DODGE

2026 Dodge Charger Scat Pack: 3.0L Hurricane inline six engine 550hp

The new 2026 Dodge Charger Scat Pack two door marks a major turning point for Dodge performance cars. For decades, the Charger name was tied closely to large displacement V8 engines, tire smoke, and classic American muscle. Now the brand is stepping into a new era while still trying to keep that same aggressive spirit alive. Instead of the old HEMI V8, the latest Charger Scat Pack uses a powerful twin turbocharged 3.0 liter Hurricane inline six engine that Dodge calls the SIXPACK High Output.

This new engine produces 550 horsepower and 531 pound feet of torque. That is serious performance for a modern muscle coupe and it allows the Charger to remain competitive with high performance rivals from brands like BMW and Mercedes AMG. Power is delivered through an 8 speed automatic transmission, and for the first time in the history of the Charger Scat Pack, the car comes standard with all wheel drive.

The new platform also allows the driver to switch between all wheel drive and a rear wheel drive focused setup. Dodge engineered a front axle disconnect system that lets the Charger behave more like a traditional rear drive muscle car when the driver wants to have fun. That means burnouts, drifting, and aggressive launches are still very much part of the experience.

Performance numbers show that this is not just a modernized Charger but also a very fast one. The two door Scat Pack is expected to accelerate from 0 to 60 miles per hour in about 3.9 seconds, which is impressive for a large coupe. Quarter mile performance is estimated at around 12.2 seconds, and top speed is expected to reach about 177 miles per hour.

If you’ve read our previous coverage of the gas-powered Charger Scat Pack, then the new Charger R/T is going to look awfully familiar. Like the Scat Pack, the R/T is powered by a version of the Hurricane 3.0-liter twin-turbo I-6—rebranded by Dodge as the Sixpack—and mated to an eight-speed automatic. The biggest difference is power: The Charger R/T gets the standard-output version churning out 420 hp and 468 lb-ft of torque, versus the Scat Pack’s 550 hp. 

Both models also come with a standard all-wheel-drive system featuring a mechanical limited-slip rear differential that biases power rearward wherever possible for more of a traditional muscle car feel. For those in the snow belt, it’s useful knowing that Normal mode features up to a 40/60 front/rear power split, Snow/Wet a fixed 50/50 split, and Sport an up to 30/70 front/rear split, with the ability to also switch into a full rear-wheel-drive mode. Dodge says the Charger R/T should accelerate to 60 mph in 4.6 seconds (about a half second behind the Scat Pack) and that it’s EPA-rated at 17/26/20 mpg city/highway/combined (1 mpg better in each category than the Scat Pack).

Developing a new engine from the ground up is an extremely intricate and expensive task, but relying on old designs for new engines can only take efficiency so far. Sometimes, going back to the drawing board can produce something that's far better tailored for the needs of today. That's part of the reason why Stellantis went to all the work to create an entirely new inline-6 gas engine.

Say hello to the Hurricane. Built in part to help phase out larger engines as Stellantis strives for increasing efficiency, the Hurricane is said to offer V8 performance at a two-cylinder bargain. When it comes to market, this dual-overhead-cam engine will be offered in both efficient standard-output (SO) form, as well as a performance-oriented high-output (HO) variant.

The two engines share 96 common parts, including the block, exhaust camshaft and spark plugs, but each variant has dozens of unique pieces meant to get the most out of what each variant offers. That said, the more efficient version won't exactly be a slouch, as Stellantis claims it'll be capable of putting out more than 400 horsepower and 450 pound-feet of torque. The high-output Hurricane, on the other hand, will be able to deliver upwards of 500 horsepower and 475 lb-ft. Both should have a nice, flat torque curve that dials up nearly all its available twist by 2,350 rpm.

While Dodge is quick to hammer home the Charger’s muscle car credentials both to us and to you in its marketing campaigns, there’s clearly some sensitivity over the fact that the Charger is not, in the traditional American sense, as muscle car like as it was before thanks to the lack of a V-8 and its standard all-wheel drive.

But that might be the gas-powered 2026 Charger’s greatest strength.

Putting aside the emotional questions around the V-8 (it’s worth noting that the bulk of previous Chargers and Challengers sold were powered by a V-6, and we wouldn’t bet against a V-8 appearing at some point), the Charger R/T is a compelling option for shoppers who can afford its high-for-the-segment starting price.

