MERDEDES-BENZ

2026 Electric Mercedes-Benz GLC slalom test

This is the new electric GLC (or Mercedes-Benz GLC with EQ Technology, to use its full and exhaustively long name). It is Mercedes' answer to *Top Gear*'s 2026 Car of the Year—the BMW iX3. This is a major launch, both figuratively and literally, because the gas and diesel GLC is Mercedes' best-selling model worldwide. And with Mercedes' EV mission back on track thanks to the impressive new CLA (following the failures of the EQS, EQE, and EQC), expectations are high.

The electric GLC shares many components and technologies with the CLA, but it is the first model based on the all-new MB.EA-M version ('M' for mid-size vehicles) of the MB.EA (Mercedes-Benz Electric Architecture) platform, which will also underpin the new electric C-Class.

We were told that this car was "built with electrification as the priority," but that there will also be "a diverse portfolio of powertrains to meet every customer need." This means that hybrid, gasoline, and potentially even diesel versions will be launched in some markets. It is an approach very similar to the one Mercedes took with the new CLA. For now, however, it will be offered only in an electric version.

At launch, only one version will be available—the GLC 400 4Matic, featuring dual electric motors that produce 483 hp and drive all four wheels (though the front motor disconnects when not needed). There is a two-speed gearbox at the rear to improve efficiency, while a 94 kWh lithium-ion battery allows for a range of 652 km (405 miles) on the WLTP cycle on a single charge. Surpassing the magic 644 km (400-mile) mark is always impressive, though it still falls well short of the iX3's 805 km (500-mile) range—even though the BMW features a much larger battery (108 kWh, for those wondering).

Like the BMW, the system is based on an 800-volt architecture, enabling fast charging at up to 330 kW and the ability to add 300 km of range in just 10 minutes. Options include air suspension (shared with the S-Class) and four-wheel steering—with a 4.5-degree angle—which reduces the turning radius to 11.2 meters. Towing capacity is up to 2.4 tonnes.

Slalom test...The 2026 electric Mercedes-Benz GLC weighs around 2.5 tonnes but handles maneuvers well thanks to AIRMATIC air suspension and rear-axle steering, although specific closed-course slalom test results are not detailed in recent official reviews.

Performance and dynamics:

• Weight and stability: At approximately 2,500 kg, the SUV is heavy, but the low center of gravity provided by the batteries aids stability.

• Agility: The 11.2-meter turning radius and rear-wheel steering drastically improve agility in tight corners and confined spaces.

• Power: Versions such as the GLC 400 4MATIC deliver around 489 hp with all-wheel drive.

 

by Autonews

AUTONEWS

Land Rover is installing a V8 engine producing over 400 hp into the classic Defender

However, not every Defender from the "Puma" engine era qualifies for the engine swap itself. While the chassis and suspension upgrade packages apply to the entire production run from 2007 to 2016, the V8 conversion covers a much narrower timeframe; consequently, customers must verify their vehicle's production date before seriously considering this option.

The package combines Bilstein dampers with Eibach springs to alter driving dynamics, alongside an Alcon braking system featuring four-piston calipers. The front discs measure 335 mm, while the rear axle uses 300 mm discs—a significant upgrade over the standard brakes found on the Puma-diesel Defender.

Aesthetic and dynamic options are offered separately from the engine work. Customers can choose 16-inch steel wheels as standard or upgrade to 18-inch alloy wheels, along with "Works V8" badging and a redesigned transmission tunnel in the cabin.

Dominic Elms, Director of JLR Classic, described the program as a concept focused on flexibility rather than a single, fixed specification. He noted that the offering caters to "a cherished family car, a reliable workhorse, or a valuable collector's item," encompassing everything from daily drivers to garage-kept examples. This formula differs from the current factory offering, where the V8 engine in new Defenders is forced-induction, unlike the naturally aspirated engine used here.

