AUTONEWS

Chevrolet Corvette ZR1X is the new Pikes Peak

The Chevrolet Corvette ZR1X is a beast, and now it has another record to its name. This past weekend, the monstrous 1,267-horsepower supercar became the fastest production model at the Pikes Peak International Hill Climb.

JR Hildebrand was behind the wheel of a Chevrolet Corvette ZR1X (2027) and drove up the 20-kilometer course with 156 turns and a 1,440-meter climb. It’s a very challenging ride, and Hildebrand finished the race in 9:30.104.

The ZR1X competed in the Hybrid Production class and used a factory exhaust system, as well as Michelin Cup 2R tires from the ZTK Performance package. Hildebrand described it as a car that “you could literally buy in a Chevrolet showroom,” but there are still some minor modifications to meet racing regulations.

The Chevrolet Corvette ZR1X features a 5.5-liter V8 engine paired with a front-mounted electric motor. This hybrid system gives it all-wheel drive and accelerates from 0 to 100 km/h in an incredible 1.89 seconds when equipped with the ZTK Performance Package.

This year’s 104th running of the Pikes Peak International Hill Climb saw plenty of spectacle and unique builds, but one of the most impressive feats came from a stock machine. IndyCar veteran JR Hildebrand hammered out a new production car record of 9 minutes, 30.104 seconds behind the wheel of a Chevrolet Corvette ZR1X.

The effort seemingly arrived one year later than expected, after the C8’s non-hybrid ZR1 variant launched in 2024 with press imagery shot on the iconic mountainside. In fact, Hildebrand himself recognized the scene, and fired off missives to everyone he knew at General Motors inquiring after a seat. Tony Roma, GM's executive chief engineer for global Corvette and Performance Cars, explained the delay as an attempt to differentiate the ZR1 and ZR1X with contrasting entries at the Nürburgring Nordschleife and Pikes Peak.

“We talked about running the ZR1 last year,” Roma said. “Really, the ZR1X is a better match to the mountain. The electrification, with 186 horsepower, is still there all the way up to the top of the hill. Even though our turbochargers do a really, really good job of compensating, it doesn't quite make up for that much.”

The ZR1X's differences over its more conventional sibling prove advantageous at the Colorado peak. The mountain’s tight hairpins reward all-wheel-drive traction provided by the ZR1X’s twin-turbo V-8 and front electric motor, while air density drops by about 40 percent at the 14,115-foot summit finish line, choking internal-combustion engines of precious oxygen compared to sea level. Hence the longstanding overall Pikes Peak record of 7:57.148, still held by Romain Dumas and Volkswagen's fully electric ID.R prototype.

Among production cars, at Pikes Peak in 2019, Rhys Millen managed a 10:18.488 in a Bentley Continental GT. Then, in 2022, David Donner in a 992.1-generation Porsche 911 Turbo S managed two impressive times: a second overall finish at 10:34.053 while struggling with wintry conditions on race day, and a PPIHC-certified time of 9:53.541 set on a later, non-race one. Hildebrand never worried much about the conundrum of sorting through which record means what, though.

“First run, as a sighting lab, you could just tell, ‘Holy shit, this is just a completely different animal,’” he laughed. Comparing sector times through early tire testing mornings, the ZR1X easily gapped Donner, who had returned in the Turbo S. “I've been really impressed throughout the whole process of running the car, how much we've been able to just treat it like a race car,” Hildebrand said. “I don't think I've ever driven a car that has this type of setup, this type of system going on, that's so well integrated.”

Testing proved Chevy’s race day strategy correct: Endurance mode to save battery charge for the higher elevations, instead relying on the massive turbos to push 24 psi of boost through the lower sections. Doing so also allowed regenerative braking to warm up the ZR1X’s relatively diminutive 1.9-kilowatt-hour battery. Then, once oxygen starvation began to affect ICE output, Hildebrand started using the push-to-pass e-boost button as much as possible. All throughout, he kept the MagneRide suspension dampers in Track mode, and even (surprisingly) admitted to keeping the traction control activated—albeit at the lowest setting—to keep the hybrid powertrain happiest.

“I'm certain that it's helping to generate performance, to be running it with some traction control assistance,” he said. “We're not really tweaking on stuff that much ... we ended up spending an entire three days of testing, all just back-to-backing little alignment changes because we were getting really good reads.”