This Sixpack came packing the high-output version of the 3.0-liter twin-turbo inline-six pushing 550 hp, and thanks in part to the car’s all-wheel-drive system, the new two-door Charger had no issue laying down the engine’s 531 lb-ft of torque. With launch control helping eliminate any turbo lag, the car was able to charge to 60 mph from a standstill in 4.0 seconds and barrel through the quarter mile in 12.3 seconds at 114.7 mph.

How does that compare to the previous-generation Charger? Or in this case, the two-door Challenger Scat Pack? The most recent edition that went through our battery of instrumented tests was the 2023 Dodge Challenger Shakedown R/T Scat Pack Widebody, which featured a 6.4-liter V-8 developing 485 hp and 475 lb-ft of torque.

With less output, the RWD coupe still managed the same 0–60-mph time of 4.0 seconds, though it took slightly longer to complete the quarter mile (12.5 seconds at 112.1 mph). Notably, the last-generation Challenger weighed in at 4,340 pounds, while this Charger tipped the scales at a far heftier 4,876 pounds.

Now it’s time to address the Dark Horse in the room, the Ford Mustang Dark Horse, which develops 500 hp and 418 lb-ft of torque from its 5.0-liter V-8 engine. It’s also a lot lighter than the Charger or Challenger coupes, weighing in at 4,028 pounds. A 10-speed-automatic-equipped Dark Horse we tested needed just 3.7 seconds to hit 60 mph and galloped through the quarter mile in 12.0 seconds at 118.4 mph. As a comparably priced drag racer, the Dodge Charger leaves something to be desired relative to its rival from the Blue Oval.

Thanks to its standard all-wheel drive and resultant all-weather capability, ample power, large back seat, available sedan configuration, and massive trunk, it’s a new-era performer with few holes in its game. Bring the kids and bring on the snow, because this might be the first modern muscle car that can do it all, no matter the season.

The design of the new Charger also helps it stand out. The coupe returns with a bold wide body stance, muscular fenders, and a modern interpretation of classic Dodge styling cues. Unlike the previous generation sedan, this new Charger is built as a liftback coupe, which gives it a practical cargo area while still keeping the sporty profile.

Inside the cabin, the car blends muscle car attitude with modern technology. Drivers are greeted by a large digital gauge display and a 12.3 inch central touchscreen running the latest Uconnect system. Premium materials, optional performance seats, and an available 18 speaker Alpine sound system add a level of refinement that older Chargers never had.

The two door Charger Scat Pack with the SIXPACK engine shows how Dodge is trying to balance tradition with innovation. It keeps the aggressive personality that muscle car fans expect while introducing a new generation of turbocharged power and modern performance technology.

For enthusiasts who were worried about the future of American muscle, this new Charger proves that the story is far from over.

by Autonews

 

TUNNING

Manthey Porsche 911 GT3

The German company Manthey, which has long been behind Porsche's racing activities, has a solution for the well-off clientele who feel that (and) the redesigned 911 GT3 (992.2) can be even faster and sharper.

Manthey Racing has repeatedly proven that the "elfs" with the charismatic GT3 badge can be even faster without any necessary interventions under the rear cover where the legendary 4-liter 6-cylinder boxer engine "resides"; one of the last living atmospherics.

With the latest Performance package from Manthey (which will appeal to clientele willing to spend around 50,000 euros), the redesigned 911 GT3 (992.2) has come even closer to the GT3 racing version, as best shown by measurements on the legendary German Nürburgring Nordschleife track.

DTM champion Ayhancan Güven completed the 20.8-kilometer lap in 6 minutes and 52.981 seconds, 3 seconds faster than the result of Manthey's GT3 from the 992 Series before the redesign, and according to Manthey, this was all achieved in less than ideal track conditions. For comparison, the standard Porsche 911 GT3 (992.2), driven by factory driver Jörg Bergmeister, achieved a time of 6:56.294.

The key reason for the improved time is the sophisticated aerodynamics of the carbon body components (including the adjustable rear spoiler and diffuser from the GT3 RS model), which provide significantly more grip in corners, and the speed is also supported by the flat floor and the distinctive aero caps on the rear wheels.

