BMW

BMW F 450 RR 2027

BMW has unveiled the new F 450 RR, designed to bring the style and riding character of its larger RR models to a lighter, more accessible package.

Inspired by the S 1000 RR, the new motorcycle features sharp bodywork lines, aerodynamic winglets, an aggressive forward-leaning stance, and signature LED lighting.

Its 420cc twin-cylinder engine produces 48 hp and 43 Nm of torque.

With a curb weight of 177 kg (ready to ride), the F 450 RR utilizes a tubular steel frame, a 43mm KYB front fork, and a KYB rear shock absorber. Braking is handled by a 310mm front disc paired with a four-piston Brembo caliper, supported by the ABS Pro system.

According to BMW, the bike accelerates from 0 to 100 km/h in 5.6 seconds and reaches a top speed of 177 km/h.

Standard equipment includes "Rain," "Road," and "Race" riding modes, as well as traction control and Dynamic Brake Control.

Riders also benefit from a 6.5-inch TFT display, Bluetooth connectivity, heated grips, and a USB-C port. Higher-spec models feature adjustable Sport suspension, the Shift Assistant Pro system, and a customizable "Race Pro" riding mode. With a seat height of 790 mm, a 14-liter fuel tank, and a stated range of over 350 km, the F 450 RR is designed for both everyday riding and track use.

It also features specifications and equipment such as cornering ABS—with Brembo components at the front and ByBre at the rear—traction control, three riding modes (Rain, Road, and Race), heated grips, and a 6.5-inch full-color TFT display, among other elements already seen on its "siblings," the F 450 R and F 450 GS. The major differences in the F 450 RR lie in its sporty character and full-fairing design, which aligns with its positioning as a "mini superbike."

This concept is further reinforced by the full fairing, which even incorporates aerodynamic winglets—a feature typically reserved for high-displacement models. Other eye-catching details include a split-level, two-section seat for the rider and passenger, a short exhaust silencer positioned low on the bike, a muscular, high-set fuel tank, and stacked dual headlights flanked by daytime running lights (DRLs).

The overall package is designed to appeal to riders who dream of owning a full-blown superbike but, for various reasons—ranging from budget constraints to a lack of riding experience—are not yet in a position to do so.

In Europe, the F 450 RR will be accessible to beginner riders who hold an A2-category motorcycle license. Under these regulations, such riders are restricted to motorcycles with a maximum power output of 48 hp, among other requirements.

Beyond what has already been mentioned, the F 450 RR comes equipped with full-LED lighting, a six-speed transmission with chain final drive, an assist-and-slipper clutch, a quickshifter, a tubular frame, and Kayaba suspension—featuring 43mm inverted front forks. At the rear, there is also a Kayaba monoshock—both the front and rear suspension feature preload and rebound adjustability and 14 cm of travel—fitted with tires measuring 110/70 R17 at the front and 150/60 R17 at the rear. The motorcycle weighs 177 kilograms in running order, and the fuel tank has a 14-liter capacity. According to BMW, the average fuel consumption, using European-spec gasoline, is 26.3 km/l.

by Autonews

 

AUTONEWS

The future of the automotive sector will not be exclusively digital, nor will it be limited to the replacement of engines

The automotive sector is undergoing a profound transformation. Digitalization, the entry of new manufacturers, and electrification are redefining the vehicles we drive—as well as how we choose, purchase, finance, and use them. This is not merely a technological shift; it is a change in the business model.

For decades, buying a car was an essentially in-person process. Customers would visit dealerships, compare offers, negotiate, and test-drive vehicles. Today, much of the journey begins in the digital realm. Consumers research models, compare prices, simulate financing options, and consult reviews before ever contacting a salesperson.

This does not mean that dealerships have lost their relevance; rather, their role has evolved. Customers arrive better informed, demand transparency, and expect a seamless experience that bridges the gap between online and in-person interactions. Companies that treat digital channels as an isolated storefront—disconnected from inventory, sales teams, financing, and after-sales support—risk missing out on opportunities. The competitive advantage lies in integrating these touchpoints and leveraging data to make better decisions, all while remembering that trust is still built between people.

Digital channels have paved the way for remote sales, online trade-in valuations, and platforms for used vehicles. While consumers now have access to comparison tools, simply posting an advertisement cannot replace verifying a vehicle’s history, preparing the car for sale, or providing post-purchase support. Transparency must be embedded into the actual operations, rather than serving merely as a marketing promise.

In parallel, the transition toward electric vehicles is reshaping both the market offering and the rules of competition. Reducing emissions is an unavoidable objective, yet the pace of this transition depends on several factors: purchase price, the charging infrastructure, real-world driving range, residual value, and the financial capacity of both households and businesses. Those who have a garage and can charge their vehicles at home experience a different reality than those living in apartments without parking. A mobility policy that ignores these differences risks leaving people behind.

The choice should not be reduced to a simple contest between combustion engines and electric powertrains. It must take into account total cost, mileage, typical routes, and access to charging infrastructure. Hybrids and plug-in hybrids may be suitable in certain contexts, while electric vehicles (EVs) make sense for many—especially when charging is readily accessible. It is essential to provide accurate information and solutions tailored to actual usage, avoiding both uncritical enthusiasm and knee-jerk resistance.

