CAPRICORN

Capricorn 01 Zagato Tutto Rosso

Capricorn used the Salon Rétromobile in Paris earlier this year to showcase its 01 Zagato hypercar in a striking Giallo Sole color, while last weekend at the Concorso d’Eleganza Villa d’Este, the model was shown in a unique red Tutto Rosso (it. “all red”).

As much as 95 percent of this supercar is covered in red: the bodywork, matching red wheels, body accents, carbon fiber details, side mirrors, centrally mounted windshield wiper, interior with red leather seats, red accents on the dashboard, red carbon fiber center console, red gear knob, red steering wheel...

With a bodywork designed by Zagato 1919, the Capricorn 01 Zagato is a mid-engine, rear-wheel drive hypercar, engineered and hand-built by Capricorn in Germany to deliver a pure, immersive, analog driving experience.

The Capricorn 01 Zagato prioritizes "lightweight technology and driving purity" over excessive horsepower.

Now, Capricorn is showing off at the Concorso d’Eleganza Villa d’Este with a gorgeous one-of-one, uh, 01, that looks absolutely mega if you’re into the monotone look. It’s dubbed the 'Tutto Rosso' special—which in Italian translates loosely to "all red." You can probably guess why.

A whopping 95 percent of this supercar is covered in red. That’s right, 95 percent. The exterior is draped in the hue, first and foremost, joined by matching red wheels, body accents, carbon fiber details, side mirrors—and yes, even the single, central-mounted windshield wiper is red.

That red extends to the interior, with red leather on the seats, red accents on the dash, a red carbon fiber center console, a red shift knob, and of course, a red steering wheel. Even the engine bay is covered in a red carbon fiber weave.

What isn’t red? Great question. On the outside, the Capricorn logos on the front and rear of the car are spared the all-red getup. Inside, the aluminum housing on the gated shifter stays natural, as do the seat belt buckles. Other than that—not much else escapes red paint.

Milan design house Zagato's never done a hypercar (granted, a fairly new term), but it's on its way to penning its first production hypercar—if you can call a 19-car run "production". The Capricorn 01 Zagato Tutto Rosso doesn't count toward that 19-car total because it's still deemed a prototype, but it looks pretty well finished to us. And if you can afford it, you can probably also afford to get it street-legal, somehow.

This hypercar prototype already has an unnamed owner who commissioned it, with the car set to make its debut this weekend at the prestigious Concorso d'Eleganza Villa d'Este car show on Italy's Lake Como. The 01 Zagato is in the spirit of purist hypercars like the Gordon Murray T.50 and Koenigsegg Jesko, with a 9000-rpm supercharged 5.2-liter Ford V-8 good for "more than" 900 horsepower and a manual transmission. That transmission is a dogleg five-speed, but when you've only got a claimed 2647 pounds of dry weight against 900 hp, maybe you can spare a ratio or two. As you might expect, there's a lot of carbon fiber—the tub, body, and much of the interior are carbon.

And in the case of the Tutto Rosso–"all red" in Italian—that carbon fiber was tinted red. The company says that 95 percent of the car's visible surfaces are red. If you think you have a favorite color, safe to say you don't like it as much as this 01 Zagato owner likes red.

The Capricorn 01 Zagato's base price is $3,344,000 at the current exchange rate, and if that's too rich for your blood, don't worry about it—the 01 Zagato is homologated for the EU, but not the U.S. market. There are ways around that (like the Show and Display route), but maybe you can just keep it at your pied-à-terre in Monaco.

Ford's 5.2-liter supercharged V8 engine produces 662 kW/900 hp and 1,000 Nm of torque here, and is mated to a manual transmission.

With an LMP1-grade carbon fiber structure and carbon fiber bodywork, the Capricorn 01 Zagato weighs less than 1,200 kg, providing an excellent power-to-weight ratio, exceptional agility, a 0-100 km/h acceleration time of less than 3.0 seconds and a top speed of 360 km/h.