Not every Puma-era Defender qualifies for the engine swap itself. While the broader chassis and suspension packages stretch across the full 2007–2016 production run, the V8 conversion narrows that window considerably, and buyers need to check their build date before getting attached to the idea.

Underneath, the package pairs Bilstein dampers with Eibach coil springs for a revised ride, along with an Alcon brake setup running four-piston calipers. Front rotors measure 335 millimeters (13.2 inches), with 300-millimeter (11.8-inch) discs at the rear, a serious jump from the stock Puma-diesel brakes.

Cosmetic and dynamic trims come bundled separately from the engine work. Buyers can spec 16-inch steel wheels as the standard fitment or step up to 18-inch alloys, plus Works V8 badging and a redesigned gear tunnel inside the cabin.

Dominic Elms, director of JLR Classic, described the program around flexibility rather than a single build spec. He said the range is meant to serve "whether as a cherished family companion, a dependable workhorse, or a valuable collector's piece," covering daily drivers and garage-kept examples alike. It is a different formula from the factory's current lineup, where the V8 already fitted to new Defenders runs forced induction rather than the naturally aspirated setup used here.

The "Works V8 Conversion" itself applies only to Defender L316 90 and 110 models from the 2012–2016 model years—specifically the final production run featuring the Puma diesel engine, prior to the generation's discontinuation. Owners of older vehicles can still obtain upgraded suspension and brakes, but not this engine.

Installation can be handled in two ways. Owners can order components via the Land Rover Classic Parts website and install them themselves, or work with an authorized retailer to perform the installation; this accommodates both DIY enthusiasts and owners who rely on professional service.

Regarding the complete V8 conversion specifically, Land Rover directs customers to its Classic Works facilities in the UK and Germany, where expert technicians carry out the engine swap. This option reflects the higher level of oversight Land Rover wishes to maintain over engine work, compared to the simple installation of individual components.

Although certain parts of the program can be applied to a wider range of vehicles, the V8 conversion itself is subject to strictly defined criteria. Land Rover Classic states that the full engine replacement applies to Defender L316 90 and 110 models from the 2012–2016 model years.

This means that owners of older models can use specific components to upgrade suspension and brakes, but their vehicles are not eligible for the full V8 conversion.

Dominic Elms, Director of JLR Classic, emphasized that the program was not conceived as a package with a single mandatory specification, but rather as a flexible offering tailored to different owners.

The offer is designed to cater to—as he put it—"a cherished family car, a reliable workhorse, or a valuable collector's piece," meaning it applies equally to a Defender used for daily driving and one kept by its owner as a collector's vehicle.

Owners can order some components through Land Rover Classic Parts and install them themselves, or alternatively, engage an authorized dealer to carry out the work.

However, for a complete V8 conversion, Land Rover directs customers to its Classic Works centers in the UK and Germany, where the engine swap is performed by technicians specializing in such work.

The company notes that the program's availability varies by market. Final vehicle eligibility, specifications, pricing, and timelines depend on the condition of the specific Defender, its existing configuration, and the market in which it is located.

Before work is confirmed, the vehicle must undergo an assessment by Land Rover Classic experts or a local authorized dealer.

For enthusiasts of the final "analog" generation of the Defender, this program offers a way to retain the classic off-roader's original character while benefiting from significantly more modern performance and mechanical components.

Availability is not universal. Land Rover states that final vehicle eligibility, specifications, pricing, and timelines depend on the vehicle's condition, existing specifications, and market; confirmation is provided only after an assessment by Classic specialists or a local retailer. The company previously built its reputation on detailed restorations, and this program employs that same approach—relying on the work of experts rather than simple catalog orders.

TREK

Trek launches new lightweight road e-bike with carbon frame and solid 185 km of range

Trek has unveiled the Domane+ SL, a lightweight electric road bike with a carbon frame. The e-bike features a TQ HPR40 200 W mid-drive motor and a 580 Wh battery, which is said to deliver 40 Nm of torque and 115 miles (185 km) of range. Available in three configurations, it comes with 35 mm tires and tops out at 28 mph (45 km/h).