International competition adds another dimension. Chinese manufacturers have been entering European markets rapidly, backed by industrial scale, advanced technology, and competitive pricing. While this pressure may accelerate innovation and make EVs more affordable, it also raises questions regarding fair competition, employment, and Europe’s own industrial capacity. The response should be neither reflexive protectionism nor an unstrategic, open-door approach; rather, it requires clear rules, investment in innovation, and a level playing field for all market participants.

The used-car market will also play a decisive role. For many families, it serves as the primary gateway to mobility. For electrification to reach a broader audience, there must be a robust market for pre-owned electric vehicles—one that offers reliable data on battery health, clear warranties, and predictable residual values. Without confidence in the resale process, the initial purchase price will remain a significant barrier.

This transformation demands new skill sets. Sales teams must master digital tools and provide advice tailored to each customer’s specific needs. Dealerships will need to balance efficiency and specialized expertise with a customer-centric, accessible approach; meanwhile, manufacturers must recognize that innovation extends well beyond the product itself.

The future of the automotive sector will not be defined solely by digitalization, nor will it be limited to the simple replacement of engines. Instead, it will be built upon the ability to integrate technology, services, sustainability, and trust. The transition to electric vehicles will only be successful if it is economically viable and socially inclusive. Likewise, digitalization will only create value if it makes the experience more transparent and useful. In a rapidly changing market, competitive advantage will not lie merely in selling different types of cars, but in gaining a better understanding of who buys them—and why.

The future of the automotive sector will not be exclusively digital, nor will it boil down to a simple swap of combustion engines for electric ones, because mobility is undergoing a complete physical, economic, and behavioral restructuring. While electrification and connectivity are key pillars, the true transformation involves the reconfiguration of cities, new ownership models, a circular economy, and the physical reality of infrastructure.

Below are the main reasons why the automotive future is far more complex than just "screens and batteries," broken down into three essential pillars:

1. The barrier of physics and physical infrastructure:

• Limitations of the electrical grid: The transition to electric vehicles (EVs) requires a massive overhaul of global energy networks. Cities and roads need billions in investment to support the simultaneous charging of millions of vehicles, making the process a gradual one that depends on the specific realities of each country.

• The global energy mix: Replacing a car’s engine with a battery does not solve the environmental problem if the energy powering it comes from coal- or gas-fired power plants. The future requires a focus on the source of the energy—ensuring it is clean and renewable—rather than just looking at the vehicle's tailpipe.

• The geopolitics of raw materials: Dependence on critical minerals (such as lithium, cobalt, and nickel) creates production bottlenecks and geopolitical tensions. This compels the industry to explore hybrid alternatives, synthetic fuels (e-fuels), and biofuels (such as ethanol), demonstrating that the combustion engine will likely have a long future ahead in optimized forms.

2. Digitalization does not replace the physical experience:

• Hardware and mechanical safety: A car remains a physical object weighing over a ton that moves at high speeds. Materials engineering, impact safety, aerodynamics, and dynamic comfort (suspension, tires, brakes) remain the heart of automotive manufacturing. Software may manage the car, but it is the hardware that protects lives.

• Digital fatigue and privacy: The trend of turning cars into "smartphones on wheels" is beginning to face resistance. Consumers and safety regulators are calling for the return of physical buttons for basic functions to prevent driver distraction. Furthermore, concerns regarding data privacy and cyberattacks are limiting the full digitization of certain critical functions.

3. The revolution in business models and ownership:

• A culture of access versus ownership: The future of the sector is not merely about selling a new car with a different type of engine. Younger generations prioritize "Mobility as a Service" (MaaS). The focus is shifting from vehicle ownership to vehicle usage (through subscriptions, car-sharing, and autonomous transport).

• Circular economy and genuine sustainability: A vehicle's environmental impact is now measured across its entire life cycle—from raw material extraction to recycling. The future demands the creation of cars that can be easily upgraded, repaired, and recycled, countering the planned obsolescence so common in the digital market.

The future of the automotive sector will not be exclusively digital, nor will it boil down to simply swapping internal combustion engines for electric ones, because cars remain deeply rooted in physical reality, manufacturing complexity, and human emotion.

While software and electrification are massive disruptors, the transformation of the industry is far more multidimensional. Here is why the future is much broader than just "computers on electric wheels."

1. The physical reality of manufacturing and hardware:

A car is a two-ton piece of safety-critical hardware that must operate reliably for decades in extreme weather conditions.

• The "Hardware Still Matters" Rule: No matter how advanced the software is, a car still requires precision engineering for its chassis, suspension, aerodynamics, and crash structures to keep passengers safe.

• Manufacturing Scaling: Building millions of physical vehicles efficiently is incredibly difficult. Tech companies often struggle with the capital-intensive reality of automotive factories, proving that digital expertise cannot replace manufacturing mastery.

• Material Innovations: The future relies heavily on physical sciences—developing lightweight composites, advanced alloys, and sustainable interior materials (like mushroom leather or recycled ocean plastics).

2. Beyond engine swaps: A total architecture redesign:

Simply putting a battery where an engine used to be is a transitional phase. The true future lies in completely reimagining how vehicles are built and used.