Production of the Capricorn 01 Zagato will be strictly limited to a series of just 19 coupes (priced at €2.95 million per unit), as a tribute to the year Zagato was founded - 1919. This number is of particular significance to the design house and serves as a tribute to its history of creating highly sought-after, ultra-limited, collector's cars.

Autonews

CATERHAM

Caterham Seven Nurburgring Edition

The Nürburgring, the world’s most famous race track, is celebrating its 100th anniversary this year, and Caterham is paying tribute to the legendary track with a limited edition Seven Nurburgring Edition.

This special model arrives as the “Green Hell” marks its centenary, celebrating the historic link between the British manufacturer and the German track.

Limited to just 100 units, the edition is based on the Caterham Seven 420R. This model uses a 2.0-liter naturally aspirated Ford Duratec engine, producing 210 hp. This powertrain allows the lightweight Caterham (weighing just 560 kg) to accelerate from 0 to 60 mph (96 km/h) in 3.8 seconds, while its top speed is 218 km/h.

The Seven Nurburgring Edition is defined by mechanical refinements specifically tuned for the Nordschleife. Among other things, it has Bilstein shock absorbers, a limited-slip differential, an upgraded braking system, 13-inch Apollo alloy wheels and carbon fiber elements (including the dashboard, front wings, etc.).

The exterior is available in three exclusive colors, although buyers have access to the entire Caterham palette for further personalization.

The interior maintains the brand's minimalist, driver-focused philosophy, with the addition of commemorative details. The silhouette of the Nürburgring track is embroidered on the headrests, complemented by red contrast stitching and a numbered plaque on the passenger side.

The Nürburgring edition also carries special historical weight. It marks the 25th anniversary of Caterham's class victory at the Nürburgring 24 Hours, a feat that cemented the Seven's reputation in endurance racing.

Finally, prices for the Seven Nurburgring Edition start at £48,995.

Autonews

AUTONEWS

How often should a major service be performed?

A question that plagues almost every driver, sooner or later: when should a major service actually be performed?

Factory recommendations exist, but mechanics often view them with reservations. And for good reason.

According to the factory instructions of some car manufacturers, a major service is scheduled at 120,000 or even 240,000 kilometers. However, in practice, many service technicians recommend checking and replacing key parts earlier. Many mechanics recommend that a major service be performed at approximately 60,000 to 100,000 kilometers, or every four to five years if the vehicle does not reach that mileage.

Why is there this gap between what is written in the manual and what is recommended by mechanics? The answer lies in one word: driving conditions. City driving, short routes, frequent stops, poor fuel quality, dusty roads – all of this wears out parts much faster than the ideal laboratory parameters on which the factory intervals are based.

What is changed and why it is important...A major service involves much more than an oil change. It is a comprehensive check and restoration of the vehicle's key systems. As part of a major service, the timing belt or chain, tensioners, rollers, water pump, auxiliary belts and coolant are most often checked and, if necessary, replaced.

The timing belt deserves special attention. If it breaks while you are driving, the engine can suffer a breakdown that costs many times more than the service itself. It is no exaggeration to say that replacing the timing belt on time is one of the most important investments for the longevity of the engine. Many service technicians recommend that the water pump, rollers and tensioners be replaced together with the timing belt, because these parts are accessed during the same procedure.

Of course, not every vehicle is the same. A good mechanic will not automatically replace everything in a row without an assessment. If a certain part does not show visible damage or wear, its replacement can be postponed - but only with a professional assessment, not based on assumptions.

Small service as the basis of regular maintenance...Before you get to the big service, there is the small service – which should be done once a year or every 10,000 kilometers. This is not an option, it is the minimum. A small service involves changing the engine oil and all filters: air filter, fuel filter and oil filter. In addition, the spark plugs, heaters, brake fluid and coolant, as well as belts, are checked and replaced.

Think of a small service as an annual health check for your car. You don’t wait until you have a headache before going to the doctor. The same goes for a car. An engine running on old oil uses more fuel, heats up faster and its internal parts wear out much faster than they should.