By the time Hildebrand took the green flag on one of the best mornings of weather in recent Pikes Peak memory, most spectators had already shed their jackets and beanies. Two spots earlier in the starting order, Donner had almost exactly mimicked his non-race day record with a 9:53.740 time. The Corvette team gathered anxiously during the run, frustrated as the leaderboard failed to show the first two sector splits, until Hildebrand reached the summit and the official "9:30.104" appeared on the screen. Pent-up anxiety was unleashed in a cheer rife with more than a healthy dose of relief.

A new record easily in hand, then—and yet, lingering questions. Technically, Hildebrand and the ZR1X won the Time Attack category. Pikes Peak does not include a dedicated “production car” class, and does not (almost cannot, given the hybrid complexity) certify how bone-stock the ZR1X actually arrived on race day. It came stripped and caged, with a race seat, fire suppression system, and kill switches, although the dash and steering wheel at least looked original. But a closer glance at the VIN number revealed the last two digits “EX,” indicating one of Chevrolet’s pre-production cars. The 10-gallon fuel cell in the trunk also only held the perfect amount of fuel to actually reach the summit. The original saddleback tank was blocked off rather than removed, though—so if anything, the additional cell added precious pounds. (Though in a good place for traction...)

Meanwhile, in the Unlimited and Open classes, Dumas and Ford set the third-best time ever of 8:18.202 in the fully electric Super Mustang Mach-E. Four-time King of the Mountain Robin Shute and last year’s winner Simone Faggioli both struggled with reliability in their ICE hill climb specials. And Emelia Hartford entered her own Corvette ZR1 and managed to earn the Queen of the Mountain title as the fastest woman to ever reach the peak on four wheels.

Despite running her own program, Hartford still accepted a bit of help from the Chevrolet team. “I don't think there's anything like Pikes Peak that you can really prepare for,” she explained. “I did have a little bit of an overheating issue, and the engineers were very quick to help me understand what was causing it, and they gave me some data on the best alignment they recommended for the car. So although I wasn't officially a Chevrolet driver and I didn't have the Corvette team at full like JR did, I did appreciate their positive support for me on the mountain with my own personal vehicle.”

Should Hartford’s ZR1 have competed against Donner in the Porsche, while the ZR1X entered separately in a special hybrid production class? Clearly, fitting every kind of wild car that arrives to race up Pikes Peak into a specific class would present the organization with a challenge. But that’s what makes this race so unique. What’s not in doubt: the ZR1X’s time will likely stand for a while.

AUTONEWS

New emergency towing equipment allows rescue helicopters to fly farther and in worse weather

n the Lofoten Islands off Norway's northwestern coast, a rescue helicopter circles over a cruise ship. Soon, two people and a large bag are lowered onto the deck. Then a line is launched over to the coast guard ship right next to it. The cruise ship is ready to be towed. Fortunately, this is only an exercise to test the new equipment and not a real emergency.

Bad weather and challenging rescue conditions are common when ships need help at sea. Stabilizing the ship and towing it to a safe harbor are paramount. SINTEF and several other partners have now developed new and improved emergency towing gear that is both lighter and smaller than before.

"We are in the process of establishing a new capability in state preparedness. We will train personnel to board an abandoned vessel and attach a towline. This is expertise that we haven't had in Norway before, so it is an important step forward," says Kjetil Aasabø.

Aasabø is head of the department for operations and coordination within the Norwegian Coastal Administration's environmental preparedness department. He has professional responsibility for Norway's towing preparedness.

"The new equipment is specially adapted for this purpose. We haven't had similar equipment before," says Aasabø. "Rescue operations are much more challenging with the old equipment."

In 2028, new, stricter rules for emergency towing will go into effect. This applies in particular to large ships with more than 20,000 gross tonnage.

Every year, 140 to 170 ships drift in Norwegian waters while waiting to be rescued. The most serious incidents happen when ships drift uncontrollably toward land and run aground. A brand-new emergency towing system was tested earlier this year off the Lofoten Islands.

In the middle of the rescue exercise, a real Mayday message came in. A bulk carrier en route from Russia to Colombia lost engine power and was drifting out into the Norwegian Sea.

New equipment makes it easier to conduct successful rescues

When a hazardous event occurs, the rescue operation must get underway quickly.

"The equipment to be used must be easy to handle and at the same time able to withstand the extreme forces it's subjected to," says senior adviser Ørjan Selvik at SINTEF Ocean, who led the crisis exercise.