• Structural Integration: Next-generation vehicles use "megacastings" and structural battery packs, where the battery is the floor and chassis of the car, completely changing vehicle design.

• Circular Economy: The shift isn't just about zero emissions during driving; it is about the entire lifecycle. The future demands vehicles designed for "remanufacturing"—where batteries, motors, and structural parts are easily disassembled, recycled, and reused.

• Alternative Powertrains: Electrification via lithium-ion batteries is not the only answer. Heavy transport, shipping, and certain regions will rely on a mix of hydrogen fuel cells and e-fuels (synthetic fuels).

3. The digital bottleneck and human boundaries:

While digital features (like autonomous driving and connected cockpits) are growing, they face hard limits.

• The Autonomy Plateau: Achieving true Level 5 (complete) autonomy has proven to be an immense physical and computational challenge. Human drivers will remain essential for a long time, meaning vehicle design must still cater to human control and ergonomics.

• Digital Fatigue and Safety: Physical buttons are making a comeback. Drivers are experiencing "screen fatigue," and regulatory bodies are beginning to penalize automakers who hide critical safety functions (like wipers or defrosting) inside deep digital menus.

4. Changing models of ownership and mobility:

The future isn't just about what the car is, but how we interact with transportation.

• Intermodal Mobility: Cars will increasingly exist as part of a broader ecosystem, seamlessly connecting with public transit, micro-mobility (e-bikes/scooters), and urban infrastructure.

• Subscription vs. Passion: While urban areas might lean toward shared, utilitarian autonomous pods, a massive segment of the market will remain fiercely protective of private vehicle ownership for freedom, privacy, and status.

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AUTONEWS

Fiat 500 Hybrid review

Having finally discontinued the petrol 500 in August 2024, it had expected the new-shape, electric 500e to pick up the mantle. What happened instead was an utter collapse in sales, as buyers defected to petrol alternatives such as the Kia Picanto or something larger.

That forced the Mirafiori plant – Fiat’s crown jewel, in its home town of Turin – to idle for months, building precisely zero cars and furloughing workers while dealers cleared their surplus of 500es.

With the power of hindsight, Fiat Europe boss Gaetano Thorel calls the electric-only move “suicide”.

To right the ship, Fiat opted to perform the unprecedented and convert a bespoke EV to ICE power. That meant both 500 variants could be built on the same production line, giving Mirafiori the shot in the arm it desperately needed.

Twenty months after making that bold decision, Fiat’s efforts have borne fruit.

The conversion required the near-total redevelopment of the 500e: new subframes are located at the front and rear ends to accommodate a petrol engine and six-speed manual gearbox, and a fuel tank has been subbed in for the EV’s traction battery.

Even with the 500e’s diminutive motor removed, space under the bonnet was severely limited. The 1.2-litre Puretech petrol engine deployed in a range of Stellantis models, including the larger Fiat Grande Panda, simply wouldn’t have fit. Developing something bespoke would have been too costly.

That left the naturally aspirated 1.0-litre three-cylinder used by the previous 500 Hybrid and updated for the Italian-market Panda in 2024 as the only option. This includes a 12V starter-generator hybrid system, and puts out a total of 64bhp and 68lb ft.

Inside, there’s a revised dashboard to accommodate a gearlever, mounted high as in the previous 500.

Otherwise, the 500 Hybrid looks almost identical to the EV, with its front end only gaining a 'moustache' grille to provide sufficient cooling to the engine and its gubbins.

The Fiat 500 Hybrid range at a glance...There's only one engine and gearbox combo available – no automatic option, as that would have been too costly for Fiat to engineer – leaving you to choose from one of three trims.

Entry-level Icon brings 16in alloy wheels, LED headlights, a black cloth interior and rear parking sensors.

For a limited time, you'll also be able to opt for the Torino trim, named after Fiat's home town. This builds on Icon with special badging and cloth and vinyl upholstery.

Stepping up to the range-topping La Prima upsizes the alloys to 17in, brings faux-leather upholstery with neat 'cannelloni' stitching, and adds heating for the seats and windscreen and a reversing camera.

The interior is a mixed bag. The topology and design carried over from the 500e work well, and it has a much greater sense of solidity than the old 500.

The 10.25in infotainment touchscreen feels slightly overwhelmed by the density of icons, but once you’ve figured out the layout, it’s plenty responsive. Wireless Android Auto and Apple CarPlay smartphone mirroring is standard.

The digital instrument display has a nice big tacho and speedo, although some testers had to set the steering wheel high so as not to block their view of the gauges. Our test car didn’t have height adjustment for the seat, either, which made for an uncomfortable experience after more than half an hour.

Another issue with the driving position is that, while there's plenty of room for the clutch pedal in a left-hand-drive car, the right-hand footwell is very tight. As a result, there's only just enough room for three pedals, and the footrest is tiny.

Visibility isn't great. The rear screen is narrow and the C-pillar's thickness means there's a huge blindspot over your shoulder. It's just as well that Fiat fits huge side mirrors, which help to mitigate this problem somewhat.

Being a tiny city car, there isn't much room for rear passengers. This is a four-seater, freeing up some room widthways for rear passengers, though their legs will feel cramped after more than a short run.

