professor Burnett.

"By using VR, researchers were able to safely recreate high-risk situations that would be impossible to test in the real world, while still capturing authentic emotional and behavioral responses."

The research has been published in an online report. The findings highlight that barriers in emergencies are not only practical—such as those due to physical or sensory limitations—but are also shaped by how safe people feel, with gender, age, disability and other protected characteristics influencing how confidently passengers are able to act or seek help.

Project Director Dr. Clare Mutzenich—who has recently joined Loughborough University as a Professor of Human and AI Interaction—said, "Without a human driver to guide or reassure, automated systems will need to take on a more active role in supporting people, particularly in moments of uncertainty or emergency.

"By bringing together voices that are often overlooked in transport planning, including those of disabled people, neurodivergent users, and individuals with gender or faith-related needs, this study helps lay the foundations for self-driving taxis that are not only technically capable, but genuinely inclusive, trusted and safe for everyone."

How everyday activities affect taking back control in self-driving vehicles...Alongside this work, Loughborough researchers have contributed to a second DfT and CCAV-funded project examining which non-driving activities people can safely carry out while a self-driving vehicle is driving itself, without compromising their ability to take back control when required to by the automated system.

The research, carried out in collaboration with University College London, involved 87 participants taking part in controlled driving simulator trials. During periods of self-driving, participants completed everyday non-driving related activities—such as watching videos, reading, completing puzzles, and eating or drinking—before receiving a prompt to take back control of the vehicle.

Take-back control was assessed by examining how quickly and safely participants resumed control of the vehicle, including whether they regained situational awareness by scanning mirrors and the road before starting driving and their steering, braking and lane-keeping performance once they took manual control.

The findings, which have also been published in an online report, show that taking back control quickly does not always mean taking back control safely, with some activities affecting how well participants were able to rebuild awareness of their surroundings before resuming driving.

Dr. Mutzenich said, "We found that some non-driving related activities, such as eating and drinking, were relatively easy for participants to disengage from after a takeover request. Others, however, proved much harder. In some cases, participants continued mobile phone tasks, like watching a film, even after starting manual driving.

"We also observed that very few participants looked in their mirrors before taking control, which is a crucial element of understanding the driving environment.

"Phase 2 of this research is now underway, and the focus is on testing clearer guidance for users-in-charge on what constitutes a safe and effective takeover."

Together, the projects demonstrate how immersive technologies such as VR and driving simulators can help policymakers and designers anticipate human behavior and design safer, more inclusive self-driving transport before such systems are introduced on UK roads.

Provided by Loughborough University

 

AUTONEWS

Nissan Micra vs Renault 5 E-Tech

The Nissan Micra and the Renault 5 E-Tech are, in fact, "sibling" cars that share the same platform and technical components, differing mainly in exterior and interior design and minor details of trim and equipment.

Both models are based on the AmpR Small platform (formerly CMF-BEV) of the Renault-Nissan-Mitsubishi Alliance and are produced in the same factory in France.

The choice between the Nissan Micra E-Tech Electric and the Renault 5 E-Tech Electric depends mainly on preference for style, price and minor equipment details, since both cars are essentially technical "siblings," sharing the same platform and components.

Renault 5 E-Tech Electric: Stands out for its retro and charismatic design, inspired by the original 1970s model, which appeals to nostalgia. Generally, it is the slightly more affordable option, with estimated prices starting around €25,000 in Europe, making it a strong choice if budget is a key factor.

The Nissan Micra E-Tech Electric features a more modern, clean, and conventional look, with its own design elements, such as the round headlights, which evoke previous generations of the Micra. The price is slightly higher than the Renault 5, starting at around €27,000, although top-of-the-range specifications may offer a slight extra in terms of equipment.

The choice between the Nissan Micra E-Tech and the Renault 5 E-Tech will primarily depend on personal preference for style and price. The Renault 5 offers a striking retro look and a slightly lower entry price, while the Nissan Micra opts for a more conventional and modern design, with the bonus of practical energy regeneration levers on the steering wheel.

Verdict...Objectively, the Renault 5 E-Tech is often cited as the better choice due to its lower price, given that the mechanical base and performance are practically identical to the Micra. However, the Nissan Micra E-Tech offers the convenient regenerative braking paddles on the steering wheel and the e-Pedal function, which some drivers may prefer, and a slightly longer warranty in some markets.