Transferring a towline from one vessel to another can be difficult. If the crew has abandoned the at-risk ship, that leaves no one on board to receive and secure the towline. Nor is there anywhere to aim the towline if the mooring deck is covered. Sometimes the ship that has come to the rescue may not have the necessary equipment. Rescue work often takes place in very harsh weather conditions.

In that case, the only way out might be to transport the towline in the helicopter. Emergency towing equipment has so far been extremely heavy and can weigh up to 1 metric ton (1.1 tons), making it difficult to transport. Therefore, such towing equipment has been transported in bags under the helicopter.

"When the load is hanging outside, the helicopter cannot fly as far or in as severe weather. The new towing system, by contrast, weighs only 75 kilos (165 pounds) and can be taken into the helicopter itself," says the SINTEF researcher.

The new equipment consists of a lighter towline and a specially designed bag, a so-called helibag. The towing equipment is packed in the bag to make it easier to transport into the helicopter and carry around the ship.

Challenging operation in tough conditions...The scenario during the rescue exercise in Lofoten: The cruise ship M/S Spitsbergen experiences "distress at sea." The ship is on a seven-day voyage between Tromsø and Lofoten with 220 passengers on board. The Norwegian coast guard ship KV Barentshav is already in place. The SAR Queen rescue helicopter takes the new equipment, circles over the cruise ship, and then the rescuer and equipment are lowered onto the ship.

"When the equipment is safely on deck, the crew carries the helibag to the mooring deck and deploys the towline. The whole setup only takes 10 minutes," says Selvik.

Precious minutes indeed, if it had been a real emergency.

Concurrently, a real emergency situation is getting serious in another part of Norway. The bulk carrier LMZ Pluto has lost engine power west of the Haltenbanken oil and gas province in the Norwegian Sea. The crew is being evacuated by helicopter, but the ship is left drifting in the waves. The Norwegian Coast Guard is following the situation closely and is continually calculating the ship's drift path, using a system that was also developed by SINTEF.

Back at the exercise in Lofoten, the air cannon is being prepared to fire the towline from the cruise ship to the Coast Guard ship, which is now ready to tow the cruise ship.

Marius Fjellvær, captain of the M/S Spitsbergen, is following the operation closely.

"It's absolutely great for us to be part of such a comprehensive exercise, and one that involves so many parties," says Fjellvær.

The towline rope is made of a very light and strong fiber, and it is also modular. This makes it easier to load into the helicopter and carry around on the ship, says Eirik Homlong, the chief technical officer at OTS. Credit: Kay Fochtmann

It is not unusual to train for possible incidents, but the exercises are often theoretical. On this day, however, a full-scale realistic exercise involving multiple people was being carried out.

Light towing gear that can withstand strong forces...The emergency tow must be able to withstand strong forces from ships and the ocean when it has to tow or stabilize a vessel in rough seas weighing many thousands of tons. Offshore & Trawl Supply (OTS) outside Ålesund municipality has developed the rope for the towline.

All the individual parts are known technology, but they are being put together in new ways for this purpose, thus providing new solutions. The line can either be shot over to the damaged ship or driven with the help of a sea drone.

"The best innovations are usually intuitive," says Selvik.

The exercise has several objectives, he says.

"One aspect of the test is seeing how the new towing technology works and figuring out what can be improved further. In addition, everyone needs to practice conducting emergency towing simulations. We need to professionalize the effort," says Selvik.

Straight from practice to the real deal...A few days after the exercise, specially trained crews from the Bergen Fire Department are lowered onto the bulk carrier that experienced engine failure in the Norwegian Sea to connect an emergency tow.

"The crew members who trained during the exercise were the same ones who were lowered onto the LMZ Pluto," says Aasabø.

The crew attaches a tow to the stern of the LMZ Pluto, which is 190 meters long (623 feet) and loaded with fertilizer. In this way, they gain control of the ship that has been drifting without a crew and keep it away from installations on the shelf.

The realistic exercise in Lofoten suddenly became the real deal when the real Mayday message appeared.

"It was exactly the type of situation we were practicing for," says Aasabø.

Even though the equipment used during the exercise was not part of the real rescue operation, the crew had trained together and built up a sense of trust among themselves.

"We can see how valuable the new equipment really is. It's easy to handle and doesn't take up much space. Now more training sessions need to happen so that rescue personnel know how to use the new equipment," says Aasabø.