Access to the back is also compromised by the three-door layout. Although mainland European buyers are offered a novel 'three plus one' bodystyle with a small rear door mounted on the passenger side, this won't be offered in the UK because it would be too expensive to develop a new bodyshell – effectively flipped over to suit right-hand drive – for a single market.

The boot, meanwhile, is as tight as you'd expect from such a compact car. There's room for a few large backpacks or three carry-on suitcases, but bigger loads will require you to fold down the rear seats.

Given that the 500 Hybrid weighs around 1050kg, about 100kg more than previous, simpler models, it’s easy to see why its top speed is a meagre 96mph and why it takes 16.2sec to accelerate from 0-62mph. This is nearly double the time needed by the bigger-battery 500e (the more popular of the two electric versions in the UK), which has no less than 85% more power.

The 500 Hybrid immediately feels very familiar to drive, especially for those used to the old 500’s high seating and its well-defined, slightly long-throw six-speed gearchange.

But as soon as you start driving seriously, you realise three things: this car has a lamentable lack of mid-range power for anything but tootling about in 30mph traffic. Its (pleasant-sounding) three-pot engine needs to be used hard just to stay with traffic on B-roads.

What’s more, it’s fundamentally overgeared for British use. You hardly ever see fifth and sixth gears and advice from the ‘change up’ light on the dashboard must be ignored at all times.

The quality of the gearchange itself is pleasant enough. The lever’s mounted high, and the large, round knob makes for comfortable changes but the throw is long and heavy.

The ride is decent for such a short and stout car, and seems to have become slightly quieter with age. Although you’re never completely isolated from the road’s surface, it does a good job of taking the bite out of bigger shocks.

The trade-off is a fair amount of body lean through fast or tight bends and a hint of floatiness over crests, but it feels well judged for a car that will trundle around cities most of the time.

''The way this new 500 dispatches big bumps is a massive improvement on the old car, feeling like a much stronger, tougher car'' Charlie Martin''...Senior Staff Writer

Similarly, the steering is fingertip-light and devoid of feedback, but that makes the car especially easy to manoeuvre around multi-storey car parks and tight urban bends.

It's also precise, so you can place the car exactly where you'd like it through faster bends. That makes it easy – even enjoyable – to carve a smooth line and conserve as much momentum as you possibly can.

With prices from £18,995 and WLTP fuel economy of 53.3mpg, the Fiat 500 Hybrid is one of the cheapest and most frugal cars on sale. However, the Kia Picanto is available for almost £2000 less, a Dacia Sandero is still under £15,000, and there's an increasing number of sub-£20,000 electric options. Fiat is offering a £1775 deposit contribution for PCP finance, which should keep the monthlies affordable. 

In our testing, the 500 returned economy in the high 40s, which is decent enough, though you can get more from (more expensive) hybrid options. It's also worth noting that the new 500 Hybrid's economy is a retrograde step compared with the previous car's, which was 55mpg in the real world. That's because the new one uses exactly the same engine but is 86kg heavier, so it has to work harder.

Reporters: Charlie Martin & Steve Cropley & Illya Verpraet

AUTONEWS

Car repairs become a true luxury: Parts twice as expensive as ten years ago

Car owners across Europe are facing an increasingly heavy financial burden, as vehicle maintenance has become a significant luxury. Over the past decade, the prices of spare parts have seen a dramatic surge—far outpacing the general inflation rate. This wave of price hikes is not only driving up repair bills astronomically but is also directly pushing insurance premiums higher.

Between August 2025 and August 2026 alone, the cost of components rose by more than four percent. Beyond the complexity of the technology involved—and the fact that modern cars contain up to 50 percent more parts than they did a decade ago—the primary culprit lies in legislation that grants manufacturers a virtual monopoly in the market.

Parts Prices Up by More Than 80 Percent! A detailed study by the German Insurance Association (GDV) analyzed price trends for 20 visible body components most frequently damaged in accidents—such as fenders, doors, side panels, and hoods. The results are staggering: since 2016, the price of spare parts has increased by an average of more than 80 percent! Data shows that parts prices grew at an annual rate of 5.9 percent, while the average annual inflation rate during the same period was only 2.8 percent. This serves as irrefutable proof that the rising cost of auto parts far exceeds the actual increase in the cost of living, reports “Klix.ba”. The costs of vehicle servicing and repairs are spiraling out of control. Over the last decade, the prices of certain components—such as rear quarter panels, front doors, or trunk lids—have effectively doubled. Experts point to strict industrial design protection laws as the primary driver of this unchecked price surge. Due to these regulations, exterior parts like side mirrors, light assemblies, or bumpers can generally only be sourced through the car manufacturers' official distribution networks.

Independent manufacturers are legally prohibited from bringing cheaper, alternative components to market under the same conditions. With virtually no competition, car companies are free to dictate prices as they see fit. Headlights serve as a striking example: their price has jumped by a staggering 82 percent since 2016, reaching an average cost of an incredible 1,330 euros apiece today!

New headlights cost an average of 1,330 euros!...This situation has also dealt a severe blow to insurance companies. The costs of repairing damage following traffic accidents have become so high that, on several occasions, payouts have exceeded the total revenue collected from premiums. When these exorbitant parts prices are combined with rising labor costs at repair shops, higher painting expenses, and the sophisticated sensors embedded within bumpers, insurers are left with no choice but to increase the cost of both comprehensive (casco) and mandatory vehicle insurance. Ultimately, the entire cost of this monopoly falls directly on the wallets of ordinary drivers.