1,190 pounds of downforce... In its standard factory configuration, the 911 GT3 already generates significant downforce. Manthey's new kit focuses on making the car even more track-focused. The entire underbody has been transformed into a continuous aerodynamic element. The airflow-directing fins under the car are much larger and now measure approximately 150 cm in length, representing a 99 cm increase compared to the standard vehicle design. This allows them to generate additional downforce in a particularly efficient manner. To achieve this result, the trunk floor of the production vehicle now has a cover that helps create a completely smooth underbody. The front spoiler has been redesigned and extended by almost 1.3 cm. Special diffuser fins on the lower front and flaps attached to the sides of the vehicle increase downforce on the front axle. The 911 GT3's wing with swan-neck struts is wider and now features a Gurney flap. Larger side plates are noticeably curved inwards to achieve optimal airflow. The rear diffuser features longer fins and increases downforce without adding drag.

The carbon fiber aerodiscs at the rear reduce drag, completing the interaction of all the car's aerodynamic components to optimize airflow and maximize efficiency. Overall, downforce increases considerably, while drag remains the same. Even in the least aggressive configuration, the car equipped with the kit generates 355 kg of downforce. In the most extreme configuration, intended exclusively for track use, this value rises to 540 kg at the same speed.

Adjustable coilover suspension...In partnership with Manthey, Porsche developed a special four-way coilover suspension for the 911 GT3, which can be configured for track use. The shock absorbers have four levels of adjustment, allowing for changes in compression and rebound without the need for tools. The spring rate on the front axle is increased by 10% compared to the previous model's Manthey kit to compensate for the increased downforce. This contributes to improved handling in sporty driving. The track-focused suspension increases mechanical grip and makes the car even more stable, especially when going over kerbs.

Behind the ultra-light wheels is a multi-adjustable aluminum suspension that is optimized for use on the track, and an important part of the Performance Package is the brake pads used on racing "elfers". At the Manthey (Meuspath) headquarters, they emphasize that all the components that require a considerable amount of money do not affect the Porsche factory warranty.

Lightweight 20- and 21-inch forged wheels are available as an option for the Porsche 911 GT3. They reduce unsprung mass by a total of 6 kg (13.2 lbs) compared to the standard wheels. They are available in Brilliant Silver, Neodyme, and Black (satin gloss). Braided steel brake hoses are included as standard in the kit. This ensures precise pressure and optimized braking control.

Those wishing to add even more visual detail can personalize their 911 GT3 with specially designed sporty accessories. Carbon fiber door sills with illuminated "Manthey" lettering, LED door spotlights with white "Manthey" lettering, and the option to apply "Manthey" lettering to the doors are ways to emphasize the bold character of the 911 GT3. In addition, the carbon fiber aero discs, included in the kit, are available with a variety of colored decals. Tow straps in red, black, or yellow are also available and can be attached to the threaded holes in the front and rear bumpers, although they must be removed before driving on public roads. The 911 GT3 can also be enhanced with carbon fiber front air vents and rear air intakes.

At the Nürburgring Nordschleife circuit, used by Porsche as a test track for the development of sports cars, the 911 GT3 with the Manthey Kit was able to show its full potential. With the current DTM champion, Ayhancan Güven, at the wheel, and in less than ideal conditions, the modified GT completed a lap of the 20.8 km circuit in the Eifel region in 6:52.981 minutes – 2.76 seconds faster than the previous generation (992.1) of the 911 GT3 with the Manthey Kit. Both cars were equipped with Michelin Pilot Sport Cup 2 R tires, available as an option. The lap time was certified by a notary present at the site.

Autonews

DOSSIER

AUDI

Audi RS5 review

If you’ve seen any online reaction to its unveiling, you may have noted some dismay that the kerb weight is 2355kg (hatch) or 2370kg (estate). The latest BMW M5 elicited a similar response; both are high-performance plug-in hybrids. Those are big numbers, so there are preconceptions to dispel, but Audi thinks that actually driving the RS5 will do the trick.

The car is a direct replacement for the RS4 but with a different name, because Audi briefly revised its naming strategy and this is a hangover from that. Maybe they had already made the badges.

