DOSSIER

NORTON

Norton Manx R 2026

The new Norton Manx R, whose technical specifications you can find at this link, seems to be the final chapter in the Norton story, which has been plagued by financial difficulties practically since its inception — something common in the British motorcycle industry. Its last chapter, however, took place in 2020, when it was rescued by the Indian industrial giant TVS. At that time, its product line included a modern-looking motorcycle, the V4SS, with a V4 engine and the unfulfilled promise of being a true superbike.

It was a motorcycle riddled with mechanical problems in every aspect, but it served as a starting point for its new owners to try and solve them. The truth is that this motorcycle, created in 2018 and updated in 2023 as the V4VS, still did not meet expectations. TVS did not give up and, after investing almost €215 million in the company, created a new line for the British brand, which continues to consider the V4 its flagship model. Now, it has been renamed Manx, a bold change considering that this name is the most famous in the brand's history, occupying a prominent place throughout the British company's production.

Origins...Norton motorcycles were designed and manufactured in England, and the new Manx was also conceived in the same location. Its head of design is Simon Skinner and its technical director is Brian Gillen, both with extensive experience in high-end brands. While it is true that this Manx R is based on the original V4 from almost a decade ago, it has also been completely redesigned, including its engine, which is the only shared component.

The initial specifications stipulated that the engine should produce more than 200 hp, having achieved 206 hp, but also that it should not need very high revolutions to reach that power; maximum power was limited to 10,000 rpm. The decision was made to maintain the original displacement and dimensions with a 1,200 cc engine, but with few other similarities, starting with the weight, which is only 73.3 kg.

The angle between the two cylinder banks is 73º, an unusual value, falling between the typical 90º and 65º of engines with a more compact design, such as that of Aprilia. This angle allows for adequate compactness with enough space for the intake system, and the crankshaft journals can be used for each pair of cylinders, achieving a close firing order, which is almost mandatory today. A balancer shaft is included to eliminate vibrations.

Both the intake system, with its eight injectors (two per cylinder, one under the throttle body and one by spraying), and the exhaust system, which has independent catalytic converters on each cylinder bank and a valve in the silencer, are the result of extensive design work. The rear cylinder bank is deactivated when the temperature rises.

As expected, it features a state-of-the-art electronic management and assistance system, all supplied by Bosch. In addition to the three standard modes — Rain, Road and Sport — there are two track modes. It includes all rider assistance features, such as hill start assist and pit lane speed limiters.

The ABS system is integrated and includes a mechanism that allows the rear wheel to slide at corner entry, guiding the motorcycle on the correct trajectory. Everything is controlled by buttons on the handlebars or by touch on a large 8-inch screen that offers smartphone connectivity and mirroring, navigation, GoPro camera integration and a dedicated Norton app.

The chassis is constructed using a hybrid structure that combines cast side spars to form a twin-spar frame with machined aluminum suspension mounts. It was designed to maximize longitudinal rigidity, ensuring stability during braking and acceleration, while keeping lateral and torsional rigidity controlled to facilitate suspension at steep lean angles.

The suspension is supplied by Marzocchi, but depending on the version, it may have manual adjustment on the base model or electronic adjustment on the others. The novelty is that the fork also includes a sensor that monitors its position and movement data. Brakes are standard, with 330 mm Brembo discs and Hypure calipers, but the wheels also vary depending on the model: OZ forged wheels on the base and Apex models, and carbon fiber wheels on the Signature and First Edition models. The bodywork has its own personality and stands out for the absence of visible screws, as well as for the wide side panels. It is available in several colors: silver, green, blue, black, and gray.

The riding position is typical of a superbike, but not particularly extreme. The clip-on handlebars, mounted below the steering column, are quite wide and flat, and the leg angle is not excessively inclined. It's possible to ride on the road without straining your neck, and also to lean and slide sideways on the track. Everything is just right.

The Manx R stands out for several reasons, the first being the immense mid-range torque that its engine develops. To optimize the transmission ratio, Norton engineers interviewed a large number of sportbike riders about the engine speeds they typically used on the road, and the almost exclusive range was between 3,000 rpm and 7,000 rpm. The Manx, with its large 1,200 cc engine, has increased torque at lower revs, sacrificing very high engine revs.

Mid-range...In fact, one of the goals was to achieve maximum power below 10,000 rpm. This characteristic is evident from the first moment. The engine revs smoothly from 2,500 rpm, even in higher gears, and delivers a tremendous surge of power as soon as you twist the throttle.