The price of replacement parts in Europe has skyrocketed over the past decade, with many common automotive and industrial components now costing up to 90% more than they did ten years ago.

This massive price surge is driven by a combination of rapid technological complexity, strict European legal protections, and deep structural economic shifts.

1. Exponential rise in technological complexity...Ten years ago, a minor front-end accident on a car required replacing basic metal, plastic, and glass. Today, those exact same parts are packed with high-tech equipment:

• Sensors and Cameras: Modern bumpers and windshields now house radar sensors, cameras, and driving assistance systems (ADAS). A simple bumper or glass replacement now requires replacing and complexly calibrating these digital components.

• Advanced Lighting: Traditional, cheap halogen headlights have been replaced by complex, dynamic LED cornering systems that can cost thousands of euros to replace.

2. Design monopolies and lack of competition...For years, European automakers utilized strict design protection laws to block independent manufacturers from producing cheaper, visually identical replacement parts (such as doors, fenders, and mirrors). This effectively granted original equipment manufacturers (OEMs) a monopoly on visible replacement parts, allowing them to raise prices much faster than inflation.

(Note: While the EU recently passed a "Right to Repair" reform to exempt spare parts from design protection, the effects are only beginning to phase into national laws).

3. Over-engineering and manufacturer-specific Customization...European automotive and industrial design favors heavy customization over standardization.

• Unlike Asian manufacturers who often share a standard "parts bin" across dozens of models and generations, European brands rely heavily on highly specialized, high-tolerance components.

• Lower production volumes per specific part mean higher manufacturing costs per unit, which are passed directly to the consumer.

4. Skyrocketing material and global shipping costs...The underlying costs of manufacturing and moving parts have spiked due to consecutive global crises:

• The Energy Squeeze: Following the loss of cheap Russian gas, electricity and gas remain significantly more expensive for European factories than a decade ago, driving up the cost of refining steel, aluminum, and plastics.

• Freight and Supply Chains: Ongoing geopolitical tensions in the Middle East and global supply chain disruptions have heavily inflated shipping and freight charges, making overseas components much pricier to import into Europe

Direct comparison: A decade of price shifts...The German Insurance Association (GDV) and major European insurers have tracked how specific component categories have risen compared to general inflation:

Component Category	Price Shift (Past 10 Years)	Primary Driver
Visible Body Parts (Bumpers, Grilles)	+70% to +75%	Design monopolies and integration of parking sensors.
Windshields / Glass	+80% to +90%	Embedded ADAS cameras, rain sensors, and heads-up displays.
Lighting Systems (Headlamps)	Over +45%	Shift from static halogen bulbs to matrix/dynamic LED tech.
Mechanical Wear Items (Clutches, Brakes)	+35% to +40%	Surging costs of raw steel, rubber, and manufacturing energy.

 

AUTONEWS

Electric car running low on battery? These steps might "save" you

The range of electric vehicles (EVs) has been increasing alongside technological advancements, as has the network of charging stations. Nevertheless, the prospect of running out of power remains a concern for many.

While a combustion-engine vehicle can simply be refueled by bringing a container of fuel from the nearest gas station, the same is not true for an electric vehicle—which requires a time-consuming recharging process that cannot be performed just anywhere, as it necessitates specific infrastructure.

Consequently, if you run out of power while on the road, your only option is to have the vehicle towed—which can be a major inconvenience.

But what should you do if you see your battery running low and aren't sure you can reach the nearest charging station? Here are some tips to help you avoid hitting absolute zero.

Navigation: Many electric vehicles come with built-in navigation systems tailored for EVs, which can identify the nearest charging stations. Make use of these available tools to determine where you should head to charge.

Driving: Drive at a lower speed, while remaining cautious of other traffic (especially on highways, where you should stay in the far-right lane and avoid driving below 50 km/h). Accelerate slowly and gradually, anticipate traffic slowdowns, and utilize regenerative braking whenever possible. Most vehicles also feature an "Eco" mode, which you should activate.

Use only the essentials: Turn off systems such as climate control, which increase energy consumption. If it’s hot, it is better to drive with the windows open rather than using the air conditioning. Stopping safely: If you are about to run out of charge, rather than continuing until the vehicle comes to a stop on its own in the middle of the road, look for a safe place to pull over. Follow standard breakdown procedures: turn on your hazard lights, engage the parking brake, put on a reflective vest, and set up your warning triangle to alert others to the hazard.

Assistance: An electric vehicle that has run out of battery power will always need to be transported to a charging location; therefore, you should immediately contact roadside assistance to have a tow truck dispatched to your position.

What happens if an EV runs out of charge? If, for whatever reason, you’re on the road and your EV runs out of charge, the best thing to do is to not panic. Just like any issue when on the road, your priority should be to get your car (and, thus, you) somewhere safe. That means popping your hazard lights on and pulling into a lay-by or quiet road where you can pull up on the kerb and park, or in the case of motorways trying to exit or, failing that, using the hard shoulder. This way, you can come to a controlled stop.