And it’s as heavy as it is because making a PHEV is one of the few options left open to a company that wants to make super-saloons. A fully electric sports saloon could be perceived as insufficiently exciting, as modest RS E-tron GT sales suggest. And the days of simply fitting a whopping engine to an executive estate are largely behind us: German tax rates are much kinder to cars with a 50-mile electric range and there are many other places where a reduced headline CO2 emissions figure is advantageous. In the US they mind big engines less – at the moment, anyway – but Audi couldn’t have known that when it started this car's development.

Audi opted, then, to mate a 2.9-litre V6 petrol engine making 503bhp and 443lb ft of torque with a 174bhp/339lb ft electric motor mounted within the gearbox, for a system total of 630bhp and 608lb ft. There’s a 22kWh (total) battery beneath the boot floor, and together the engine and motor drive all four wheels through a Torsen limited-slip centre differential. So far, so Quattro.

But Steffen Bamberger, Audi Sport’s head of technical development, says he wanted the car to not only have traditional sporting Audi security but also an agility and a rearward-biased balance like never before. It’s a theme that Audi has been chasing for a while, ever since fitting a crown gear centre differential to the RS5 Coupé in 2010. But this time it has gone much further than ever. “We wanted it to be an oversteering car,” says Bamberger.

You will probably have seen the smoky pictures by now, so I won’t try to maintain the suspense: they’ve got one. Partly it owes its behaviour to a centre differential that can let up to 85% of torque head towards the rear wheels, but the bigger advantage is what happens at the rear axle. A 5bhp motor mounted around the differential may not sound very significant, but once geared down it can create a torque difference of up to 1475lb ft between the rear wheels, slowing or accelerating left and right driveshafts independently. 

Let’s talk this element in more detail. We’ve seen cars with clutches on independent sides of a differential before (the previous RS4 had one, in fact), but they act mechanically, which regulates the speed they can work at, and they can only distribute whatever torque is being delivered to them at the time. That the RS5's rear mounted motor can generate and deliver its own torque means it’s not dependent on throttle application. Because it’s electric it reacts quicker. And because it’s a motor it can drag as well as just engage or disengage.

It also means there’s no need for active rear-steer, which must have been a temptation in a 2.4-tonne car, even if the weight is balanced 49:51 front to rear. The motor exists to slow an inside rear wheel to encourage the car to car turn, plus apply positive torque to the outside to overspeed that wheel, so it can help introduce an oversteer slide and then mess around a bit to keep it going.

But even if you’re not drifting (because who ever does in a car like this?), its effect its at its most notable well within the realms of grip, on corner entry.

There are significant other technical highlights too, I should add. The wheels are 20in as standard but 21s more likely to be optioned. The 285/30 tyres are either Bridgestones (both sizes) or grippier Pirelli P Zero Rs (21s only), front and rear. However, the wheel widths are different – 10J on the front, 10.5J at the rear – to give stiffer tyre sidewalls at the rear and greater control.

Without them, and without prodigious tuning, Bamberger likens early development iterations of the RS5 as like being a student with a loosely strapped satchel bumping around on their back – a nice analogy.

Lastly, suspension is by coil springs rather than air, with adaptive twin-valve dampers with four stages of adjustment. Anti-roll bars are passive but “the biggest you can find on the market”, says Bamberger, not entirely seriously but not unseriously either. He wants the car to remain as flat as possible in roll and pitch to get the most out of the drivetrain.

The steering ratio is overall 13:1 (down from 15:1 in the standard A5), for just over two turns between locks, and is a little slower in the centre than at the edges. 

The steering wheel isn’t exactly round, to the annoyance of Audi’s still fairly new CEO Gernot Döllner.

It lives in a cabin that, like the exterior, has received some highlights, like flared wheel arches and doors outside, bolstered seats inside and carbonfibre and piano black lowlights (hardly anyone ordered the silver highlights that Audi used to offer).

You can have a hatchback they call a saloon or an estate they call an Avant. Rear leg and head room are fine in both.

The boot, while reduced in capacity from the regular A5 (330 litres in the hatch, 360 in the estate), is probably fine unless you routinely fill one to the roof. Likely a bigger annoyance is that the boot floor doesn’t lift, which means the charging cables and tyre repair kit don’t have an obvious snug home.

The engine is very smooth and the motor, because it can torque-fill or pull revs up and down during gearshifts, responds exceptionally urgently. Gears are changed rapidly and super-smoothly.