Trek has expanded its road e-bike portfolio with the Domane+ SL e-bike. The new model follows the company’s recent launch of the Inbound+ and the District+ e-bikes. The Domane+ SL is a performance-focused electric road bike designed for endurance riding. It is based on Trek’s previous-generation Domane endurance road bike platform and features a carbon frame. At 24.5 lbs (11.1 kg), the e-bike is considerably lighter than many conventional electric bikes. 

Interestingly, Trek also offers an aluminum frame version of the Domane+, although it weighs around 3 kg (6.6 lbs) more than the carbon-fiber Domane+ SL. The electric road bike is powered by TQ’s compact HPR40 200 W motor, which is said to provide 28 mph (45 km/h) top speed and 40 Nm of torque. Plus, you can either choose a 360 Wh or 580 Wh battery pack. The company claims up to 113 km (70 miles) of range with the smaller battery pack and 185 km (115 miles) with the larger battery pack. 

Moreover, the e-bike’s carbon frame can handle a maximum payload of up to 275 lbs. It is equipped with a TQ color LED display with Bluetooth and ANT+ connectivity, providing essential riding information. Stopping power comes from hydraulic disc brakes with 160 mm rotors. On top of these features, the Domane+ SL has the Trek Central companion app support for motor tuning and other adjustments. 

The new Domane, with assistance...The Domane+ SL is based on the same fundamental concept as the standard (non-electric) Domane launched last month: a lighter, simpler road endurance platform featuring clearance for 40mm tires (stock 35mm tires), Trek’s Road Endurance geometry, a higher handlebar position, and a carbon seatpost designed for comfort.

I’ve already covered the standard bike in detail in my Domane Gen 5 review, so I won’t repeat the full analysis of IsoSpeed. In short: Trek decided that the comfort advantage IsoSpeed ​​still offered didn't justify the added weight, complexity, and proprietary hardware—especially now that most Domanes run high-volume tires.

This matters here because the Domane+ starts with that refined, improved Domane platform. Trek then adds the e-bike components.

Within Trek’s e-bike lineup, this places the Domane+ SL firmly in the road category. Compared to the Checkpoint+, Trek positions it as lighter and offering greater range, making it better suited for general riding rather than gravel-specific use. In other words, this isn't just a gravel e-bike fitted with slick tires; it is the electric version of Trek’s most versatile road bike.

The Domane+ SL isn't as mechanically simple as the standard Domane—it couldn't be. It features a drive unit, internal battery, display, remote buttons, lights, wiring, and electronic shifting. Yet, the integration is cohesive: the main battery powers the front and rear daytime running lights—a 450-lumen Supernova Starstream Mini up front and a 35-lumen Trek Flare C at the rear (in North America)—as well as the rear derailleur on AXS-equipped models. One main battery. One charging method. The rear light has a minor setup issue: a traditional saddlebag can block it. The best solution is to use the Domane+’s front triangle mounts and one of Trek’s compatible Adventure frame bags; this keeps tools and spares away from the seatpost area and leaves the light visible.

The ride feel of the Domane+ is similar to that of the non-electric Domane, which is great. The riding position is accessible and comfortable, yet firm enough to still convey the feel of a high-performance road bike. It isn’t a race bike with twitchy handling; it’s a fast, long-distance road bike.

The 35mm tires, under-bar padding, and Trek’s RSL seatpost work in perfect harmony. The ride is smooth; it absorbs harsh impacts well and never left me feeling drained. I stepped off the bike after a 160km ride—completed in four and a half hours—feeling refreshed and without any lingering discomfort in my hands, back, saddle area, or shoulders.