Fortunately, when the battery does reach zero, the car doesn’t come to an immediate stop, so you have time to react. In fact, you’ll get plenty of warning before it actually happens, giving you enough time to prepare if you know you won’t be able to get a charge before it happens.

Once it reaches zero, the car itself will gradually lose power, and eventually come to a stop. Your EV should also have safety systems in place which will help you pull over safely.

What to do once your EV has stopped...Just like any stranded car, you should immediately put your hazard lights on once you know your battery will go flat, and do your best to pull over somewhere safe that’s out of the way of other road users. Then, you should contact roadside assistance, who will then have a number of recovery options available.

It’s very important at this stage that you call roadside assistance and don’t attempt to get your EV towed instead. Towing an electric car can cause damage to the drivetrain if done improperly, especially traditional two-wheel towing which can inadvertently cause the motor to generate electricity, which could damage other systems.

Recovery options for EVs with no battery...Unlike petrol cars, EVs need specialist help, as you can’t simply walk to the nearest station and refill the battery yourself. Thankfully, electric car roadside assistance is getting better, and EV drivers now have a few different options available:

Flatbed tow truck...This is by far the most common method of recovery for stranded EVs. As mentioned, towing an electric car isn’t always possible, and it’s much safer and more reliable to put the EV onto a flatbed truck. This way, all four wheels are off the ground and not potentially generating electricity or doing damage to the car’s motor.

Roadside mobile charging...Some providers now offer mobile charging services that can charge your EV on the roadside. Although rare, they are becoming more frequent, designed to charge your car enough for you to drive to a public charging station for a full charge. Think of it as an emergency top-up. 

Regardless of which recovery option is used, once you’re recovered and safe, your next immediate step should be to give your car a charge to about 80%, whether that’s at a public charging station or at home if possible.

Why you shouldn’t let your EV battery drain to 0%...Obviously it goes without saying that you should avoid hitting 0% whilst driving, as it can be unsafe. But you equally shouldn’t let your battery ever get to 0% before giving it a charge. This is because of the way that EV batteries work. Essentially, longer charges, especially when starting from close to 0%, puts a lot of strain on the battery, which can cause it to degrade a lot quicker over time.

This equally means you should never charge completely to 100%. Instead, the sweet spot for charging is between 20% to 80%. Not only will this keep your battery – arguably the most important component of an EV – healthier for longer, but it also takes less time than to charge from 0% to 100%.

How to avoid running out of charge...Fortunately, running out of charge is rare, and it’s easy enough to avoid. Here are our top tips for avoiding hitting 0% charge in an EV:

Plan charging stops in advance...There are loads of apps that can be used to pre-plan where you’re going to stop for a charge before you set off, and with over 82,000 public EV charging stations in the UK, getting access to one shouldn’t be a problem.

That said, always make sure to have back-up options available, just in case your preferred choice is in use by another driver. Also, if you’re planning to use rapid chargers, make sure you’ve checked ahead of time that your EV can actually make use of rapid charging speeds. Even if your car can still connect to it, if your EV can’t charge at those speeds (50+ kW) you could be stopping someone else who could take advantage of the faster rate.

Charge smart at home...Charging at home is undoubtedly the best way to keep an electric car charged. By plugging in overnight, you can wake up to a fully charged cat in the morning and start your journey with the maximum number of miles available. This is much better than setting off with low charge, which increases the risk of running out altogether!

There are plenty of other benefits to having a home EV charger installed as well, such as getting access to cheaper overnight charging, especially if you install a charger with smart charging functionality.

Know you EV’s limits...When you buy an electric car, you should be told, or be able to find out, what its maximum range is, which should tell you how far you can drive it before needing to recharge. But don’t always take this at face value.

The figure you’ll usually be quoted will have been determined by the WLTP, or the Worldwide Harmonised Testing Procedure. Simply put, it’s a test designed to determine the fyuel or energy consumption, and emissions, of a car, be it petrol, diesel, or electric.

Among this, the car’s maximum range will be tested. However, the test is done in a controlled laboratory environment, under assumed ideal conditions, including road surface, weather, driving speed, and so on. As a result, the WLTP gives you an idea of what the range is, but what you may end up with can vary drastically depending on factors like the weather, how you drive, whether you’re on motorways or not, the age of the car etc.

That’s why cars listed in our vehicle guides include both the WLTP – i.e. “official” - range of an EV, our own “confidence range”. As a general rule of thumb, take off about 15% of the WLTP range and you’ll have a much more realistic idea of the car’s actual range in real-world conditions.

Take advantage of regenerative braking...Regen braking is a handy piece of tech that you’ll find in virtually any modern electric car. Essentially, it allows the car to take the energy that’s typically used when you brake and use it to slightly recharge the battery. As well as giving your battery a little boost whenever you brake, it makes the car overall more efficient as less energy is lost or wasted.

That doesn’t mean you can complete a journey entirely with regen braking, as the charge isn’t going to be enough to counter the amount lost from driving the car. But it will reduce your overall energy consumption, so it’s worth using it when you can.

There’s no need to worry about running out of charge...The key takeaway from this should be that yes, the idea of running out of charge on the road is a scary prospect. But it’s not something that happens often, and if it does it isn’t the end of the world as there are plenty of recovery options.