On the road, even in Road mode, sharp accelerations are followed by a surge of power that, while not sudden, is still noticeable. You need to get used to using the throttle carefully. This effect is completely mitigated on the track; even in Track mode and with the rider aids at minimum, with the engine already running at medium revs, you have plenty of power on acceleration, which lasts until the rev limiter, although it is often not necessary to go that far.

This first contact took place at the Monteblanco Circuit in Huelva, and on the adjacent roads, on a winding track with slow corners that, with the long development of the ManxR, were almost all taken in second gear, some in first and many others in third. The acceleration with the throttle fully open was truly spectacular.

Still, it's not a competition engine with explosive, endless revs, but rather one with a narrower powerband, yet abundant torque at low revs. The quickshifter works wonderfully well, although you need to be quick on the lever when shifting gears. On the other hand, the clutch is stiff and has little travel, although, thankfully, it's rarely necessary to use it, except when starting and in occasional corners or roundabouts where you almost have to stop completely.

Depending on the version, you'll find a certain difference in weight; the standard model is the heaviest, at 220 kg, dropping to 217 kg in the Apex and 213 kg in the Signature, which is what we tested. However, the biggest difference is in the wheels: the Rotobox Bullet Pro carbon fiber wheels eliminate some of the gyroscopic effect, making maneuvering much easier.

In Monteblanco, with some chicanes, it was very easy to make the car roll from side to side, but without any compensation for precision in following the ideal line. The lift control doesn't eliminate this completely, but it allows for a small initial lift followed by a smooth landing, and the Norton never exhibited violent jolts in the steering.

The brakes are powerful and offer exceptional sensitivity, working with electronic regulation and the assistance of ABS and traction control, so that even when pushing too hard, you always enter the curve with no more difficulty than the initial tension. The ignition system, called "Phased Pulse," allows you to maintain traction on the track even with the riding aids at a minimum, maximizing acceleration.

On open roads, at high speed on good asphalt, the feeling is like being on the track. The torque remains immense; you reach the next curve in an instant and need to control your speed. On winding roads, it's possible to maintain third gear almost without touching the throttle, and the bike moves effortlessly.

The Pirelli Supercorsa tires warm up quickly and offer all the necessary grip, although it's possible to use downshifts to help the bike stop without it complaining about working at high revs. Sudden accelerations propel you forward smoothly, in addition to the surprise of the engine's energetic and instantaneous response in any setting except Rain mode.

The engine doesn't exhibit noticeable vibrations thanks to its balancer shaft, and its sound, while not excessively loud, is unmistakably that of a V4 with staggered ignition, perfectly compliant with current standards and Euro 5+ emissions regulations. You have to rely more on the instrument panel and speed perception than on engine noise to assess revs and speed.

What is clear is that, after two failed versions, this new Norton superbike lives up to expectations and reflects the dedication of its creators. It has overcome its problems with erratic performance, and the guarantee from a giant like TVS suggests that it will be as reliable as any other motorcycle.

The warranty is for 3 years for a range that starts with a model that probably won't fit into the most sought-after segment, but which, in terms of media exposure, is an important showcase for a brand that isn't exactly new, but needs to re-establish itself in the current market. Prices for the different versions start at €23,500 and go up to €43,750 for this Signature model, whose technical specifications you can find at this link. We tested it, positioning it as an exclusive motorcycle, on par with the most acclaimed European superbikes. The bet was placed.

The new Norton Manx R marks the definitive return of one of the most legendary and successful brands in motorsport, with a six-decade history in the last century. It's a true superbike, boasting power, technology, electronic features and dynamic performance, all backed by a huge industrial group that guarantees its future. A superbike like no other, its design and mechanics are built to perfectly combine track and street performance with seemingly endless torque.

 

Autonews and Mundoquatrorodas

DACIA

Dacia Logan: the Romanian phenomenon that changed the global automotive market

It all started in Romania in 1966. The country's communist government was trying to conduct a foreign policy that was quite independent of the Soviets and signed an agreement with the French company Renault to produce automobiles in Colibaşi-Pitești, 140 km from Bucharest. The state-owned factory was named Dacia — the ancient name given by the Romans to the region that is now Romania.

Local versions of the Renault R8 and Estafette came off the production lines, but the brand's flagship was undoubtedly the Dacia 1300 family — the Romanian Renault 12s, manufactured from 1969 to 2004. No fewer than 2,278,691 units were made in the country.

The Dacia 1300 was to the Romanians what the Trabant was to the East Germans. A curious fact is that this "R12 of the Balkans" was even exported to Argentina when Renault ended production of the original model in the neighboring country in 1994. Following the overthrow of the communist regime in 1989, Romanian state-owned companies were put up for sale, and Dacia even attempted a merger with Peugeot, with the Dacia Nova model, derived from the Peugeot 309.