How much does waiting cost...There is no poetry here – there is only math. Ignoring regular service saves money in the short term, but in the long term – it always costs more. A driver who significantly exceeds the recommended interval for a big service increases the risk of serious damage, including a timing belt break in engines that use it. Engine repairs after a breakdown often cost many times more than the value of the vehicle itself.

Experience shows that drivers who regularly service their cars spend less on annual repairs than those who do so irregularly or only when something breaks down. Regular servicing reduces the likelihood of costly breakdowns, extends the life of the vehicle and preserves its resale value.

Driving conditions determine the pace...Mileage is only part of the picture. A driver who drives 5,000 kilometres a year, but mostly in city traffic and short distances, is more exposed to wear and tear on certain systems than someone who drives 15,000 kilometres on the motorway. City driving means more stops, more idling and more strain on the brake system.

That is why the interval of four to five years – regardless of the mileage – is not set by chance. Parts age even without driving. The rubber on the timing belt cracks, fluids lose their properties and seals dry out. Time is a factor as important as the mileage.

Climate conditions also play a role. Vehicles that are used in dustier environments, operate in higher temperatures, or are exposed to salty air require more frequent servicing. For example, an air filter may need to be replaced earlier if the vehicle is frequently used on dusty roads or construction sites.

How to tell when It’s time...In addition to mileage and date, your vehicle often gives you signs. Louder engine noise, vibrations, unusual noises when accelerating or braking, increased coolant temperature, and higher fuel consumption are all signs that a service may be overdue. The problem is that many people ignore these signs or attribute them to the normal aging of their car.

It’s good practice to keep a service logbook and record each service with the date and odometer reading. This paper or digital record is not just a formality – it serves as proof of maintenance when selling the vehicle and is a useful reminder when it’s time for the next inspection.

Where to get spare parts...When it's time for a service, one of the practical questions is where to get spare parts. The quality of the parts directly affects the result of the service - cheap, low-quality parts can fail far before the scheduled date and jeopardize road safety.

When purchasing spare parts, it is important to choose proven suppliers and quality components that match the specific vehicle model. Specialized auto parts stores often make it easier and faster to purchase parts for regular vehicle maintenance.

Service is not an expense, it is an investment...Drivers who regularly service their car not only avoid expensive breakdowns, but also extend the useful life of their vehicle by several years. A well-maintained engine, which has fresh coolant, a properly functioning lubrication system and a new timing belt, runs quieter, consumes less and lasts longer.

The answer to the question of how often to do a major service is not complicated: every 60,000 to 80,000 kilometers, or every four to five years – whichever comes first. A minor service is most often done once a year or after 10,000 to 15,000 kilometers. Behind these numbers lies something more important: a car is a machine that requires attention, not an appliance that works by itself as long as it can be started.

Neglecting service is not saving. It is borrowing money from a future breakdown – with interest.

A major car service typically costs between $300 and $800+ (or approximately £250 to £450+ in the UK, and $400 to $900 AUD in Australia). The exact price depends significantly on your vehicle's make and model, engine size, and where you choose to have the service performed.

General cost breakdown by region(below):

United States: $296 to $600+ is the standard baseline. High-end or luxury vehicles frequently exceed this range, potentially reaching thousands if extensive part replacements are needed.

United Kingdom: £250 to £450+. Independent garages are usually much closer to the lower end, while major brand dealerships charge premium rates.

Australia: $400 to $900 AUD. This covers advanced replacements but excludes extra physical repairs like brake pads or tires.

What is Included in a Major Service?...A major service is a comprehensive vehicle health check recommended every 2 years or 24,000 miles (whichever comes first). It covers everything included in minor or full annual services, plus deep maintenance items:

Engine Maintenance: Fresh engine oil and a brand new oil filter.

Deep filter changes: Complete replacement of the engine air filter, cabin/pollen filter, and fuel filter.Ignition & Mechanical: Brand new spark plugs (for petrol vehicles) and checks on the timing belt/chain.