However, the Domane+ isn't quite as fluid or elegant as the non-assisted Domane. No e-road bike I’ve tested has cracked the code to combining the refined smoothness, low weight, and exceptional performance of the best non-assisted road bikes. The Domane+ comes closer than many, but there is still a sense of mass low down in the bike’s movement—a feeling that every input has to pass through a heavier object before translating into motion. Like most e-bikes, it feels a bit clunky.

I imagine brands will eventually overcome this lack of fluidity, but it still feels like that’s a few generations away.

Available in three configurations and six sizes (XS, S, M, ML, L, and XL), the Trek Domane+ SL starts at $6,500/€5,999. Buyers can now purchase the e-bike directly from Trek’s official website. 

by Autonews

AUTONEWS

MCA Centenaire heading to auction

Monaco likely boasts more supercars per square meter than anywhere else, yet this tiny billionaire's haven produces no cars of its own. However, in 1990, a startup company unveiled something intended to revolutionize the supercar world. In a way, it did, yet the car vanished without a trace while a rival claimed the glory.

The car in question is the Centenaire, of which MCA (Monte Carlo Automotive) produced only five units between 1990 and 1992. The company was founded by former Formula 2 and CART driver Fulvio-Maria Ballabio, with the help of an impressive lineup of Formula 1 and motorsport legends.

Lamborghini also played a role, supplying the 455-hp, 5.2L V12 engines from the Countach 5000 QV. As with the Lamborghini, power was sent to the rear wheels via a manual transmission. However, it is the chassis that makes the Centenaire special—and the reason the model deserves far more recognition than it currently receives.

Specifically, this was the first production supercar to feature a carbon-fiber monocoque. McLaren pioneered this technology in its Formula 1 cars in 1981 and later applied the same concept to its revolutionary F1 road car in 1994. Yet, MCA beat McLaren to the punch by four years and Jaguar’s XJR-15 model by several months. Other supercars, such as the Ferrari F40, already featured certain components made from composite materials, but before the MCA, no one had built a complete carbon-fiber chassis.

However, being first isn't always an advantage. The year 1990 proved to be a poor time to introduce new technologies—at least for MCA. Reports indicate that several factors contributed to the Centenaire's failure, including the pricing of supercars in the late 1980s and high production costs. There are even claims that Chrysler, Lamborghini's new owner, disliked the idea of ​​supplying engines to a rival supercar manufacturer that might steal the spotlight from the then-brand-new Diablo.

The initial plan was to sell 100 units, but the first phase failed to reach even double-digit sales figures. Attempts to revive the project during the 1990s met with no greater success. An attempt to compete in the 24 Hours of Le Mans also came to nothing, even though two cars had reportedly reached speeds of 354 km/h during testing.

As they are extremely rare, Centenaire units rarely appear on the market; however, one of the five cars produced is being prepared for Broad Arrow's Zoute Concours Auction in Belgium, scheduled for October 9. The auction listing notes that this specific vehicle was the first chassis produced and was used for everything from testing to promotional presentations. After completing its role, the car was kept by Lamborghini, and years later, it was gifted to Ballabi, the founder of MCA.

At one point, the car was painted blue, but its subsequent owner had it fully restored in 2016, returning it to its original Ivory finish, which further accentuates the red leather interior. Broad Arrow estimates the car could sell for between €900,000 and €1.2 million. That sounds like a huge sum for a car many have likely never heard of—one that isn't even the most beautiful supercar of the 1990s. On the other hand, one could argue it is a small price to pay for the car that laid the foundation for the generations of hypercars that followed.

AUTONEWS

NASA modernizes commercial airline systems

NASA’s researchers know that when you settle into your seat on a commercial flight, you expect a smooth takeoff, views over the clouds, a steady descent, and hopefully an early arrival at your destination. But when your flight gets delayed on the tarmac instead of lifting off, or it ends up in a holding pattern rather than landing on time, things start to change. Your experience goes from smooth to anxiety-inducing as you worry about making your connection or getting home in time for dinner.