However, it was Renault that acquired control of Dacia in July 1999. Initially, they held 51% of the shares, and this stake would reach 99% in the following years. The French company's idea was to use Romania as a base to manufacture inexpensive models for Eastern Europe and other emerging markets.

Renault's first move after buying Dacia was to give the Nova model a facelift. The compact sedan with straight lines was transformed into the SupeRNova (yes, with a capital RN). It wasn't long before the car underwent another facelift, becoming the Dacia Solenza. But these were makeshift solutions on a Peugeot 309 platform — and Renault had a much more ambitious plan for its Romanian brand: the X90 program.

Back in September 1999, an internal competition was launched at Renault to create the design for an emerging sedan, with prices starting at 5,000 euros (adjusted for inflation, that would be 8,500 euros today). The designers were enthusiastic, and 40 of them embarked on this task.

"The challenge was to find robust and economical solutions for each of the designed components. For example: simple and rectilinear stamping, ease of headlight assembly, absence of lights integrated into the trunk lid, fixed glass in the rear side windows, etc. Producing a low-cost vehicle did not mean limiting reflection, imagination, and fantasy," recalls Patrick Le Quément, head of design at Renault between 1987 and 2009.

This desire to reduce project costs shaped the styling and production solutions. The windows were straighter than usual. Side moldings were symmetrical, meaning a single injection mold. The same was true for the exterior mirrors. The mirrors had "digital adjustment," that is, at your fingertips. The front bumper and grille formed a single component. The plastic dashboard was also injected in one piece. To save on wiring, the window opening buttons were on the dashboard. To top it off, the suspension was higher and more robust than in most European cars.

The question of whether or not to put the Dacia emblem on the back of the car — which would cost exactly 1 euro per car — provoked such an intense debate that the president had to be called in to arbitrate. The little shield went in.

The launch of the Dacia Solenza in 2003 was the ideal opportunity to test all the new machines, allowing adjustments to the manufacturing process for the launch of the Logan, which arrived on the European market in September 2004.

The result was a compact sedan (4.25 m) with an excellent wheelbase (2.63 m) and an excellent trunk (510 liters) for only 5,900 euros (9,100 euros today). The basic price exceeded the initial projection, but was still 100 euros cheaper than the Lada 2105.

Around the World...In Romania, a station wagon version (Logan MCV) was also launched with a large cargo capacity and up to seven seats. The model line was completed in 2007 with a van (Logan Van) and a pickup truck (Logan Pick-Up).

From the Dacia factory, the Logan family began to be exported to more than 50 countries. Its CKD kits were assembled in Russia, Morocco, Colombia, Iran, India, and South Africa. Depending on the country, the model and its derivatives received different brands and names: Pars Khodro Cadilla P90 and Renault Tondar (in Iran), Nissan Aprio (in Mexico), Mahindra Renault Logan and Mahindra Verito (in India), Nissan NP200 (the pickup truck in South Africa), and Lada Largus (the station wagon in Russia).

This idea arose when Louis Schweitzer, CEO of Renault between 1992 and 2005, visited Russia and realized there was a potential market for an extremely simple, robust, and spacious sedan for family use. It would be a modern rival to the very old Lada 2105 (Laika in Brazil), which continued to sell like hotcakes in Eastern Europe. Then recently privatized in France, Renault was experiencing an expansionist phase and, also in 1999, had formed its "alliance" with the Japanese company Nissan.

At the beginning of the 21st century, specifically in 2004/2005, Romania – then a country still in post-communist transition – witnessed the birth of one of the most important cars in modern European history: the Dacia Logan. Officially launched in September 2004 and arriving strongly on the market in 2005, the Logan was much more than a simple automobile: it was a strategic project by Renault to offer affordable mobility to emerging markets.

Developed under the codename ‘X90’, the Logan was conceived from the outset to be extremely robust, simple to maintain, and inexpensive to produce. Renault invested around 350 million euros in modernizing the old Dacia factory in Mioveni and created a car that cost about half the price of an equivalent Western model. With a functional and understated design (by Renault Design), the Logan featured straight lines, simple headlights, robust fenders, and a three-box sedan body with good interior space.

The most common initial engine was the 1.4-liter 8V (of Renault origin) with around 75 hp, later joined by the 1.6 16V and diesel engines. The mechanics were deliberately simple: McPherson suspension at the front, torsion beam axle at the rear, front disc brakes and rear drum brakes. There were no unnecessary luxuries – air conditioning, power steering, and airbags were optional – but what really mattered was present: durability, low maintenance costs, and the ability to withstand rough roads.