Fluids system: Brake fluid change, clutch fluid top-up, and power steering fluid top-up.

Safety & electronics: Comprehensive diagnostic error-code scan, suspension check, and extensive steering/braking system inspections.

Core factors influencing the final price(below):

Dealership vs. independent mechanic: Booking through a franchise dealership will cost 20% to 40% more than a local, independent workshop. However, dealerships use Original Equipment Manufacturer (OEM) parts, which may be mandatory to preserve a newer car's factory warranty.

Engine and Spark Plugs: Vehicles with larger engine capacities (such as V6 or V8 engines) require more oil and extra spark plugs, which naturally elevates the cost of materials.

Unforeseen Repairs: The baseline service price only covers inspection and standard filters. If the mechanic discovers worn-out brake pads, failing batteries, or cracked belts, these repairs will add to your final invoice.

Always ask for an itemized, upfront quote before authorizing a garage to begin work so you can review what parts are being replaced

Autonews

AUTONEWS

The Return of the Legend: How Laszlo Nagy Perge from Subotica Revived the Iconic Trabant for the 21st Century

Is it possible to combine Cold War nostalgia with modern vehicle aesthetics? Designer Laszlo Nagy Perge shows us that not only is it possible, but that the result can be absolutely fascinating. His latest design project takes us straight to the era when the Berlin Wall divided the world, an era in which status symbols like Mercedes and BMW ruled on one side, while two-stroke machines like the Wartburg and Trabant beat on the other.

Although those times are behind us, the Trabant has never truly left our memories. Laszlo decided to bring back that recognizable feeling of childhood and bring a smile to the faces of all car lovers, but with a serious, visionary twist. Like the success stories where cult classics are transformed into modern icons – such as the MINI or the Fiat 500, which have become synonymous with urban chic – this concept brings the perfect reinterpretation of the East German legend.

Where tradition meets futurism From a professional perspective, this concept is a masterclass in retro-futuristic industrial design. Laszlo has reconstructed the recognizable silhouette of the Trabant and adapted it to the proportions of a modern platform.

Maintained proportions with a modern attitude: The car has retained its characteristic, recognizable "three-volume" shape with a pronounced rear end and vertical light clusters on the edges of the body. However, the wheel track has been widened and the arches above the wheels have been emphasized, giving the vehicle a more stable and aggressive stance on the road.

Aerodynamics and minimalist details: The front end brings clean surfaces, characteristic of electric vehicles where the traditional radiator grille is no longer technically necessary. Instead, a modern LED strip has been integrated that connects the recognizable round lights, giving the car a technologically advanced signature.

Contrasting roof and body graphics: The two-tone body with a light roof directly visually reminds us of the original models, but in combination with the matte black sills and the modern, aerodynamic large-diameter wheels, it creates the perfect visual balance between nostalgia and premium design.

The ideal match for modern hipsters and urban mobility As a fully electric vehicle, this modern Trabant would be absolutely perfect for urban conditions. It offers everything the modern urban buyer needs: nostalgia, authentic styling and environmental awareness.

In an era of uniform, generic crossovers that look like each other, Laszlo's concept offers what today's automotive industry lacks most: character. Modern hipsters, creatives and all those who want to stand out in urban environments would love to drive a vehicle like this. This is not just a means of transportation; it is a fashion detail, a style statement and a tribute to a history that refuses to be forgotten. Laszlo showed us that the Trabant does not have to remain in the history books. In the electric era, he has the potential to become the king of urban style.

Autonews

MOTO GP

Di Giannantonio overcomes chaos and wins the Catalan GP

The MotoGP Catalan Grand Prix delivered one of the most accident-prone races in recent years this Sunday (17). After two red flag interruptions and a turnaround after the checkered flag, Fabio Di Giannantonio emerged victorious in Barcelona. This is the rider's first triumph since the 2023 Qatar GP.