Large airports are among the busiest, most complex environments in aviation, with aircraft, ground crews, and service vehicles sharing crowded taxiways. Researchers at NASA’s Ames Research Center in California’s Silicon Valley recently worked with Boeing to advance three types of field tests – digital taxi information, safe taxiway, and safe runways – that could lead to safer, more efficient runway environments at airports.

During the digital taxi tests, pilots were given taxiway guidance directly on cockpit displays or tablets, instead of verbally from air traffic controllers. Aircraft autonomously followed digital routes while researchers monitored a suite of sensors designed to identify vehicles or other aircraft impeding the taxi path and runway. The system reduced pilot and air traffic controller workloads and the risk of verbal errors.  

Safe runway technology testing can also improve situational awareness for approaching aircraft. While preparing to land a Boeing aircraft during testing, the same sensors successfully flagged a vehicle on the runway, providing additional awareness to ensure pilots could avoid potential collisions or other safety concerns.

Together, these NASA capabilities aim to reduce miscommunication, ease pilot workloads, and keep airport traffic moving smoothly. Future testing will integrate the sensor and digital taxi systems into a simulated air traffic control environment to evaluate how the technologies can benefit overall management of the airspace.

For years, NASA has worked to improve your experience when flying by developing new technologies to modernize the commercial airline system. Key NASA technologies streamline and digitize the flying experience – from the departure gate, to the skies, to your safe arrival at your destination.

“Aviation safety is key to NASA’s research,” said Parimal Kopardekar, director of NASA’s Airspace Operations and Safety project. “Technology that can provide additional autonomy and support a future airspace with multiple aircraft operating in harmony is key to advancing the National Airspace System.”

NASA’s research innovations continue after your flight takes off. Modern flights constantly respond to shifting weather, turbulence, and traffic. Even small changes in direction or altitude can affect when a plane arrives. These changes can force flights into holding patterns while air traffic controllers attempt to rebalance the busy airspace.

NASA’s air traffic management researchers have been working for years to reduce those situations. In a 2025 collaborative effort with Boeing, United Airlines, and international partners, NASA evaluated real‑time trajectory sharing on domestic and transoceanic flights.

During that testing, a United Airlines Boeing 737 aircraft shared frequent flight information with airline operations centers and air traffic control. NASA used the data to understand how frequently those updates should be sent and what details matter most for generating accurate arrival predictions. Better information helps controllers sequence traffic more precisely, which means fewer holding patterns and more direct descents for passengers.

Digital rerouting technology could reduce workloads for controllers, suggesting new routes to prevent or avoid delays without the back-and-forth needed to adjust flight paths manually. NASA

Pre-departure rerouting technology and digital exchange tools developed at NASA allow dispatchers and controllers to see the same digital picture of flights preparing to depart.

When a better route becomes available, controllers could coordinate the change digitally instead of relying on verbal communication between pilots, controllers, and dispatchers. The technology could lead to fewer delays, reduced fuel consumption, and more predictable operations for passengers.

NASA has now transferred the routing technology to the Federal Aviation Administration (FAA) and airlines will continue to test it. These tools build on decades of NASA contributions to national airspace modernization.

In coordination with the FAA, NASA has advanced automation concepts, improved how arrival and departure flows are managed, and introduced data‑driven software that commercial airlines use every day.

By working closely with airlines, manufacturers, and global partners, NASA is helping to improve every phase of flight to make air travel safer and more reliable, now and in the future.

The transfer of a new air traffic management technology to the Federal Aviation Administration (FAA) has been announced, aiming to modernize commercial airline routing systems. The innovation focuses on tools for digital data exchange and pre-departure route replanning, enabling flight dispatchers and air traffic controllers to view the same digital scenario in real time.

Key benefits of the system:

• Reduced delays: Less time spent waiting on the ground and the elimination of repetitive airborne holding patterns.