If it is something that still concerns you, deciding against going electric isn’t the solution. Instead, you just need to get used to a little bit more planning than you might normally need to do with a petrol/diesel car to keep your car charged before, during, and after your journey. And if you need them, we have plenty of tips for optimising your EV’s range!

 

AURUS MOTORS

Aurus Senat 2026: Russian "Rolls-Royce" receives an update

In a global market dominated by traditional names such as Rolls-Royce, Bentley, and Mercedes-Maybach, Russia continues its endeavor to establish a luxury brand capable of representing its national engineering prowess and prestige. The latest chapter in this ambition is the new Aurus Senat 900—a formal, high-end sedan that serves as the newest evolution of the Senat line, a model that gained global recognition as the basis for the official state vehicles of the Russian presidency.

The history of Aurus is relatively recent. The brand was established as part of a Russian state project known as "Kortezh," developed to replace the foreign-made vehicles traditionally used by the country’s officials. This initiative led to the creation of Aurus Motors, which has since developed a family of luxury vehicles, including the Senat sedan, a presidential limousine, the Komendant SUV, and other executive-class models. The Senat made its public debut in 2018 and quickly became a symbol of the modern Russian automotive industry.

The new Senat 900 represents a significant update to the lineup. Visually, the model retains the classic Aurus identity, defined by a massive, upright chrome grille, monumental proportions, and an imposing presence. The updates are primarily focused on a redesigned front end, new lighting units, and aesthetic refinements that lend the vehicle a more modern and sophisticated appearance. The result continues to project an image of authority and exclusivity—qualities essential for a car in this segment.

Its dimensions remain generous. Measuring over five meters in length, the Senat 900 positions itself squarely among the large, luxury executive sedans found in the global market. Its design prioritizes the comfort of rear-seat passengers, maintaining a formal, elegant silhouette reminiscent of traditional European state and executive vehicles.

The name "Senat" was chosen in reference to the historic Senate Tower of the Kremlin in Moscow. The brand name "Aurus" itself is derived from a combination of the words *Aurum* (Latin for "gold") and *Rus* ("Russia")—a choice intended to convey a sense of luxury, prestige, and national identity.

The updated Aurus Senat luxury car has been unveiled in Russia.

New features include a digital instrument cluster, a night vision system, a driver fatigue monitoring system, and a digital rearview mirror.

The price of the car starts at 48.5 million rubles (516,855 euros).

Russian luxury car manufacturer Aurus has opened pre-orders for the updated Senat sedan—with a starting price of 48.5 million rubles—as announced during the model's unveiling in Moscow.

The vehicle features a redesigned front grille, an aluminum hood, and additional chrome accents on the front bumper. It also sports new matrix headlights with L-shaped daytime running lights, adaptive adjustment, and automatic high-beam control.

The interior follows this same philosophy. Nappa leather, fine wood trim, and seats equipped with heating, ventilation, and massage functions—complemented by an extensive array of technological features—create an environment designed for absolute comfort. Buyers can choose between a conventional five-seater configuration or a luxurious four-seat layout with individual rear seats, tailored for executive use with a private chauffeur.

The most significant changes are found inside the cabin. The digital instrument cluster offers three display modes, while the multimedia system features a larger screen and an updated interface. A push-button gear selector has replaced the traditional gear lever, and the center console now includes USB-C ports and a wireless phone charging pad.

Equipment includes a night vision system with a thermal imaging camera, a surround-view camera system, and a driver fatigue monitoring system. A digital rearview mirror displays a camera feed, while rear-seat passengers benefit from increased space and a dedicated screen for controlling the climate control, audio system, and seat settings.

The powertrain remains unchanged. The "Aurus Senat" utilizes a hybrid system featuring a 4.4-liter V8 gasoline engine with an output of 598 horsepower, combined with a 62-horsepower electric motor. Power is delivered via a nine-speed automatic transmission.

The starting price of 48.5 million rubles applies to the base version, while the company estimates that the average purchase price could fall between 51 and 52 million rubles.

Under the hood lies one of the most significant updates in this version. The Senat 900 is powered by a 3.0L turbocharged V6 engine, delivering approximately 330 hp and 450 Nm of torque. This powertrain is paired with an 8-speed automatic transmission, permanent all-wheel drive, and air suspension, allowing the large sedan to accelerate from 0 to 100 km/h in about 6.5 seconds. While not a sports car, its performance is more than adequate for a vehicle that prioritizes comfort and serenity behind the wheel.

Interestingly, the Senat 900 differs from standard Aurus models, which feature a well-known 4.4L hybrid V8 engine developed with input from Porsche Engineering. While the standard Senat and the brand’s state limousines continue to utilize this sophisticated powertrain—capable of nearly 600 hp—the new Senat 900 adopts a simpler mechanical configuration, aimed at broadening the brand’s commercial reach.