The headline figures are that the RS5 can go from 0-62mph in 3.6sec and onto 177mph if you spec the Performance Pack, but it’s the immediate response that’s more impressive than those figures. In the angriest of drive modes, motor response is genuinely alarming (and we will come to the effect that various motor responses have on driving characteristics in the next section).

If you select the Performance Pack (21in wheels as standard) it comes with carbon-ceramic brakes. Some earlier sporting Audis, like the TT RS, suffered from brake fade. The engineers were determined this one wouldn’t; 440mm diameter front and 420mm rear discs should do it, even at this weight, and indeed I had absolutely no issues with brake fade.

Braking is by wire, and that I have nothing to report about brake feel is very encouraging about how it blends regen with pads.

My first moments behind the wheel of the RS5 are on a slalom topped by a group of cones that are meant to form the centre of a slidey circle. The engineers really are very pleased with this car’s transient behaviour. With the driver aids off and the car in an RS Torque Rear mode it throws itself in an increasingly sideways pendulum along the slalom until, suitably Scandi-flicked, we reach the circle at the end. I’m instructed to slam the throttle down and keep it there and it pirouettes around the cones for a moment before exiting the cloud of its own smoke for a return run. Not quite rear-wheel drive but very much not conventional four-wheel drive either. It behaves a bit like a rear-biased 4WD supercar such as a Ferrari 849 Testarossa or, in fact, an Audi R8.

Then I drive a few laps of a small, technical and dusty circuit, mostly in an RS Sport mode that forgoes the ultimate tail-happy demeanour for solid damping and maximum efficiency. This is the fastest drive mode. What I find, regardless, though, is that if understeer thinks about settling in, more throttle and more steering don’t see the nose pushed ever wider. Instead that rear motor cranks in the inside wheel, overspeeds the outside wheel and pushes the rear of the car outwards, tightening the line. Yes, of course that mullers the tyres, but it’s a hoot. And if Audi’s plan was to rapidly attempt to quell concerns about the RS5’s weight by demonstrating how unhingedly agile it can be, I would say it has proven its point.

Which is great, but fewer than 1% of all cars on the Nürburgring are Audis. It actually makes fast road cars that can do a dynamic job when asked; RSs are mostly daily-driven. And in the RS5, Neckarsulm has engineered a car with a very significant breadth of ability, doing those daft things at the extreme end but, with the dampers nestled into Comfort mode and the engine quiet or even entirely off, this is a refined and smooth executive car. I’d normally insert caveats about baize-adjacent overseas roads in here but some of Morocco’s are, astoundingly, even worse than England’s, and the RS5 rides with comfort and not very much of the discernible jostle that you might expect with thick passive anti-roll bars charged with controlling a car of this mass. I guess the centre of gravity is relatively low.

The steering is good: always precise and variable in weight through three settings, ranging to quite heavy for an Audi, albeit not by all competitor standards, in its meatiest setting.

It’s easy to get into a groove with the RS5 and it demonstrates very good body control and resistance to pitch and dive.

Even on the road, that rear axle makes itself very obvious, acting like active rear-steer would to nudge the car’s line into the corner, thereby reducing the amount of steering lock one needs, and making the car feel more agile than it would. And because an electric motor can braking a wheel more quickly than an active steer can adjust its angle, the system has clocked on, done its work and clocked off in a flash as you turn in. You know it’s doing it, but by the time you’re conscious of it, it’s all but over, leaving a car that feels naturally perky.

There are a few different ways to disguise a car’s mass, but I don’t think I’ve discovered one that makes a car of this size and weight feel quite so alert as it does. We will undoubtedly see it again in Audi’s bigger RS models. 

The PHEV powertrain has more than short-term benefits for Audi. It thinks this is a good strategy for the foreseeable, letting it sell cars in places where pure-ICE RSs would be a no-go, and cars that are more exciting and long-distance, high-speed usable than EVs.

As I write, full MPG figures haven’t been released, but with a 50-mile range and estimated 87-106g/km CO2 figures, the RS5 should return around 70mpg officially – more if you plug it in routinely, less if you don’t. In which case, the mere 48-litre fuel tank might have you stopping more regularly than you would like.

We expect a benefit-in-kind tax figure of 26% or thereabouts – nuch more than you would pay for an EV, of course, but less than a pure-ICE car.