Provided by SINTEF 

 

AUTONEWS

Stellantis has a 9.5 percent stake in US-based Factorial, which is developing next-generation batteries

The automotive group Stellantis announced that it has a 9.5 percent stake in the US startup Factorial Energy, which is developing solid-state batteries for electric vehicles.

Stellantis could also consider additional investments in the company, which would strengthen its position in the segment of technologies for future electric vehicles, Reuters reported.

Solid-state batteries are considered one of the most promising technologies in the automotive industry, primarily due to their potential to provide higher energy density, faster charging and greater safety compared to classic lithium-ion batteries.

Stellantis and Factorial Inc. have reached a significant milestone: the integration of Factorial’s advanced FEST® (Factorial Electrolyte System Technology) solid-state battery technology into a Dodge Charger Daytona development vehicle and the launch of a road-testing program to verify performance, safety and reliability. Building on previous validation of automotive-scale FEST® cells, this achievement marks the first integration of solid-state cells into a Stellantis vehicle and a breakthrough step towards automotive-grade application.

“Battery development is a balancing act. It’s not enough to optimize a single metric. We need a system that delivers real benefits in a real vehicle,” said Ned Curic, Stellantis Chief Engineering and Technology Officer. “This milestone shows we are bringing solid-state batteries closer to our customers with the potential for longer range, faster charging and lower costs. Just as important, FEST®’s strong compatibility with lithium-ion manufacturing processes gives us a critical path to scale this technology.”

In 2025, Stellantis and Factorial demonstrated FEST® cells with an impressive energy density of 375 Wh/kg, ultra-fast charging from 15% to 90% in just 18 minutes and robust reliability from -30 °C to 45 °C.

Transitioning from these cell testing results to a development vehicle demanded advanced engineering solutions from Stellantis and Factorial engineers. FEST® solid-state battery cells were integrated into the existing battery pack using an innovative, patented new mechanical architecture, designed by Stellantis, to bring out the best of solid-state cell performance. Engineers also adapted the control systems and pack design to optimize cell performance while meeting rigorous automotive requirements for safety and durability. These technical designs and adaptations are essential for ensuring cell performance in all conditions.

With this integration milestone complete, Stellantis and Factorial have started a road testing and calibration program. The testing program will help tune and further verify pack performance and reliability under charging and driving conditions, in addition to vehicle safety.

"We are deeply honored to work alongside Stellantis, one of the world's great mass-market automakers, on this STLA Large-based development car," said Siyu Huang, CEO of Factorial. "What we have built together, from cell chemistry to pack architecture to enable real-world road testing, is exactly the kind of deep, full-stack collaboration that solid-state has always required. This milestone doesn't just validate FEST®; it sets a new bar for what automotive-grade solid-state batteries can deliver and supports the development of future vehicles designed to meet the evolving needs of drivers."

This milestone marks continued progress on Stellantis and Factorial’s previously announced demonstration program, as well as an important step in Factorial’s ongoing development, calibration and industrialization of solid-state batteries for automotive use.

Stellantis holds a 9.5% stake in American next-generation battery developer Factorial Energy. The automaker is actively integrating Factorial's solid-state cells into demonstration vehicles for road testing, with a goal to commercialize this technology across future electric models.

Investment & Valuation: The 9.5% equity stake (roughly 8.67 million shares) is valued at approximately ($126) million

Road Testing: Stellantis has integrated Factorial's FEST (Factorial Electrolyte System Technology) solid-state cells into a development vehicle (a Dodge Charger Daytona) for on-road testing to assess real-world performance and safety.

Tech Benefits: Factorial's cells feature an energy density of roughly 375 Wh/kg, promising faster charging times (such as 15% to 80% in 18 minutes), longer driving range, and improved safety over traditional lithium-ion batteries.

Board Representation: Jon Nelson, the CEO of Stellantis Financial Services, was elected to Factorial’s board of directors.

GMA

Gordon Murray T.50s Niki Lauda

The T.50s Niki Lauda was designed without compromise, with hundreds of parts modified compared to the T.50 road supercar to optimize track performance.

Named after the legendary three-time F1 world champion and former Brabham teammate of Gordon Murray, Niki Lauda, ​​the T.50s

According to the press release, this livery pays homage to the first victory of a car designed by Murray for Formula 1: the Brabham BT44, which won the 1974 South African Grand Prix. Ironically, the winning car at Kyalami was driven by Argentinian Carlos Reutemann and not by Austrian Lauda (who took pole position in the same race with the Ferrari 312B3).