The official podium was only defined in the stewards' offices. Di Giannantonio shared the celebrations with Joan Mir and Fermín Aldeguer. However, a post-race penalty applied to Mir for irregular tire pressure promoted the current champion Francesco Bagnaia to third place.

Below the podium trio, Marco Bezzecchi secured fourth place for Aprilia, closely followed by Fabio Quartararo, Luca Marini and Brad Binder. The highlight of the second half of the top 10 was the young Brazilian rookie Diogo Moreira, who made a survival race to cross the finish line in an unprecedented ninth position, just ahead of Franco Morbidelli.

MotoGP now returns between May 29th and 31st for the seventh round of the 2026 season: the Italian Grand Prix.

Initial chaos and hospitalization of riders...Pedro Acosta suffered a sudden mechanical failure on the straight and abruptly reduced his speed. With no time to react, Álex Márquez collided with the rear of the KTM. The impact destroyed Márquez's bike and threw debris across the track, also causing Di Giannantonio, who was right behind, to fall. Álex Márquez was transferred conscious to the local hospital for detailed examinations.

After the circuit was cleaned, the first restart (scheduled for 13 laps) lasted only a few meters. At turn 1, a triple accident involved Luca Marini, Pecco Bagnaia and Johann Zarco. Bagnaia's bike hit Zarco in the gravel trap, forcing the second red flag of the day. The Frenchman from LCR Honda was taken to the hospital with a suspected injury to his left leg.

Zarco confirms fracture and knee injury: "It was more of a scare"..."It was more of a scare than damage." These were the words used by Johann Zarco to reassure fans after his serious accident at the MotoGP Catalan Grand Prix. The Frenchman from LCR confirmed that he suffered only a knee injury.

On the first restart, the Frenchman crashed on the first corner, on top of the bikes of Francesco Bagnaia and Luca Marini. His left leg got caught on the rear wheel of Pecco's bike, until he stopped in the gravel trap.

Zarco remained conscious, but felt a very strong pain in his left leg, and was taken to the hospital for further tests.

The LCR rider posted a video on social media where he mentioned a small fracture and, mainly, a rupture of the ligaments in his left leg, an injury that could keep him off the track for a long time.

"Rest assured, we are still waiting for the results of the tests," Zarco began. "I'm wearing a neck brace, but it bothers me more than anything else. It's mainly my knee; the ligaments tore, but my femur isn't broken."

"There's a small fracture in the lower part of the fibula, on the outside of my left ankle. I'll keep you updated."

"Just to reassure you: it was more of a scare than actual damage, so to speak. I'll keep you informed. I'm sleeping in the hospital tonight because they want to keep me under observation; we'll see what happens later."

Here's how the grid ended up:

1st: Fabio Di Giannantonio (Pertamina Enduro VR46 Racing Team) — 20:06.243

2nd: Fermín Aldeguer (BK8 Gresini Racing MotoGP) — +1.466

3rd: Francesco Bagnaia (Ducati Lenovo Team) — +4.320

4th: Marco Bezzecchi (Aprilia Racing) — +4.679

5th: Fabio Quartararo (Monster Energy Yamaha MotoGP Team) — +4.876

6th: Luca Marini (Honda HRC Castrol) — +4.971

7th: Brad Binder (Red Bull KTM Factory Racing) — +5.137

8th: Ai Ogura (Trackhouse MotoGP Team) — +5.377

9th: Diogo Moreira (Pro Honda LCR) — +6.839

10th: Franco Morbidelli (Pertamina Enduro VR46) Racing Team) — +7.160

11th: Maverick Viñales (Red Bull KTM Tech3) — +10.147

12th: Augusto Fernández (Yamaha Factory Racing) — +16.245

13th: Joan Mir (Honda HRC Castrol) — +17.250

14th: Alex Rins (Monster Energy Yamaha MotoGP Team) — +22.916

15th: Jack Miller (Prima Pramac Yamaha MotoGP) — +26.452

16th: Toprak Razgatlioglu (Prima Pramac Yamaha MotoGP) — +27.808

17th: Raúl Fernández (Trackhouse MotoGP Team) — +31.066

by Autonews

SUZUKI

Suzuki SV-7GX: the proposal of the new japanese mid-size crossover

The Suzuki SV-7GX was announced in October at EICMA 2025 and has already caused a stir in the market, as weeks before, the Hamamatsu-based company had announced the end of production of the mid-size family with V2 engines, the naked "SV650" and the café racer "SV650X".