Despite its highly exclusive positioning, this launch also reflects recent shifts in the Russian automotive market. With the reduced presence of various Western manufacturers in the country, local and Asian brands have stepped in to fill the space once held by traditional European automakers. The Senat 900 emerges precisely within this context, as Aurus seeks to establish itself not only as a supplier of government vehicles but also as a manufacturer of luxury cars for private clients. Today, the Aurus Senat 900 represents a unique proposition in the global automotive landscape. Few vehicles so explicitly combine the role of a national symbol with the ambition to compete within the exclusive realm of ultra-luxury sedans. Whether it will succeed in rivaling the established giants of this segment remains an open question, yet its very existence demonstrates that the tradition of grand, stately automobiles remains alive well beyond the borders of Western Europe.

Autonews

 

AUTONEWS

Mercedes-AMG GT SUV

The Mercedes-AMG GT SUV has arrived—the first "full-size SUV" developed independently by the manufacturer, and the second model based on the high-performance AMG.EA platform, which features an 800-volt architecture.

Measuring 5,084 mm in length, 2,001 mm in width, and 1,656 mm in height, the GT 63 SUV is 130 mm longer, 17 mm narrower, and 126 mm lower than the GLE 63 S SUV, while its wheelbase of 3,040 mm is 45 mm longer.

Sharing the same foundation as the AMG GT 4-Door, this SUV will be available in "53" and "55" versions—both featuring dual electric motors—as well as a flagship "63" variant equipped with three electric motors. Nadin Šut, the product development team lead, states that this vehicle represents "a real turning point for AMG"—noting that while it is "an SUV in shape, it is a GT by nature."

At just over five meters in length, the vehicle shares several features with the 4-Door model, including a similar front grille and lighting design, as well as an almost identical, darkened rear aesthetic. The bodywork incorporates numerous functional vents and lines, and a small, active rear spoiler is positioned atop the tailgate.

The entry-level version, the AMG 53, delivers 544 hp and 800 Nm of torque; it will serve as the foundation of the lineup until the "55" and "63" variants arrive next year. Nevertheless, these figures are impressive: the "53" model accelerates from 0 to 100 km/h in 4.2 seconds and reaches a top speed of 250 km/h. This model is equipped with a 106 kWh battery, enabling a range of approximately 670 km. Mercedes specifies a maximum charging power of 600 kW, with the ability to add about 435 km of range in just 10 minutes.

Both the AMG 55 (with 816 hp) and the AMG 63 (with 1,169 hp) utilize a larger 128 kWh battery, providing a range of between 620 and 700 km, depending on the specification. Both models support charging at up to 710 kW. Charging the battery from 10 to 80 percent capacity takes 12 minutes.

The GT 63 model delivers 1,169 hp thanks to three axial-flux electric motors. Developed by the British company Yasa, these motors collectively produce a massive 2,000 Nm of torque. The car accelerates from 0 to 100 km/h in 2.7 seconds, while its top speed reaches 270 km/h with the optional "Driver’s Package."

As with the latest electric C-Class, the AMG GT SUV features a two-speed transmission on the rear axle. A drive disconnection system (Disconnect Unit – DCU) can decouple the front motors from the rear ones, thereby improving efficiency. Another technology involves the newly developed AMG Active Ride Control+ suspension (standard on the 63 model and optional on the 55), which features "roll and pitch stabilization" for the first time. This ensures the car remains level during acceleration and braking, keeping a portion of the SUV’s substantial mass (2.7 tonnes) under control. Simulated gear shifts are intended to provide much-needed feedback to the driver, while rear-wheel steering aids maneuverability in urban environments and enhances stability at higher speeds.

The brand’s engineers know that AMG customers appreciate the dramatic character of a petrol engine; consequently, they have replicated the sound of the AMG GT R to deliver what they describe as an "authentic and immersive sound experience" in the 55 and 63 models. An external speaker ensures that bystanders also get the full experience.

Accessed via three rotary controllers on the center console, the system allows customers to "adjust responsiveness, cornering dynamics, and wheel slip with greater precision and individual control than ever before," according to the brand. Schut describes the setup as being akin to "having a race engineer in the car with you."

Inside, the cabin—designed with a focus on the driver—features two large displays, along with an optional screen dedicated to the front passenger. Here is the layout:

Digital instrument cluster: 10.2 inches

Central infotainment screen: 14.0 inches

Front passenger screen: 14.0 inches (optional)

The doors are upholstered in the same material as those in the sedan, featuring contrasting diamond-patterned stitching. In typical Mercedes fashion, the seat controls are also positioned on the doors, ergonomically placed within easy reach.

There is also a "Sky Control" glass roof, which allows individual panels to switch between transparent and opaque states. At the touch of a button, you can even project the AMG logo onto the glass.

However, practicality extends beyond just a spacious cabin. AMG states that the cargo area offers up to 607 liters of space with the rear seats in place, expanding to 1,740 liters when they are fully folded down. Additionally, there is a 78-liter front trunk ("frunk"), accessible by waving your hand in front of a sensor on the hood; it is a deep space, large enough to accommodate charging cables and a few soft-sided bags.

Mercedes’ "Manufaktur" program offers a wide array of options, including "over 60 exclusive exterior paint colors." AMG wheels can also be further enhanced with colored accents—ranging from shades like "Angel Blue" to "Sunny Lime."

Seat belts can also be personalized, featuring colors that either match or contrast with the rest of the interior.

The GT 53 SUV is now on sale in Germany, priced at €113,050, while the 55 and 63 models are expected to arrive in April 2027.