The RS5 will cost from £90,220 in base hatch form to around £110,000 as the Performance Pack Avant that UK buyers will actually choose.

It's astounding what car manufacturers can make heavy cars do. If you give a car the right tyres and the right steering response, you can make them feel lighter, notes Bamberger. I suspect there’s more to it than that – and that the RS5 will eat tyres if you use it hard on a track – but I take his point. The RS5 does feels much more agile than the numbers suggest it would.

Obviously it will take a more closely controlled test than this one to assess it alongside the competition but, going by memory, the RS5 feels like it has more nuance and certainly breadth than the BMW M3 Competition, with more capability but less natural fluency than the Alfa Romeo Giulia Quadrifoglio.

All the cars in this segment do things differently enough that they have their own appeal – but what the RS5 does, it does with ability and verve.

Autonews

 

AUTONEWS

Electric Ford Mustang Mach-E has covered more than 500,000 km, its battery still has 92 percent of its capacity

Electric cars often raise doubts among buyers, especially when it comes to battery durability. How long will it last and how much capacity will drop after a few years of use is one of the most common questions. An example from the USA now provides an interesting answer.

The latest compelling example comes from David Blenkle, a resident of Santa Cruz, California. As reported by Forbes, he has owned a 2022 Ford Mustang Mach-E since new and has since logged roughly 508,000 kilometres as a private car service driver. His motivations for going electric were straightforward: cut operating costs, reduce shop visits for routine maintenance, and ultimately lower the total cost of vehicle ownership compared to a gasoline-powered alternative.

Given the sheer number of kilometres under the wheels, it is safe to say the bet has paid off handsomely. Blenkle drives his Mustang Mach-E up to 12 hours a day, practically every single day, averaging 370 kilometres in the process.

Here is a detail that puts things in perspective: reaching that 508,000-km mark required 24 sets of tires — a staggering figure by any measure. The brake pads, on the other hand, are still the originals. That speaks volumes about just how effective regenerative braking can be.

What makes this story truly remarkable, however, is the condition of the battery after such relentless use. Capacity loss stands at only 8%, meaning the Mach-E still delivers around 480 kilometres of range on a full charge.

The recipe behind this result is one that most EV owners can easily follow: home charging. Rather than relying on public DC fast chargers — known to accelerate battery degradation over time — Blenkle simply plugs his vehicle in every evening at home.

Blenkle’s experience is far from a fluke. Industry data suggests that modern battery packs lose an average of 1.8% of their capacity per year under normal use, which translates to roughly 9% over five years.

And contrary to what many might assume, California’s mild climate is not the decisive factor here. In fact, cold temperatures can actually help extend battery life by slowing degradation, while heat is the real enemy.

Here’s hoping David Blenkle checks back in when the odometer rolls past one million kilometres.

American David Blank uses his Ford Mustang Mach-E as a vehicle for private passenger transport in California. He bought the car in mid-2022, and since then he has covered more than 316,000 miles, or about 508,000 kilometers. During that time, he has transported more than 7,000 passengers. What is particularly striking is not only the mileage, but the condition of the battery. After more than half a million kilometers, the battery capacity has decreased by only eight percent. This means that the battery still has approximately 92 percent of its original capacity.

In practice, this means that it can still travel almost 500 km on a single charge. This result is particularly interesting because battery degradation is often a top concern for potential electric car buyers.

Data from Recurrent, a company that tracks the condition of electric car batteries in the US, shows that cars with more than 250,000 miles (about 400,000 km) typically retain about 80 percent of their original battery capacity. If Blank's data is accurate, his Mach-E performs significantly better than average.

In addition to the battery, the vehicle's reliability is also interesting. Over more than half a million kilometers, the car has not required any major repairs. Blank says he has changed six sets of tires and seven cabin filters and performed more than twenty regular services. The brakes are still original, which is relatively common in electric cars thanks to powerful regenerative braking.

Charging habits also obviously play a large role in preserving the battery. The owner says he almost always charges the car to 90 percent of its capacity and avoids letting the battery discharge below 20 percent. He does most of the charging at home on a slower charger, while using a public fast-charging network when working.

This example doesn't mean that every electric car will last half a million kilometers without major problems. But it does show that modern batteries are clearly more durable than many buyers still assume.