The Logan was an immediate success. By 2005, it was already the best-selling car in Romania and quickly spread to other countries in Eastern Europe, North Africa, Latin America, and even India (as the Renault Logan). Its simple and honest formula won over taxi drivers, low-income families, and fleet owners. In just a few years, it surpassed the one million unit sales mark, becoming one of the most important cars in Renault's history.

The 2005 Dacia Logan symbolized the democratization of the automobile in the 21st century. It showed that it was possible to offer a modern, safe, and reliable car at an affordable price, without sacrificing the essentials. Its enormous success paved the way for the entire Dacia family (Sandero, Duster, Lodgy, etc.) and proved that a Romanian brand, resurrected by Renault, could compete globally.

Even today, the original 2005 Logan is fondly remembered by those who owned one. An honest car, without frills, that fulfilled exactly what it promised: to transport people reliably, cheaply, and with dignity.

A symbol of the new automotive Europe that was born in the mountains of Romania.

Autonews

MAZDA

Test: Mazda CX-30 2026

Since its launch in 2020, the Mazda CX-30 has been one of those subcompact SUVs that makes a strong first impression, combining striking design and a near-premium interior with performance that most competitors don't even attempt to offer. But our previous experience also showed that, behind all its refinement, the non-turbo model can be more enjoyable than genuinely sporty, with adequate—though not exhilarating—power and some concessions in terms of comfort, transmission response, and practicality. The sleek, naturally aspirated version of Mazda's compact crossover seems like it should be a standout in its category, but so far it has proven more of a charming and refined car than a driver's delight.

For 2026, Mazda is offering the CX-30 a mid-life update, aiming less to reinvent the formula and more to refine it. Revised shock absorbers and a brake-activated limited-slip differential are now standard across the range, while non-turbo S models return to their original 186 hp after a brief boost to 191 hp. The lineup also expands with new Aire versions, for both naturally aspirated and turbocharged engines.

Mazda sent us the non-turbo CX-30 Aire, giving us the opportunity to see what this year's changes bring to the crossover. While we've tested the turbo model a few times since launch, most recently the 2024 model, we hadn't spent significant time behind the wheel of a naturally aspirated CX-30 since the model was new.

Even with Mazda's updates, the CX-30 doesn't boast significantly better handling numbers than before. The refreshed version has slightly less grip in our lateral acceleration test and is a bit slower in the figure-eight test, but the differences are so small that they practically don't matter off the spreadsheet. And in a segment filled with subcompact crossovers with smoother handling, the CX-30 is still one of the most agile options—just look at its almost one-second advantage in the figure-eight test over the current Subaru Crosstrek Limited.

More importantly, there's the driving feel. The 2026 CX-30 still feels more like a tall, sporty hatchback than a typical compact crossover, conveying a sense of lightness and predictability. Although its MacPherson strut front suspension and torsion beam rear suspension remain a bit soft, even with this year's shock absorber revisions, the Mazda is fun to drive at high speeds, visibly leaning into corners but also responding promptly when you throw it into one.

Even better, it makes the most of the modest power of its non-turbocharged engine. The six-speed automatic transmission is smooth and cooperative, downshifting quickly and intelligent enough to hold second gear even when you demand a lot from the engine, while the standard all-wheel drive and G-Vectoring Control Plus help the CX-30 remain firm and stable. The steering is direct and precise, although our only reservation is a slightly light feel in the center.

None of this should come as a big surprise. The last naturally aspirated CX-30s we tested had a similar balance: agile and enjoyable, but not genuinely sporty. The most evident subjective gain is perhaps in ride comfort, where the updated suspension seems to dampen the small bumps and surface imperfections that previously bothered the CX-30. Still, the car remained unstable on uneven concrete stretches on highways, so the new shock absorbers haven't completely rewritten the driving experience, but rather made it a little more comfortable for everyday use. After all, with a short wheelbase, the possibilities are limited.

Is the 2026 CX-30 2.5 S Aire worth buying? The 2026 Mazda CX-30 2.5 S Aire Edition doesn't reinvent the wheel, but it doesn't need to. Mazda's changes haven't made the non-turbo CX-30 measurably faster or more precise, and the average fuel consumption, limited interior space, unintuitive infotainment system, and surprisingly long braking distances are still drawbacks. But the fundamentals that made this small crossover appealing from the start are still there: precise steering, fun chassis balance, standard all-wheel drive, and a cabin that looks and feels a bit better than most competitors in the segment.