This year's Goodwood Festival of Speed ​​will mark a special moment for the British company Gordon Murray Automotive (GMA). Among the supercars that will appear there will be the first T.50s Niki Lauda delivered to a customer.

This is a particularly significant event for the brand, which in less than six years has gone from the launch of the T.50 to the delivery of 100 units to customers around the world. The star of the event will be chassis number one T.50s Niki Lauda, ​​an extreme version of the T.50 designed exclusively for track use. The car is part of a limited series of just 25 units and represents one of the most radical creations of the British company.

The car chosen for Goodwood celebrates Gordon Murray's first Formula 1 victory in 1974 at the Kyalami circuit in South Africa. For this reason, the bodywork is enriched with details inspired by the South African flag, while the glossy black number 7 recalls the Brabham BT44 driven to victory by Carlos Reutemann.

One of the most anticipated elements will be the sound of the naturally aspirated V12 engine that powers the T.50 (a 3.9L V12 Cosworth with 772bhp), which is mated to a six-speed semi-automatic transmission. Aerodynamic improvements help the car deliver up to 1,199kg of downforce.

“In just six years since the T.50 debuted, the team has designed, developed, built and delivered 100 cars to customers around the world. We have also started production of the T.50 and are continuing development of the T.33 and T.33 Spider. It is a privilege to create lightweight, refined supercars for our customers and share them with enthusiasts,” said Gordon Murray, executive chairman of Gordon Murray Automotive.

While Niki Lauda’s T.50s will be the most anticipated model, the British manufacturer will also be bringing other particularly exclusive cars to Goodwood. Among them will be the S1 LM, which will make its European debut after being unveiled in the United States and sold at auction for over $20 million (approximately €17 million). Also making their debut at the English hillclimb will be the Le Mans GTR XP1, a prototype that heralds a future limited production run of 24 units, as well as the T.33 Spider VP12, one of the last prototypes to validate the model before production begins.

V12 Cosworth...Gordon Murray himself, now 80 years old, will drive the Niki Lauda T.50s chassis number 1 on the (slightly inclined) Goodwood hill climb.

If the Cosworth V12 developed for the "regular" T.50 is already a masterpiece, the version created for the Niki Lauda T.50s is breathtaking. Gordon Murray and Cosworth didn't just increase power by recalibrating the electronic control unit. The engine was profoundly modified inside, becoming lighter, more powerful, and with even quicker responses.

Cosworth reduced the weight of the pistons, fitted camshafts with higher lift, and adopted titanium in all 48 valves, guaranteeing reliability and precision even at maximum RPM. The result was a 16 kg reduction, bringing the total engine weight to just 166 kg.

The numbers help to illustrate the leap. In the street-legal T.50, the V12 delivers "only" 663 hp at 11,500 rpm. In the Niki Lauda T.50s, it delivers 772 hp at the same rpm. The gain was 109 hp (16.4%).

Not bad for a car that weighs less than 900 kg and dispenses with any form of supercharging. The engine is naturally aspirated, but at high speeds, a RAM system mounted on the roof forces air into the intake. The cylinder heads have been completely redesigned, gaining 12 individual throttle bodies—one for each cylinder.

Since it doesn't need to meet the emissions and noise standards applied to street-legal vehicles, the T.50s eliminates conventional catalytic converters and mufflers. The exhaust gases are channeled through a direct-flow system made of Inconel and titanium, with ultra-thin walls. In addition to reducing weight and unleashing extra power, the assembly produces a wild roar reminiscent of early 1990s Grand Prix cars.

Widely used in Formula 1 engines, Le Mans prototypes, and aircraft turbines, Inconel is a nickel-based superalloy developed to withstand extremely high temperatures at which ordinary steel can deform. In addition to increasing thermal resistance and reducing mass, the material contributes to the characteristic high-pitched sound of the V12.

Power is transmitted to the rear wheels via an Xtrac IGS gearbox, a six-speed sequential transmission operated by paddles behind the steering wheel. The system allows pre-selecting the next gear before disengaging the previous one. The result is extremely fast and virtually continuous gear changes, without the weight and complexity typical of a dual-clutch transmission.