A 2022 Ford Mustang Mach-E Premium used for a private car service in California has surpassed 316,000 miles (over 508,000 km) with only 8% battery degradation, retaining roughly 92% capacity. Driven by David Blenke, the vehicle required 24 sets of tires but still uses its original brake pads due to effective regenerative braking. 

autonews1@yahoo.com---Key findings on high-mileage Mach-E:

Battery health: Despite covering over 500,000 km, the battery still provides approximately 480 km of range per full charge.

Maintenance: The vehicle underwent regular maintenance (tire rotations, cabin filters) but required no major repairs.

Charging habits: The owner primarily charged at home, which likely contributed to the low battery degradation.

Usage: The car was used for 12-hour shifts daily, proving the durability of the electric SUV for commercial use. 

 

AUTONEWS

Mercedes-AMG GT Black Series vs McLaren 750S

This is a battle between two of the most extreme supercars on the market: the Mercedes-AMG GT Black Series, a limited edition focused on track records, and the McLaren 750S, the refined evolution of the acclaimed 720S. While the Mercedes bets on the aggressive aerodynamics of a GT3 race car for the streets, the McLaren focuses on extreme lightness and the purity of a mid-rear engine.

Key points (below):

Track focus vs. acceleration: The Black Series has an impressive track record, having been the fastest production car at the Nürburgring in 2020 with a time of 6:43.616. The McLaren 750S, on the other hand, is superior in raw acceleration and overtaking, thanks to its much lighter carbon fiber construction (about 150 kg less).

Aerodynamics and engineering: The Mercedes uses a two-stage rear wing with electronic adjustment and solutions derived directly from the GT3. The McLaren introduces Proactive Chassis Control III, which eliminates physical stabilizer bars in favor of an interconnected hydraulic system for greater comfort and control.

Interior comfort: The AMG GT maintains a more traditional luxury with the MBUX system and Burmester sound. The McLaren is more minimalist and driver-focused, although it has evolved in technology with the inclusion of Apple CarPlay.

Autonews

 

AUTONEWS

Project TAKE OFF: the innovative open-fan engine that will be installed on the Airbus A380 by December 2029

Safran Aircraft Engines officially leads the TAKE OFF project, which aims to develop and conduct flight tests of an open-fan engine installed on an Airbus A380 by December 2029. This four-year initiative is funded by the European Union's Clean Aviation program, which covers €100 million of the €139 million total cost.

The proposal leverages technological advancements achieved in the previous OFELIA project to refine the open-fan engine design to Technology Relevant Level (TRL) 6. The program covers all stages, from engine design and assembly, through aircraft integration and flight authorization, to the analysis of collected data and calibration of the models used.

Furthermore, TAKE OFF collaborates with regulatory bodies to ensure compliance and pave the way for certification of the new technology.

CFM International, a partnership between Safran and GE Aerospace, also develops open-fan engines in the RISE program, initiated in 2021, focused on reducing kerosene consumption by 20% for new-generation engines intended for narrowbody aircraft, with entry into service expected in the middle of the next decade.

The project is backed by a 100 million euro grant from the Clean Aviation public-private partnership. Safran Aircraft Engines serves as the consortium leader, coordinating 25 partners that include industry giants such as Airbus, Avio Aero and GKN Aerospace, alongside various universities and research centers. The group aims to demonstrate a full-scale Open Fan flight by the end of the decade, building on previous technological foundations from the OFELIA and COMPANION projects.

Unveiled in 2021 through the CFM RISE program, the Open Fan architecture targets a 20 percent improvement in fuel efficiency compared to current engines. Pierre Cottenceau, vice president of engineering, research and technology at Safran Aircraft Engines, said the project embodies a shared ambition to make aviation more sustainable. Cottenceau noted that the collaboration will showcase the benefits of the architecture in terms of both energy efficiency and acoustic performance.

The scope of TAKE OFF covers every phase of development, including engine assembly, aircraft integration and flight clearance. The project will culminate in a flight demonstration using an Airbus A380, which is intended to prove the technology’s maturity at a pre-development level. According to María Calvo, head of unit project management at Clean Aviation, the project is a flagship action for short- and medium-range aircraft thrust.

Data gathered from the flight tests, which are expected to take place in 2029, will undergo comprehensive post-flight analysis. If successful, these efforts will pave the way for the Open Fan engine to enter service by the middle of the next decade. This timeline aligns with the broader European goal of developing ultra-efficient propulsion systems to reduce the environmental impact of the aviation sector.