That's what makes the Aire work. Starting at $31,345, it's still cheaper than the 2026 Subaru Crosstrek Limited, which costs $34,415, offering a great combination of comfort, convenience, and style. Subaru remains the most practical and feature-rich option, but if your priorities start with design and end with the desire for a compact crossover that offers a superior driving experience to most of its competitors, the CX-30 Aire is an excellent choice.

  

Autonews

DODGE

Dodge is preparing a successor to the Viper

The Dodge Viper was one of the last completely unfiltered American sports cars. Its long nose, large V10 engine, brutal performance and very few compromises made it a legend, but production ended in 2017. Since then, Dodge has not had a real super sports model that would stand above everything else in its offer. Now that is changing, a successor is coming, but it will not be called Viper.

According to Stellantis' new plans, Dodge is preparing a sports top of the range under the Copperhead label (the name of a venomous snake from North America).

The name is not accidental. Dodge already used it in 1997 on the Copperhead concept, a car that was then conceived as a smaller and more affordable cousin of the Viper. That concept never reached serial production, but it remains an interesting piece of Dodge history. Apart from the "snake name", the new Copperhead should bear a badge similar to the Viper, but Dodge does not want to directly say that it is a successor to the Viper. As the American reports succinctly put it, "it's not a Viper, but it is a snake."

The car was shown to selected journalists during the presentation of Stellantis' FaSTLANe 2030 plan, but so far without official photos and technical data. Descriptions from those who saw it speak of a long, low and very aggressive coupe, most likely based on the platform of the new Charger. This means that the Copperhead is unlikely to be a completely independent supercar like the old Viper, but an extreme version of the familiar base.

The design is said to go far beyond the regular Charger. There are mentions of large air vents, an S-duct on the engine hood, a pronounced bulge at the front, additional openings behind the rear wheels for cooling the brakes and a massive rear spoiler. The exhaust tips are visible at the back, which is an important detail because it confirms that this is not an electric model. The powertrain has not been officially announced, but almost no one expects anything less than a V8 engine.

This fits well with the current turn of Dodge and Stellantis in North America. After a period in which much was placed on electric power, the company is once again strongly pushing gasoline and hybrid models with large engines. The return of the Hemi V8 engine in several programs and the introduction of the Ram Rumble Bee with powerful V8 versions clearly show that the American part of Stellantis does not want to abandon the classic muscle philosophy with SUS engines too quickly.

The arrival is not expected immediately. Since Stellantis's plan covers the period until 2030, the most realistic is that the Copperhead will arrive towards the end of the decade.

26 years...The Dodge Viper was, for about 26 years, one of the scariest cars on the road. From its slithery styling to its charismatic V10, there hasn’t quite been an American sports car like it before or since. But America has been without a Viper since 2017, and that’s depressing. Dodge seems to be suggesting something is going to change, as it just teased something that looks high performance coming in about 2030. This new car could also be more or less Dodge’s take on the Mazda MX-5 Miata formula. Or it could be a high performance muscle car like the Superbird. Let’s look at where Dodge’s most famed sports car came from and where it could be going.

Stellantis just announced one of the most ambitious turnaround plans we’ve seen in a while. The automaker says it’s going to spend $70 billion to turn the corner, and the plan involves launching 60 new models by 2030, nine of which will be priced under $40,000. If you, like me, have lost track of time, that’s just four years from now!

Stellantis really wants to breathe some life into the brands that have seemingly been abandoned. Chrysler, which currently has just one car, is set to have four by 2030. Ram is getting a compact pickup truck, a revival of the Dakota, a Ramcharger SUV, and even a second ProMaster van! Then there’s Dodge, which will be getting a GLH.

We always knew when Dodge said the Viper was going away for good that it would eventually return, but we weren’t sure exactly when. But recent leaks confirm it’s coming back soon and it won’t be some weird electric car or a hybrid. Instead, the Viper will be packing a V10 with a special V12 version supposedly in the works.

Plus, we all know automakers change a lot of things in the development process of a new model, so these details might not survive for the final product. But at least the Viper is returning to the Dodge lineup!

One thing that isn’t clear is when exactly the Viper will return. If it were coming for the 2026 model year we likely would’ve already seen something, so it’s going to be until at least 2027, possibly longer. Considering the last generation, the VX, bowed out in 2017, that’s a long hiatus from the market.

TK’s Garage, a popular YouTube channel that focuses on Mopars, claims to have insider info from Dodge executives. According to him, the Viper will be a mass-produced V10-powered sports car, possibly with the engine mid-ship like the C8 Corvette.

In other words, the Viper won’t be some super expensive, limited-run vehicle only the affluent can buy, only to sit in a some fancy garage alongside Ferraris and McLarens while the rest of us wish we could experience it.