Just like in the road-going T.50, the transmission is mounted transversely, maintaining a compact assembly, concentrating the mass in a lower position closer to the center of the car, and reducing rear overhang.

Both the clutch and gear changes are electronically controlled, operated via carbon fiber paddles fixed to the steering column. The standard ratios allow the car to reach a top speed of approximately 335 km/h, but there is also an option for tighter circuits, with much shorter ratios and a "modest" top speed of 275 km/h.

The driver remains seated in the central position, a striking feature of the design. After all, the T.50 is the spiritual successor to the McLaren F1 (1992–1998), the legendary hypercar designed by Murray.

The adjustable aerodynamic package is capable of generating up to 1,200 kg of downforce. The rear wing is directly derived from the one used on the Brabham BT52 designed by Murray and driven by Nelson Piquet in the 1983 season. 

 

by Autonews

 

AUDI

New 2027 Audi RS Q7 V8

Forget about the controversially styled Audi Nuvolari supercar for just a moment, because Audi has reaffirmed its commitment to V8 engines in America in a big way with a new generation of V8-powered 2027 Audi SQ7. What you see here is the all-new third-generation SQ7, alongside its Q7 counterpart, and the big news is that there isn't a hybrid in sight — just two V-shaped engine options including a V8 that's got RS power levels.

Audi's gone power-hungry for the 2027 Audi Q7 and SQ7. Kicking things off in the non-S model is a 2.9-liter twin-turbo V6 engine — no hybrid nonsense here — putting out 429 horsepower and 442 lb-ft of torque. That's nearly 100 hp more than the model it replaces (335 hp). Between the engine and Audi's signature quattro all-wheel drive, now with a new limited-slip center differential with preload functionality, an eight-speed automatic transmission handles shift-duty, dispatching the zero-to-60 mph sprint in 4.8 seconds (0.7 quicker than the 2026 model) before it reaches a top speed of 130 mph.

V8 engine...But the SQ7 is the one we want to talk about the most, as it keeps the V8 alive for Audi with an extra dose of attitude. As before, it's a twin-turbo 4.0-liter V8, but it now has thesame power as the RS Q8— 591 hp and 590 lb-ft. That's 91 hp and 23 lb-ft more than before. With the aid of a rear-biased, sportier quattro system with an electronically controlled locking rear differential, it'll now blast past 60 mph from a standstill in 3.7 seconds (0.3 quicker than the 2026) and top out at 155 mph on summer tires or 130 mph on all-seasons. That's BMW X5 M territory.

Despite not being a full-fat RS model, the new SQ7 makes nearly 100 hp more than the outgoing model, which sees it on the heels of more aggressive models like the 2026 BMW X5 M and Mercedes-AMG GLE 63. The X5 M Competition comes with 617 hp and offers a benchmark sprint of 3.7 seconds, while the AMG-badged SUV has 603 hp on offer, with the same sprint time - which is also identical to the 3.7-second claim from Audi for the 2027 SQ7, despite making a little less horsepower.

Both the BMW and Mercedes-AMG performance SUVs cost upward of $131,000, excluding options and destination, which puts Audi in an ideal position to steal away customers with clever pricing, given performance from the SQ7 is on par with the best the other German brands have to offer in the segment. The outgoing SQ7 started well under $95k, so we'll be watching for pricing announcements closely.

As standard, the regular Q7 rides on five-link independent suspension with adaptive air as an option. The air suspension is the default for the SQ7, with an available sportier option still utilizing air but giving you more poise to rein in the 5,467 lbs of the SQ7 while dropping the ride height by 30 mm. The Q7, for reference, weighs 5,137 lbs.

Wheel options range from 20 inches to 22 inches on the Q7, with four designs available, while the SQ7 rides on 22-inch five-double-spoke wheels by default with two optional 23-inch designs to step up to. Behind these, braking duties are handled by 14.8-inch/13.8-inch front/rear brakes on the Q7, while the SQ7 steps these up in both size and piston count. The SQ7's front rotors measure 16.5 inches with six-piston fixed calipers, while the rear uses a single-piston floating caliper design and 15-inch rotors.

by Autonews

 

AUTONEWS

Peugeot Partner Active

In 2026, Peugeot celebrates 30 years of success with the Partner model. Over three generations, this compact van has become a major player in its segment, offering professionals all the qualities of Peugeot light commercial vehicles: exceptional driving comfort and working conditions, durable design and a strong visual identity.