• Digital communication: Replacement of complex verbal exchanges between pilots, controllers, and dispatchers with instant digital updates.

• Environmental efficiency: More direct routes and continuous descents that significantly reduce fuel consumption and carbon emissions.

• Predictability: More stable and reliable flight operations for commercial passengers.

Next steps...The system is now entering a phase of extensive practical testing by airlines under FAA supervision. This delivery is part of NASA Aeronautics' decades-long effort to implement the NextGen concept of an integrated and automated airspace.

NASA Aeronautics

AUTONEWS

Hyundai tests second-life E-GMP batteries as energy storage for fast chargers

Hyundai Motor Group has launched a pilot project in South Korea to reuse retired EV batteries. Its UBESS test system will assess whether used E-GMP battery packs can provide stationary energy storage at fast-charging stations, easing demand on the grid and reducing costs.

Hyundai Motor Group has launched a pilot project in South Korea to reuse retired EV batteries. Its UBESS test system will assess whether used E-GMP battery packs can provide stationary energy storage at fast-charging stations, easing demand on the grid and reducing costs.

On September 10, Hyundai Motor and Kia, in collaboration with LG Energy Solution, Hyundai Engineering, and Wonik P&E, held an event at Wonik P&E's Dongtan facility in Hwaseong, Gyeonggi Province, to kick off a project validating a next-generation ESS business model using used batteries.

The Used Battery Energy Storage System (UBESS) is designed to repurpose batteries that have been used in electric vehicles before they are discarded or recycled. The goal is to extend the lifespan of batteries that still maintain a certain level of performance by reusing them for energy storage.

The demonstration facility has a total capacity of 200 kWh. Hyundai Motor Group plans to operate it in conjunction with fast chargers for electric vehicles, storing electricity during off-peak hours when rates are lower and using the stored power to charge vehicles during peak hours when rates are higher.

This demonstration marks the first domestic case of utilizing used battery packs from vehicles based on Hyundai Motor Group's dedicated electric vehicle platform, E-GMP. The group unveiled E-GMP in December 2020 and began launching dedicated electric vehicles into the market starting with the Ioniq 5 in 2021.

Hyundai Motor and Kia will be responsible for verifying technologies and developing business models for the safe and efficient use of used batteries. LG Energy Solution will manufacture the ESS using the used battery packs provided by Hyundai Motor and Kia, supporting the verification of system performance and safety through battery diagnostics and operational technology.

Hyundai Engineering will explore the feasibility of business performance and the integration of charging infrastructure based on its experience in operating electric vehicle charging systems. Wonik P&E will handle facility operation and technology verification, leveraging its capabilities in manufacturing electric vehicle chargers and building infrastructure.

As the adoption of electric vehicles expands in South Korea, finding ways to reuse batteries after a certain period of use has become a key issue in the domestic automotive market. This demonstration is necessary to validate the reuse of products with remaining performance and safety from batteries separated from electric vehicles.

In the future, the five companies will comprehensively verify charging and discharging control algorithms, system safety and reliability, battery performance maintenance characteristics, charging service quality, and operational efficiency. Through this, they aim to confirm the reuse potential of used batteries and develop business models for establishing a circular economy for batteries.

A Hyundai Motor representative stated, "This initiative aims to give used batteries, which have diminished performance for vehicle operation, a second life as energy storage systems. Rather than immediately replacing the existing ESS market, we will continuously validate the potential for utilizing used batteries through this demonstration."

Technology and performance: Testing second-life batteries...The pilot will assess the technical feasibility of using retired vehicle batteries in stationary charging systems. Its 200 kWh storage system contains used battery packs from vehicles built on the modular E-GMP platform. Testing will focus on charging and discharging algorithms, thermal safety and how well the batteries retain capacity as they age under real operating conditions. By storing grid electricity during off-peak hours, the system is intended to absorb demand spikes and reduce strain on the local grid.