But he says there will be a limited-edition Mamba version of the Viper which will come with a fire-breathing V12 engine.

YouTuber Butter Da Insider pointed out what many others have noticed in the Dodge Charger Daytona configurator. In the background, there’s what appears to be a Viper on a lift. That could mean anything, but people are hoping it’s just another clue about the snake’s return.

Butter has his own theories about what could come to pass with the new Viper. He believes there’s a chance it will be built on the Maserati MC20 platform, which would make sense since developing an all-new platform would be costly for Stellantis. That would support the mid-ship layout, which we have mixed feelings about.

The YouTuber also believes there’s a chance Dodge will use the thumping Hellephant supercharged V8 in the new Viper. We suppose that’s a possibility.

There are some who claim Stellantis will make the Viper a hybrid with a V6, inline-six, or V8 engine. We guess that could happen, but others claim the Mopar sports car would be more akin to the original Viper instead of being a creature of modernity.

We’re hopeful whatever Dodge is cooking up will be relatively affordable, fun, and will honor the Viper’s legacy.

Dodge Appears To Be Working On…Something...Sitting all by itself in the bottom left corner of the Stellantis Fastlane 2030 presentation is a new Dodge product. It’s shaped like a sports car, and Stellantis says that an SRT version is planned. However, this vehicle was never actually mentioned in the presentation. It doesn’t even have a name yet. What is this car?

One possibility is that Dodge is planning on making a sort of Viper-inspired affordable sports car. Back in early 2025, The Drive spoke with Dodge CEO Matt McAlear. When asked about the Viper, he said that it was “One of my favorite cars.”

Then, he brought up something fascinating when asked if there was a need for a halo car outside of the Charger. McAlear said that there is a market for an entry-level halo car and a flagship halo car. Things got only more exciting from there. From The Drive:

With that, McAlear introduced an entirely new element to the conversation—the prospect of an “entry-level halo.” So of course, we pressed. What would that even look like from Dodge?

“I don’t know what I’d compare it to,” he said. “I think there’s inspiration in seeing what some of the powersports companies have done. Not only the crazy side-by-sides, but the three-wheelers, the Slingshots, I think there’s something there.” “Everyone has so many hobbies these days, they want to spend their money on so many different things,” McAlear continued. “It’s tough to be all-in on one thing, put all my chips in one basket and say, ‘I gotta have that car.’ “It’s great for those who can afford it, but not all of us can or want to do that.”

“I think there’s some kind of entry-level, back to that sub-$30,000 mark,” he said. “I think there’s a market for people who just want to have that weekend car again, who would like a Viper, but don’t have that $100 or $120K. Something that doesn’t need all the safety features, doesn’t need the heated seats. Just a car.”

McAlear never confirmed development of a Viper or an affordable Viper-like car, but it was clear that he’d love to see something like it in the Dodge lineup. This wouldn’t even be the first time that Dodge has gone down this path.

Autonews

 

AUTONEWS

Six minutes to recharge? Battery advance could rewrite what fast charging means for electric cars

Researchers at Adelaide University have discovered a promising new strategy that could deliver fast battery charging. The team, led by Professor Shi-Zhang Qiao, an ARC Industry Laureate Fellow in the University's School of Chemical Engineering, created pouch battery cells using interfacial anion-reduction catalysis to record a charge of more than 85% after six minutes. The cells also provided about 240.4 watt-hours per kilogram after fewer than six minutes of charging.

Fast charging capabilities are essential for accelerating the adoption of electric vehicles. Professor Qiao said current models of high-capacity batteries, like those of silicon and lithium, are fast, but their capacities fade rapidly.

"Current models also increase heat generation during fast charging, which can exacerbate battery degradation and safety risks," Professor Qiao said. "Until now, achieving more than 90% charge within 10 minutes without sacrificing energy density and cycle life has been a formidable challenge."

Professor Qiao and his team, which included researchers from Imperial College London, researched the capabilities of a cell using interfacial anion-reduction catalysis. Their findings are published in the journal Nature Energy.

"The catalytic sites on the electrode surface attract anions to the battery interface and promote the formation of a robust inorganic protective layer, which is critical for fast charging and long-term stability," he said. "Unlike traditional electrolyte engineering, which often affects the entire electrolyte system, this strategy regulates reactions only at the interface, allowing fast charging without sacrificing ionic conductivity."

Professor Qiao said the discovery provides a new strategy for developing practical fast-charging lithium-ion batteries. "Our test cell exhibited excellent performance, achieving about 76% capacity retention after 500 six-minute cycles," Professor Qiao said. "The cells also exhibited excellent stability at 10 minutes of charging.