Ultimately, the decision comes down to which aesthetics are more appealing and whether the Nissan's unique features justify its extra cost for the individual buyer.

by Autonews

JEEP

Why did Jeep hit the mark and launch the best Compass ever?

Jeep has revealed the third generation of the Compass, one of its most popular models in Europe, produced at the Stellantis group's factory in Melfi, Italy, where the Jeep Renegade is also produced and where a crossover and a premium sedan from DS will be joined later this year, in addition to the Lancia Gamma, the future top-of-the-line model of the Italian brand. The third generation of the Compass has no shortage of advantages, starting with a generous increase in dimensions compared to the previous model, with the new Compass being 14.8 cm longer (4.552 m), 8.5 cm wider (1.904 m), 2.3 cm taller (1.652 m) and, most importantly, enjoying 15.9 cm more in the wheelbase (2.795 m). And because Jeep always has to ensure that its vehicles enjoy a certain off-road capability, the new SUV boasts a ground clearance of 200 mm.

Designed on the STLA Medium platform, the same one used by the Peugeot 3008, the new Jeep SUV displays attractive and modern lines, but without abandoning the typical characteristics of this North American manufacturer from Stellantis, with emphasis on the traditional front grille with seven elements (closed to improve aerodynamics), now slimmer and in conjunction with the new optical groups, which debut a distinct luminous signature. The air intakes at the front, the widened fenders and the vertical rear reinforce the robust look of the model, which abandons the 4×4 transmission, except for the electric version with two motors and more powerful, which will arrive later.

The most affordable Compass will continue to be the e-Hybrid, a mild hybrid that gains power, rising from 130 hp to 145 hp. The turbocharged 1.5-liter four-cylinder gasoline engine has been replaced by the renewed 1.2 Turbo three-cylinder, which raises the power to 136 hp. Then, the combustion engine is assisted in accelerations and overtaking by a 29 hp 48V electric unit (the previous generation only provided 20 hp), which is powered by a small battery with 0.89 kWh gross (0.43 kWh usable). However, despite the new Compass being more powerful and using a more efficient gearbox (dual-clutch automatic), it still announces slightly higher consumption (5.9 l/100km instead of 5.6) compared to the previous generation.

In February, along with deliveries of the first Compass e-Hybrid units, Jeep will also begin placing the first 100% electric Compass vehicles in the hands of customers. The brand will sell two battery-powered versions of the SUV, with the first to arrive offering front-wheel drive, 231 hp, and an 80 kWh battery (77 kWh usable), which recharges at 160 kW in direct current (DC) and 22 kW in alternating current (AC). This version claims a range of 500 km on a full charge and announces a total weight of 2198 kg. Later, a second electric version will appear, with two motors (one per axle) to ensure all-wheel drive and a total of 375 hp. This version has a larger battery, with a total capacity of 97 kWh, which allows it to claim a range close to 650 km.

Later, another version of the Compass will be introduced, probably one of the most interesting for fleet owners and companies. We are referring to the plug-in hybrid (PHEV) which, in this 3rd generation, has a powertrain that delivers 223 hp, extracted from a gasoline engine (a 1.6-liter turbocharged four-cylinder) that provides 150 hp, to which is associated an electric unit with 125 hp. The total power places the new PHEV somewhere between the two versions of the 2nd generation Compass, which delivered 190 hp and 239 hp, respectively. However, the great evolution in the PHEV version of the new Compass occurs in terms of battery, which is reflected in the range it ensures when powered exclusively by the electric motor. With a capacity of 17.9 kWh, much larger than the 11.4 kWh of the previous generation's battery, the new SUV announces 90 km of range in electric mode, more than double the 37 km of the Compass PHEV that it has now replaced.

Behind the wheel, the new Compass proved pleasant to drive, both in the 145 hp e-Hybrid version and in the 100% electric version with a single 213 hp motor and a 74 kWh battery. The comfort level is good and it's noticeable that it has been adjusted to please European drivers, as the handling is efficient and doesn't suffer from the increased ground clearance, nor is it hampered by the greater weight in the battery version, which is compensated for by the lower center of gravity due to the battery. The cabin is pleasing in terms of materials and finishes, but the most interesting aspect is the legroom for rear passengers. Inside, there's plenty of space to store small items, and the 541-liter trunk in the back satisfies most needs. The Compass e-Hybrid 145 hp is offered at prices starting from €38,950, while the 100% electric version with 213 hp requires an investment starting at €49,750.

Autonews