The Suzuki SV-7GX is a crossover designed to offer unparalleled versatility in the mid-displacement category. Inspired by the spirit of the iconic SV650, it combines the agility of a sportbike with the comfort and confidence of an adventure motorcycle. Its heart is Suzuki's legendary 645cc V-twin engine, refined over decades to deliver smooth and reliable power. Now, with electronic throttle (ride-by-wire), selectable riding modes, traction control, and a quickshifter, the SV-7GX is ready for city traffic, winding roads, and long weekend trips.

The rebirth of the V-Twin...This motorcycle arrives to occupy a prime space as a "Grand Crossover", inheriting the visual and technological genetics of its larger sibling, the GSX-S1000GX, but with the agility and economy that only a mid-displacement motorcycle can offer.

Peak power is 73 hp and torque is 6.4 kgf.m. To aid efficiency and performance, the unit has new transmission gears, airbox, an electronic throttle, and a new exhaust system.

As the GX suffix suggests, the SV-7GX is a mid-displacement sport crossover option in the Suzuki lineup, alongside the larger GSX-S1000GX. In other details, the launch features a steel trellis frame, equipped with KYB suspension.

The seat height remains accessible for a multitude of riders, at 795 mm. The new wheels are 17” cast aluminum, front and rear, fitted with Pirelli Angel GT 2 tires. Braking is provided by Tokico calipers and dual 290mm discs at the front.

SV-7GX Electronics...On the electronics side, smartphone connectivity comes standard and allows riders to access everything on the 4.2-inch color TFT display – from maps to contacts and intuitive gear messages on the left handlebar.

There is a USB-C charging port on the left side. The electronics package also includes a standard bidirectional quickshifter for up and down gear changes.

The model also had its design developed in a wind tunnel, so that its elements protect the rider and provide aerodynamic efficiency, with styling cues taken from its larger sibling, the GSX-S1000GX.

The name "GX" is not just a marketing ploy. It signals a motorcycle designed for long distances, but which does not forgo 17-inch wheels, guaranteeing enviable dynamic behavior on winding roads. What impresses most at first glance is the design, and the SV-7GX is a visual spectacle. It abandons that simplistic "entry-level motorcycle" aesthetic to assume an imposing stature, with an aggressive and modern front fairing that makes many 1000cc motorcycle riders look twice. The finish is refined, and the new colors, especially the innovative "Matte Greige" with red wheels, show that Suzuki is willing to dare to win over a younger, more lifestyle-connected audience.

In terms of dimensions, the SV-7GX is a gentle giant. At 2,160 mm long and 1,295 mm high, it manages to be visually larger than the GSX-S1000GT sport touring bike, thanks to the standard rear cargo rack. However, don't be fooled by the size: Suzuki has done a masterful job on ergonomics. The seat height has been limited to just 795 mm, which ensures firm foot support on the ground for riders of various heights. The trellis frame, a direct inheritance from the SV lineage, has been maintained and reinforced, ensuring that the riding position, while comfortable for touring, keeps the footpegs in a slightly rearward position — proof that the brand's "sporting spirit" remains intact.

A proven powerhouse...Mechanically, the 645 cc V-Twin engine has been completely remapped to meet the strictest 2026 emissions standards, without losing that bubbling torque and linear delivery that made it world-famous. The electronics have also taken a quantum leap, incorporating riding modes and traction controls that make the journey much safer and more enjoyable. Whether tackling urban traffic with the ease of a naked bike or devouring kilometers of asphalt on a weekend trip, the SV-7GX positions itself as the spiritual and technological successor to the V-Strom 650, but with a much more asphalt-focused and refined approach. Get ready, because the original V-Twin is back, and it has never been so elegant. Bet on versatility: if you're looking for a motorcycle that can do it all — from daily commutes to transcontinental trips — the SV-7GX is the rational choice. The low center of gravity of the V2 engine facilitates low-speed maneuvers.