MD simulation snapshots of pristine Si surface (a), S-saturated MoS2 surface (b) and S-vacancy MoS2−x surface (c) in the electrolyte. Credit: Nature Energy (2026)

"The discovery could help enable electric vehicles that charge in minutes without sacrificing battery life or energy density."

The team will now focus on scaling up the technology and testing its long-term performance under practical operating conditions.

Battery nearly fully charged after just 6 minutes...Engineers have developed a new method which could deliver ultra-fast battery charging.

They report in a study published in Nature Energy that their pouch battery cell design can achieve more than 85% charge in just 6 minutes. The cells provided about 240.4Wh per kg of power after less than 6 minutes of charging.

Fast charging batteries are essential for a host of technologies including electric vehicles. Current models like silicon and lithium are fast but capacities fade quickly.

“Current models also increase heat generation during fast charging, which can exacerbate battery degradation and safety risks,” says lead researcher Shi-Zhang Qiao from Australia’s Adelaide University.

“Until now, achieving more than 90% charge within 10 minutes without sacrificing energy density and cycle life has been a formidable challenge.”

Chemical batteries rely on electrochemical reactions and the movement of charged ions to create an electrical current.

Positively-charged cations move from the anode to the cathode during discharge. Anions – ions formed when an atom gains electrons through reduction – move slightly to offset the charge differential created by the movement of cations.

During charging, the electrochemical reactions are reversed.

Anion build up at the electrode-electrolyte interface helps create a protective layer which prevents battery degradation.

Fast-charging methods, however, can disrupt this build up and lead to unwanted deterioration.

Qiao and colleagues developed their cells using interfacial anion-reduction catalysts.

“The catalytic sites on the electrode surface attract anions to the battery interface and promote the formation of a robust inorganic protective layer, which is critical for fast charging and long-term stability,” Qiao explains.

“Unlike traditional electrolyte engineering, which often affects the entire electrolyte system, this strategy regulates reactions only at the interface, allowing fast charging without sacrificing ionic conductivity.”

Qiao says their system could be applied to high-capacity lithium-ion batteries to improve charge speed and lifetime.

“Our test cell exhibited excellent performance, achieving about 76% capacity retention after 500, 6-minute cycles,” Qiao says. “The cells also exhibited excellent stability at 10 minutes of charging.

“The discovery could help enable electric vehicles that charge in minutes without sacrificing battery life or energy density.”

The team’s focus now is on scaling up the technology and testing its long-term operational performance.

These ultra-fast charging capabilities highlight several major recent breakthroughs:

Adelaide University Breakthrough: Engineers developed an ultra-fast charging method regulating only the electrode surface, allowing pouch battery cell designs to achieve over 85% capacity in just 6 minutes without compromising battery lifespan.

CATL Shenxing 3rd Generation: Unveiled by the battery giant CATL, this lithium iron phosphate (LFP) battery can charge from 10% to 80% in 3 minutes and 44 seconds, and to 98% in just 6 minutes and 27 seconds. Notably, it can charge from 20% to 98% in under 9 minutes in extreme freezing temperatures (-30C).

Nyobolt EV: Showcased in a concept car, this advanced 35kWh battery architecture successfully charged in 6 minutes across extensive testing without significant capacity loss.

Provided by University of Adelaide

KGM

KGM Torres gets a facelift

KG Mobility has updated the Torres SUV, which has received a redesigned exterior and interior, an upgraded engine and a new transmission. This model debuted in 2022, then still under the SsangYong brand. In the meantime, the Korean automaker has changed owners and renamed it KG Mobility (KGM).

In its four years of existence, the Torres received an all-electric version of the EVX with a new interior, and was used as the basis for the Actyon (a coupe-like SUV).

During the redesign, the Torres received retouched bumpers and grilles, modernized headlights, and did away with separate fog lights. The interior has a different steering wheel, and the “floating” console has been replaced by a two-tiered center tunnel. The tiny gearshift joystick has been replaced with a more classic lever, and the separate climate control unit that the Torres lost after the previous upgrade has returned. The multimedia system has also been improved and is now faster.

KGM has also upgraded the 4-cylinder turbocharged 1.5 T-GDI, which is the basic engine option in the Torres. Power remains the same (170 hp), but maximum torque has been increased from 280 Nm to 300 Nm. The Aisin 6-speed automatic transmission has been replaced by an 8-speed automatic from the same manufacturer. In addition, the all-wheel drive version now has a new “off-road” driving mode. The price of the Torres 1.5 T-GDI starts at 29.05 million won (16,570 euros).