Within the Clean Aviation funding framework, Safran group companies receive €35.4 million, while GE's European subsidiaries in Germany, Italy, and Poland receive €14.5 million.

Airbus, with its European divisions, receives €34.2 million, in addition to contributions from GKN Aerospace in Sweden (€4 million), national aerospace research centers in France, Germany, and the Netherlands, and various academic institutions.

Pierre Cottenceau, Vice President of Engineering, Research and Technology at Safran Aircraft Engines, highlights that TAKE OFF represents the shared ambition of the European Union and the aerospace industry to promote more sustainable aviation, emphasizing the gains in energy efficiency and noise reduction that open-fan architecture can offer.

The flight tests will be conducted within the COMPANION project, led by Airbus and also funded by the Clean Aviation program. To this end, Airbus is preparing the conversion of a former Airbus A380 into a common demonstrator, with modifications scheduled to begin in 2027.

by Autonews

KHODRO

What do Iranians drive? The Pars Nova is an even cheaper derivative of the Dacia Logan, powered by a Lada petrol engine

The first generation of the Dacia Logan from 2004 can be said to have launched Romania. Over three generations, the Romanian sedan was produced in more than 1.3 million units, and the most successful was the first generation, which is still produced under license in Iran, called the Pars Nova.

Just as Dacia bought a license to produce its own version of the Renault 12 in the late 1960s, the Iranian company Pars Khodro bought the rights to the Logan and produced its own version for several years. Now the Iranians are restarting production of this model in a new version, with a modified design and new technical specifications.

Aesthetically, the Pars Nova looks like a completely different car from the first generation of Logan. The front stands out with new headlights, with LED daytime running lights, and a completely redesigned bumper. The rear is completely redesigned, with LED lights and reversing lights. What remains in common with the first Logan is the position of the exhaust pipe.

The Iranians have released very few photos. One of them was taken on the same day that Pars Khodro's biggest local rival, Iran Khodro, relaunched the decade-old Peugeot 207 sedan.

The Dacia Logan, launched in Romania in 2005, will be reproduced with a new name and redesigned look, but in a familiar format, according to Profit.ro. Renault sold the car's license to Iran for years, and the Logan is now being launched in the Middle East under the name Pars Nova.

Just as Dacia acquired the production license for the Renault 12 in the late 1960s to produce its own version, the Iranian company Pars Khodro bought the production rights for the Dacia Logan and produced its own version for years. Production of the model is now being resumed with a redesigned front and rear.

Compared to the well-known Romanian version, the Pars Nova will feature a central infotainment screen, a digital-analog instrument panel, a stability control system, and traction control.

The interior is similar, but modernized. We see changes such as a new steering wheel, digital instrument panel, infotainment system, as well as single-zone climate control.

Where does it most resemble the original Romanian sedan? If we analyze the car from the side, the similarities with the Romanian model are most present, in terms of the shape of the doors, door handles and fuel filler cap.

The biggest similarities are in the powertrain. The Iranian Logan will be equipped with Lada's 1.6-liter naturally aspirated engine with 110 horsepower, paired with a five-speed manual or six-speed automatic transmission. This used to be Renault's engine, and until the launch of the 1.2-liter 120 hp engine this year, it was also the most powerful model in the Logan range since the model was produced.

Initial reports suggest the model could also be sold in Russia, by AvtoVAZ, the former Renault Group partner in Russia, which also produced the second-generation Logan. The Russian company is producing and supplying the 1.6-liter engine to the Iranians and will import 45,000 Pars Nova cars to the Russian market.

Renault pulled out of Iran about six years ago, as international sanctions were imposed on the country. The French company previously produced the Logan in partnership with the Iranians, under the name

Renault Tondar.

This is not the first time the Logan has been "recycled" after its debut in Romania: AvtoVAZ, the manufacturer of Ladas, already produced the first and second generations of the Logan in Russia under the name Lada Largus and, according to Profit.ro, the model now presented in Iran will also be sold in Russia. In Ukraine and here, the Logan and Duster were also sold under the original model name, but with the Renault emblem. The Logan's appearance is also familiar in Mexico, where it could be purchased under the name Nissan Aprio.

by Autonews