Pay attention to the electronic package: unlike older SVs, this new version requires the rider to familiarize themselves with the digital menus. Configure the traction control according to the weather to extract maximum safety.

Resale value: historically, Suzuki's 650 engines are "tanks." This ensures that your SV-7GX will depreciate less than the parallel-twin competitors that flood the market.

Lifestyle: the new accessories catalog includes integrated side cases that don't compromise aerodynamics. If you're traveling, invest in original accessories to maintain the warranty and stability of the motorcycle.

Suzuki SV-7GX technical specifications:

Engine Type: 4-stroke, 2-cylinder, liquid-cooled, DOHC

Bore x Stroke: 81.0 mm x 62.6 mm (3.2 in x 2.5 in)

Displacement: 645 cm³

Compression Ratio: 11.2:1

Maximum Power: 73 hp at 8500 rpm

Maximum Torque: 6.4 kgf.m at 6800 rpm

Fuel Consumption: 23.8 km/L (4.2 L/100 km) at WMTC

CO2 Emissions: 97 g/km

Fuel System: Electronic fuel injection

Starting System: Electric

Lubrication System: Wet sump

Transmission: 6-speed constant mesh transmission

Primary Reduction Ratio: 2.088 (71 / 34)

Final Reduction Ratio 3,066 (46 / 15)

Front suspension: telescopic, coil spring, hydraulic damping

Rear suspension: link type, coil spring, hydraulic damping, adjustable spring preload

Caster/trail angle: 25° / 106 mm

Front brakes: dual disc brakes

Rear brakes: disc brakes

Front tires: 120/70ZR17M/C (58W), tubeless

Rear tires: 160/60ZR17M/C (69W), tubeless

Ignition system: Electronic ignition (transistorized)

Fuel tank capacity: 17.4 L

Oil capacity (service): 3.0 L

Overall length: 2,160 mm

Overall width: 910 mm

Overall height: 1,295 mm

Wheelbase: 1,445 mm mm

Ground clearance: 135 mm

Seat height: 795 mm

Curb weight: 211 kg

Autonews and Mundoquatrorodas

AUTONEWS

Researchers establish minimum effective coating thickness for longer-lasting solid-state EV batteries

Researchers at Hanyang University have identified 2.5 nanometers as the minimum coating thickness required to effectively protect cathode materials in sulfide-based all-solid-state batteries—giving the field a quantitative lower bound it has been missing.

The study focused on lithium niobium oxide (LNO) coatings applied to NCM811 cathode powders via rotary powder atomic layer deposition. Sulfide-based solid electrolytes are chemically reactive at the cathode interface—they generate resistive degradation products on contact with cathode active materials, shortening cycle life. Thin LNO coatings act as a diffusion barrier, but the minimum thickness required to actually suppress those side reactions hadn’t been established.

The Hanyang team deposited LNO at three thicknesses—1.0 nm, 2.5 nm and 5.0 nm—using a supercycle ALD method that alternates lithium and niobium deposition with ozone for precise composition control. The resulting cells showed a clear trade-off. The 1.0 nm coating delivered the highest initial discharge capacity at 229 mAh g⁻¹, but cycle life ran 28% shorter than the 2.5 nm cells and interfacial resistance was 59% higher. Spectroscopic analysis confirmed that side reactions were effectively suppressed at 2.5 nm but not at 1.0 nm—the coating was simply too thin to prevent electrolyte contact. The 2.5 nm cells achieved 216 mAh g⁻¹ initial capacity; going to 5.0 nm dropped that further to 207 mAh g⁻¹ with no meaningful cycle life gain.