Now, Peugeot is adding a completely new version to the Partner range: the Partner Active.

The new Partner Active has been designed to respond precisely and effectively to the real needs of professionals. Studies show that 40% of them are not interested in a compact van with three seats and that they spend 90% of their working time alone in the vehicle. Based on this observation, Peugeot is launching the new Partner Active, designed to make the daily work of drivers easier.

The front of the Partner Active features the distinctive Peugeot shield. Inside, the dashboard and door panels have been completely redesigned to optimize ergonomics and available space.

The new Partner Active introduces Flexiseat, an innovation designed to make the daily work of users easier. Flexiseat is a modular passenger seat whose cushion can be easily folded vertically to increase the volume of the boot by 0.5 m³. It can be supplemented with the Modutable seat, equipped with a sliding panel that transforms into a work or dining table. It can be stored in a special bag attached to the boot of the vehicle. With the Flexiseat remaining in place, all its functionalities are fully preserved.

Transformed by the Flexiseat into a highly efficient working and living space, the cabin of the new Partner Active can be further enhanced with smart accessories:

Moduconsole: central console with cup holder and closed compartment for storing small tools, tablets, smartphones, documents, etc. Moduconsole can be easily installed or removed in a few seconds, depending on the customer's needs.

Dashbox: two closed storage compartments and a cup holder added to the dashboard.

Drivedrawer: drawer under the driver's seat to safely cover laptops, tablets and other sensitive equipment out of sight.

Moduwork: this option adds a modular third central seat which, when not in use, provides additional closed storage space, converts into a large table for working or eating or folds down to extend the rear space for transporting particularly long items.

220V socket: positioned next to Moduwork, a 220V socket allows users to power electronic devices such as a laptop or tablet.

Like all Partner models, the new Partner Active is available in standard (4.40 m) and long (4.75 m) bodywork, offering a load volume of up to 4.4 m³ and a payload of up to 1,000 kg, depending on the powertrain.

To best meet the needs of all professionals, the new Partner Active offers a wide range of multi-energy powertrains. In addition to a 110 hp petrol engine and a 100 hp or 130 hp diesel engine, all mated to manual gearboxes, the new Partner Active also offers a new 100% electric powertrain with a 42 kWh battery, allowing a range of up to 270 km (WLTP combined cycle). A mild hybrid powertrain will be introduced next year.

Robust and built to last, the Partner Active also benefits, like all the brand's models, from the Peugeot Care program, which offers a warranty of up to 8 years/160,000 kilometers.

 

MOTO GP

Marc Márquez unstoppable in Brno

Marc Márquez secured an important victory at the Czech Republic Grand Prix, held this Sunday morning in Brno. The Spanish Ducati rider drove a strategic race and kept his chances alive in the fight for the 2026 world title. Japanese rider Ai Ogura and Francesco Bagnaia completed the podium.

Marc Márquez took another important step in the fight for the 2026 MotoGP title. The Ducati rider won the Czech Republic GP in Brno, after overtaking Ai Ogura and Francesco Bagnaia in a race marked by strategy and strong pace in the final laps.

Furthermore, the result put Márquez very close to the championship lead, which still belongs to the absent Marco Bezzecchi. With the victory, the Spaniard took the opportunity to reduce the gap in the standings and directly pressure the Aprilia rider.

Márquez surpasses Ogura and Bagnaia in the fight for victory...The race winner started behind Ogura, who took pole position, but quickly advanced along with his Ducati Lenovo teammate, Bagnaia. The two riders passed the Trackhouse Aprilia representative in the early laps.

After winning the Sprint, Bagnaia took control of the main race and remained in the lead for much of the race. However, Márquez found the right moment to attack and made the decisive overtake with six laps to go.

Ogura, known for his strong performance at the end of races, also took advantage of the opportunity and left Bagnaia behind shortly afterwards. Even with the Japanese rider closing in, Márquez managed to maintain his lead and crossed the finish line in first place.

The Ducati rider secured the 25 points for the victory and is in a favorable position to further reduce the gap to Bezzecchi in the championship standings.

Brazilian Diogo Moreira, who started from fifth position, crossed the finish line in 11th place.

The race also had a direct impact on the championship standings.

Season leader Marco Bezzecchi has 180 points, but left Brno with zero points after crashing in Saturday's sprint and being excluded from the main race after assaulting a track marshal following the incident. Second-placed Jorge Martín, who served a double long lap penalty for an accident he caused at the Hungarian Grand Prix, finished in 10th place and leaves with 172 points.