The KGM Torres is also available as a classic hybrid (without a plug-in) with BYD technology, but the system components are not affected by the reforms. The basis is a 1.5-liter turbocharged gasoline engine (150 hp) assisted by an electric motor with a power of 96 kW (130 hp), the drive is to the front wheels. The electric Torres EVX is also available, also with front-wheel drive, equipped with an electric motor with a power of 152 kW (207 hp) and a battery with a capacity of 80.6 kWh. The electric KGM Torres EVX costs from 45.54 million won (26,025 euros).

Autonews

TATA MOTORS

Tata Tiago facelift: approximately € 9.000 EUR

India's Tata Motors will officially unveil a restyled version of its city car Tiago (as well as the Tiago EV) next week.

The Tiago was launched in 2016, was refreshed in 2020, and underwent minor changes in 2025.

In short, the refreshed model comes with a modernized exterior (slimmer headlights, new grille, different bumpers, plastic wheel arch trim, new 15-inch wheel design...) and an improved cabin (new digital instrument panel and redesigned seats with integrated headrests), along with richer equipment (including six airbags).

The only difference between the internal combustion engine and electric versions is the Tiago and Tiago EV badge on the tailgate, as the exhaust pipe is hidden under the rear bumper anyway.

Ahead of its official launch on May 28, Tata Motors has revealed both the exterior and interior of the facelifted Tata Tiago, and this update feels far more significant than a routine cosmetic refresh. The Tiago has always been known for being sturdy, practical and value-for-money, but visually, it had started lagging behind Tata’s newer generation of products. This facelift changes that.

The updated Tiago now gets a sharper exterior inspired by newer Tata cars, fresh alloy wheels, expected feature additions and a much more premium overall road presence. Here’s a detailed look at the interior of the Tiago ICE.

Interior...The 2026 Tata Tiago’s cabin has a same black-and-grey interior theme as before, giving the hatchback a more premium and contemporary feel.

One of the key updates over the outgoing model is the redesigned dashboard, which now features a cleaner horizontal layout along with a new 10.25-inch floating infotainment touchscreen and a new floating digital driver’s display.

The slightly redesigned two-spoke steering wheel continues the familiar Tata design language, while the gloss black finish on the centre console adds visual appeal but could attract fingerprints rather quickly.

Tata has also replaced the older touch-based AC controls with tactile physical buttons and dual rotary knobs for the AC system, which we really appreciate.

Tata Tiago EV: For hatchback buyers in India, the checklist is usually simple, affordability, low running costs, practicality, and features. Petrol hatchbacks continue to dominate this space, but the upcoming Tata Tiago EV appears set to make a stronger case than before.

While the car is yet to be launched, Tata’s teasers suggest this update could be more than just a visual refresh. If the brand gets the fundamentals right, the Tiago EV could become an option worth considering for first-time EV buyers as well as buyers shopping in the entry-level hatchback segment.

From what has been shown so far, the new Tiago EV gets a broader-looking front fascia with cleaner surfaces and a more premium appearance overall. More importantly, it now appears to have a clearer distinction from the standard Tiago.

That separation matters because EV buyers increasingly prefer products that feel purpose-built rather than simply being an electrified version of an existing car.

Exterior...The facelifted Tiago gets a thoroughly redesigned front-end that immediately makes it look more modern than before.

It now features sleeker LED headlamps with eyebrow-style LED DRLs.

While the grille has been redesigned with a gloss-black finish inspired by the Tata Altroz.

The bumper, too, is completely new and gets sportier detailing

It gets pixel-style fog lamp housings, giving the hatchback a slightly more aggressive appearance than before.

In profile, the overall silhouette remains familiar, which means the Tiago is expected to continue with compact city-friendly dimensions.

However, Tata has added several visual upgrades to freshen things up:

New dual-tone alloy wheels

Blacked-out ORVMs

Shark-fin antenna

Black roof treatment

Wheel arch cladding

These changes make the Tiago look noticeably sportier and younger without dramatically altering its proportions.

The Tiago will likely continue to be powered by a naturally aspirated 1.2-liter three-cylinder petrol engine with 63 kW/86 hp, while a CNG variant with 56 kW/76 hp will remain in the range.

The all-electric Tiago EV is available in medium and long-range versions with a range of power outputs.

Pricing will be announced at the market launch on May 28.

Estimated Price and Competition...Speculation points to prices starting in the range of Rs. 4,500 Lakh to Rs. 5,000 Lakh (ex-showroom prices) for the entry-level combustion engine versions, rising according to the technology package. It will continue its direct market competition against the recently updated Maruti Suzuki Swift and the Hyundai Grand i10 Nios.

 

by Autonews