Against an uncoated cell, the 2.5 nm coating extended cycle life by 43% and cut interfacial resistance to less than half.

“Our results show that the minimum effective thickness of the LNO protective layer to suppress side reactions in sulfide-based ASSBs is 2.5 nm,” said Prof. Tae Joo Park, who led the research. “This provides a practical guideline for cathode–electrolyte interface optimization in next-generation solid-state batteries.”

Sulfide-based all-solid-state batteries (ASSBs), which use a solid electrolyte instead of a liquid one, are emerging as a promising way to overcome the safety and energy-density limitations of conventional lithium-ion batteries. However, a major obstacle to their practical use is the poor chemical compatibility at the interface between the cathode active materials (CAMs) and sulfide-based solid electrolytes.

Why ultra-thin coatings matter...One widely studied solution is to coat the surface of cathode materials with a thin protective layer. This layer can prevent direct contact between the cathode and the electrolyte, reducing harmful side reactions.

Previous studies have shown that precisely controlling the thickness of such protective layers below 5 nanometers (nm) is essential to maintain effective lithium-ion transport and interfacial stability. However, the minimum thickness required for the coating to work effectively has remained unclear.

To address this question, a research team led by Professor Tae Joo Park from the Department of Materials Science and Chemical Engineering at Hanyang University in South Korea systematically examined the minimum effective thickness of cathode protective layers required for sulfide-based ASSBs.

"Our study moves the field beyond the long-standing 'optimal thickness' concept by providing a quantitative basis for thickness-dependent interface design," explains Prof. Park.

How the protective layers were engineered...The researchers employed lithium niobium oxide (LNO) as a model protective layer in the study. Using a rotary-type powder atomic layer deposition (ALD) system, they deposited LNO protective layers with controlled thicknesses onto NCM811 powders, a widely used CAM for sulfide-based ASSBs.

To precisely control the composition and thickness of the layers, the team employed a supercycle method, where lithium and niobium were deposited in alternate cycles, along with ozone (O₃).

Using this technique, they fabricated torque-cell type ASSBs using NCM811 powders coated with LNO protective layers of 1.0 nm (LNO-1), 2.5 nm (LNO-2.5), and 5.0 nm (LNO-5) thicknesses.

The results show that 2.5 nanometers is the minimum thickness required for protective layers to effectively suppress side reactions in sulfide-based all-solid-state batteries. Credit: Professor Tae Joo Park, Hanyang University

What the performance tests revealed...Electrochemical performance analysis showed clear thickness-based trends. The LNO-1 cell exhibited the highest initial discharge capacity of 229 mAh g-1, compared to 216 mAh g⁻¹ for LNO-2.5 and 207 mAh g⁻¹ for LNO-5 nm, indicating a gradual decrease with increasing coating thickness.

On the other hand, the LNO-2.5 and LNO-5 cells showed an approximately 28% longer cycle life than that of the LNO-1 cell. In addition, the LNO-1 cell demonstrated a 59% higher interfacial resistance to ion transport compared to LNO-2.5 and LNO-5 cells.

In comparison, the bare cell showed a 43% shorter cycle life and about 145% higher interfacial resistance than the LNO-2.5 cell. Spectroscopic and microscopic studies further showed that interfacial side reactions were effectively suppressed only when the coating thickness reached at least 2.5 nm.

Design rule and future implications..."Our results show that the minimum effective thickness of the LNO protective layer to suppress side reactions in sulfide-based ASSBs is 2.5 nm," said Prof. Park. "This provides a practical guideline for cathode–electrolyte interface optimization in next-generation solid-state batteries."

This design guideline could enable more durable ASSBs for electric vehicles, potentially extending battery lifespan for longer driving ranges. The precise powder-ALD process shows promise for scalable manufacturing toward commercialization, despite remaining challenges in full gigafactory integration.

Overall, the study offers an important design rule that could help accelerate the development of longer-lasting, high-energy solid-state batteries.

Provided by Hanyang University