Italian Fabio Di Giannantonio, who is also in contention for the title, had a consistent race and finished in fourth place, maintaining third place in the world championship with 157 points. Spaniard Pedro Acosta started with zero points after having problems with his bike on the last corner, and lost 5th place in the world championship to Ai Ogura, who has 134 points compared to Acosta's 132. Marc Marquez occupies 4th place overall with 140 points.

How was the race? At the start, Ai Ogura maintained the lead, while Diogo Moreira made an excellent start and even reached third place. Francesco Bagnaia took second place by overtaking Marc Márquez in the early laps.

On the second lap, Bagnaia pressured Ogura for the lead and, shortly after, managed to overtake him. Márquez also passed the Japanese rider, who dropped to third.

Moreira was in fifth place, but ended up being overtaken by Fabio Di Giannantonio on the third lap. The Italian then pursued Pedro Acosta in the fight for fourth position.

Meanwhile, Jorge Martín began completing the first of his two mandatory long laps on the fifth lap.

In the middle of the race, Di Giannantonio managed to overtake Acosta and took fourth place, a result he would maintain until the checkered flag.

At the front, Bagnaia led with Márquez very close behind. The Spaniard was studying an opportunity to attack, but encountered difficulties in some sectors of the Czech circuit, especially in the right-hand corner sequences.

Diogo Moreira lost performance throughout the race and fell out of the top 10. However, he reacted in the final straight and, on lap 16, recovered positions by overtaking Luca Marini and returning to the points zone.

The fight for victory was decided with 16 laps to go. After several attempts, Márquez found space to overtake Bagnaia and quickly opened up a lead of more than half a second.

Unable to keep up with his compatriot's pace, Bagnaia began to suffer pressure from his rivals. With five laps to go, the Italian was overtaken by Ai Ogura and lost second place in the championship.

Pedro Acosta once again retired in the final seconds after problems with his bike.

At the front, Márquez managed his advantage until the checkered flag to secure a crucial victory in the season and continue his pursuit of the championship leaders.

Bagnaia withstands pressure and secures podium in Brno...While Márquez and Ogura battled for victory, Bagnaia had to concentrate on defending third place. The Italian suffered pressure in the final laps from Fabio Di Giannantonio, but managed to keep his opponent behind and confirmed another podium for Ducati Lenovo.

“Bezzecchi penalized after accident in the Sprint”...The absence of Marco Bezzecchi opened a great opportunity for his main rivals in the fight for the championship. The Italian rider received a penalty after hitting a track marshal in the accident that occurred during Saturday's Sprint.

With Bezzecchi out of the race, his opponents were able to reduce the gap in the standings. Jorge Martin was the only rider with a mathematical possibility of taking the lead, but the Aprilia Racing representative finished only in ninth position.

Martin still had to serve long laps after the penalty received at Balaton Park and, with the result in Brno, now appears eight points behind Bezzecchi in the title race.

Acosta retires and Mir inherits fifth place...The race also had an important retirement involving Pedro Acosta. The KTM rider was in fifth position, but faced another technical problem and left the race on the last lap.

With that, Joan Mir inherited fifth place for Honda HRC Castrol. Fermin Aldeguer finished sixth, while Raul Fernandez, Luca Marini and Martin completed the following positions in the top 10.

Enea Bastianini closed the list of the top ten. Brazilian Diogo Moreira finished in 11th place with the Pro Honda LCR team, just ahead of Brad Binder.

MotoGP 2026 race result:

Marc Márquez – Ducati Lenovo (GP26)

Ai Ogura – Trackhouse Aprilia (RS-GP26) +0.421s

Francesco Bagnaia – Ducati Lenovo (GP26) +2.255s

Fabio Di Giannantonio – Pertamina VR46 Ducati (GP26) +2.424s

Joan Mir – Honda HRC Castrol (RC213V) +12.81s

Fermin Aldeguer – BK8 Gresini Ducati (GP25) +14.874s

Raul Fernandez – Trackhouse Aprilia (RS-GP26) +18.657s

Luca Marini – Honda HRC Castrol (RC213V) +21.265s

Jorge Martin – Aprilia Racing (RS-GP26) +21.401s

Enea Bastianini – Red Bull KTM Tech3 (RC16) +22.273s

Autonews and Mundoquatrorodas