Context and infrastructure: Testing a circular battery economy...Automakers are increasingly testing ways to reuse batteries before recycling their raw materials. Like BMW with its storage facility at the Leipzig plant and Mercedes-Benz Energy, Hyundai is examining how used EV batteries can enter a second phase of service. While large commercial storage systems such as the Tesla Megapack use new cells, the UBESS trial focuses on whether used batteries are economical at fast-charging stations. Obstacles to wider deployment include accurately assessing the state of health of used modules and the lack of finalized certification standards.

The UBESS pilot is a practical test of whether a circular battery economy can work. Its results will show whether storage systems using retired E-GMP batteries can be scaled safely and economically over the long term.

Project overview:

• Partners: Hyundai Motor, Kia, LG Energy Solution, Hyundai Engineering, and Wonik PNE.

• Location: Wonik PNE's plant in Dongtan, Hwaseong, South Korea.

• Capacity: A 200-kilowatt-hour Used-Battery Energy Storage System (UBESS).

• Function: The system stores electricity during off-peak hours when rates are low and powers DC fast chargers for electric vehicles during high-demand peak periods.

Goals and testing:

• First of its kind: This marks South Korea's first demonstration project to directly link retired battery packs from E-GMP vehicles to EV fast-charging infrastructure.

• Evaluations: The partners are jointly testing charge-discharge control algorithms, system safety and reliability, battery performance retention, and operational efficiency to build a profitable circular battery economy

AUTONEWS

Why do drivers in Europe pay twice as much?! The Nissan Tekton costs €17,000 in the Middle East

Major automotive brands are once again playing a double game in the global market! While European buyers have to shell out a fortune for newer crossovers, the Japanese giant Nissan has prepared something fantastic for other markets—the Tekton model! This attractive SUV—essentially a rebadged and heavily restyled Indian Renault Duster—is taking the world by storm.

It is now arriving in the Middle East in a left-hand-drive version, featuring a powerful turbo engine and equipment levels that Europeans in this price range can only dream of! After debuting in India this July, the Nissan Tekton continues its global expansion. The exterior design of the export version boasts a distinctive, aggressive stance inspired by the company's flagship off-roader, the iconic Patrol.

Signature LED lights, massive bumpers, concealed rear door handles, and a generous ground clearance of 212 mm give it a commanding road presence. With a length of 4,348 mm and 18-inch wheels, the Tekton makes it clear that it is no mere city poser.

Under the hood lies a serious asset: a 1.3-liter turbocharged four-cylinder petrol engine delivering 153 hp and 278 Nm of torque, paired with a modern six-speed dual-clutch automatic transmission. In India, it is offered with a manual transmission and a more modest 100 hp 1.0-liter turbo engine, featuring front-wheel drive exclusively.

The crossover's interior is a highlight in itself. The cabin is dominated by a unified display setup comprising a 10.2-inch digital instrument cluster and a 10.1-inch multimedia screen. The equipment list rivals that of much more expensive European premium models: features include a panoramic roof, ventilated front seats, dual-zone climate control, a power tailgate, wireless charging, and a cooled storage compartment for drinks in the center armrest. Safety is ensured by a 360-degree camera system, six airbags, adaptive cruise control, and advanced systems for automatic braking, blind-spot monitoring, and lane-keeping assist.

However, the biggest sticking point for buyers in Europe is the price! Sales of the new Nissan Tecton are set to begin in the Middle East before the end of the year with a starting price of around $19,500—or €17,000—an amount that wouldn't even buy the base version of a Dacia Duster in Serbia! For a vehicle of this size, boasting 153 horsepower, an automatic transmission, and a generous equipment package, this figure seems like science fiction compared to European price lists. Manufacturers are once again proving that they produce cars of equal quality—yet drastically lower prices—under new names for other markets, leaving Europe to pay a heavy "premium" and steep margins.