AUTONEWS

Stellantis to bet on Italian engines in Europe

Stellantis may be about to initiate a silent but structural change in its combustion engine strategy in Europe. After years of betting on French-origin blocks — especially Peugeot's PureTech — the automotive giant should turn to an Italian alternative in the future: FIAT's Firefly engines, also known as SGE (Small Gasoline Engine).

There is still no official confirmation, but statements by Emanuele Cappellano, CEO of Stellantis Europe, at a roundtable at MIMIT (Ministry of Enterprises and "Made in Italy") earlier this year, seem to confirm the rumors. Cappellano said that the group decided to "invest in the future of GSE engines to guarantee their use beyond 2030". This implies that the Firefly/GSE engine is no longer an end-of-life engine in the European continent, as it seemed.

The decision is unlikely to have come about by chance. The problems with PureTech engines are well known — mainly due to the use of the oil-bathed timing belt solution — and the consequences are too: expensive recall operations and damaged reputation.

Something that is difficult to recover from, despite the improvements made and the introduction of a new variant that replaced the belt with a chain, used in the Hybrid versions of several models in various brands of the group. A change that solves the problem once and for all.

For several weeks now, the Stellantis seems to be evolving at high speed. The return of diesel, extension of the Italian FireFly engineWith each announcement, the same signal appears: the Group is gradually abandoning the idea of a single engine for the whole of Europe. Behind the scenes, however, discussions are going much further than the official communication suggests. According to several industry reports, Stellantis is now considering a major industrial changeover: gradually replacing PSA-sourced engines, including the famous 1.2 PureTech, with Italian engines from Fiat. And this time, it's no longer just a rumor.

Behind Euro 7, a budget battle...Officially, the arrival of the Euro 7 standard means that internal combustion engines will have to be modernized across the board. Unofficially, it forces manufacturers to choose what to invest in, and what not to invest in.

Adapting an entire engine family to this standard costs millions of euros. However, according to several sources inside the sector, Stellantis has made a clear choice: to concentrate its budgets on Italian engines rather than pursue the in-depth development of the PureTech and BlueHDi engines.

It's not just a question of industrial image or internal politics. It's first and foremost a technical and financial trade-off. The Group believes that modernizing French engines would be very costly for an uncertain result in the long term, particularly in terms of reliability and durability under Euro 7 constraints.

PureTech's problem isn't just a belt...For years, the 1.2 PureTech has had a difficult reputation surrounding its belt. But according to technical information from the industry, the problem goes deeper than that. Internally, the engine is said to be mechanically more fragile, with faster wear of certain key components and a higher risk of breakage over long distances. The Euro 7 upgrade could even accentuate these stresses, by increasing internal temperatures and pressures.

Conversely, the Fiat FireFly (GSE) engine is said to be more structurally robust. Its more recent design and larger components would offer a better margin of durability, making it a sounder basis for the next thermal decade. In other words, the debate would no longer be purely industrial, but purely mechanical.

The changeover has already begun...Internal reports even suggest that the timetable has already been set. The 1.6 JTD engine (present in the Alfa Romeo Tonale) is said to be in preparation for equipping a large part of the European range: Peugeot 208, 308, 2008, 3008, 4008, 5008, but also Opel Corsa, Astra, Mokka or Grandland, not forgetting numerous Citroën models.

Other displacements would follow, notably the 2.0 and 2.2 adapted to future standards. Ironically, the 2.2-liter is said to be a former PSA-FCA collaboration... but would now return under the Italian banner. If confirmed, this would mean a historic reversal: for years, Italian brands have adopted French engines within the group. The balance could now be reversed.

A strategy consistent with recent decisions:

-Taken separately, each event might seem isolated: the rescue of the FireFly, the return to diesel, the investment in Termoli, the new eDCT boxes.

-Taken together, they tell a different story: Stellantis is preparing a new common thermal base for Europe, but different from the one planned when the group was created.

The initial plan was based on PSA engines as the backbone, with the 1.2L EB2 and 1.6L EP6. The current plan could be based on Fiat engines. The logic becomes clear: rather than developing two complete Euro 7-compatible families, the Group chooses the one deemed the most technically sustainable.

This choice would also have important symbolic significance. At the time of the PSA-FCA merger, many believed that French technology would become dominant. For several years, this was indeed the case.

But the slower-than-expected energy transition is changing priorities: robustness and longevity are once again essential to amortize development costs. Stellantis could finally rely on its Italian mechanical heritage to get through the last decade of thermal power in Europe.

Nothing has yet been officially confirmed. But the industrial direction now seems coherent:

-an electrified Fiat diesel for long-distance travel,

-an electrified Fiat FireFly for hybrid petrol,

-and electric for the rest.

If this strategy comes to fruition, it would mark a major turning point in the Group's history. Not only would the PureTech no longer be Stellantis' core engine, but Peugeot could be driving tomorrow... with a Fiat heart, as is already the case in Brazil.

Firefly gains new prominence...Now the Italian alternative emerges. Originally developed by FIAT, the Firefly engines — also known as the GSE (Global Small Engine) family — are now gaining new prominence within the group.

These three- and four-cylinder blocks stand out for having a simpler architecture and solutions considered more robust. In addition, they were designed from the beginning to support electrification, whether in mild-hybrid, hybrid or plug-in hybrid systems.

Currently in Europe, they are only used in the FIAT Pandina, the new 500 Hybrid (one-liter, three-cylinder) and the Alfa Romeo Tonale (1.3 and 1.5-liter, four-cylinder). They are more common in South America, used not only by FIAT, but also by Jeep, Peugeot and Citroën.

For Stellantis, this change has several strategic advantages. On the one hand, it allows for a reduction in the complexity of the engine range, concentrating resources on a common technical base. On the other hand, it helps to solve image problems associated with other engines.

There is also an industrial reason. The production of these engines is already well established in Stellantis factories in Betim (Brazil) and Termoli (Italy), facilitating integration into different models and brands. If this transition expands to many more models, it is expected that they can be produced in more factories.

The change will be gradual...Despite this, an immediate transition is not expected. The Firefly engines will be adapted to the Euro 7 standard, which comes into effect on November 29, 2026. The replacement of the PureTech engines should then occur gradually, following the natural model renewal cycle.

The strategy represents a symbolic change within Stellantis. Since its formation in 2021, the French side of the group has had more weight in decisions regarding the use of platforms and engines in compact models. Now, the center of gravity may move more towards Italy.

Stellantis is pivoting its European strategy to focus on Italian-made engines and components, reversing previous, heavily electrified, or French-engine-focused plans due to slowing electric vehicle (EV) demand and high costs. The company is investing in, rather than phasing out, Italian engine production to better meet customer demand for more affordable hybrid and, in some cases, diesel vehicles in Europe. 

Key aspects of the shift to Italian engines(below):

FireFly/GSE revival: The Fiat-designed FireFly (GSE) engine, which was previously considered to be nearing the end of its life, will now be adapted to meet Euro 7 emissions standards to remain in production beyond 2030.

Termoli plant focus: The Termoli plant in Italy is becoming a central hub for producing these Euro 7-compliant gasoline engines and new e-DCT (electrified dual-clutch) gearboxes.

Engine replacement: Stellantis is considering replacing PSA-sourced engines (like the 1.2 PureTech) with Italian-made engines across various models, including those from Peugeot, Opel, and Citroën.

Diesel reintroduction: In a reversal of previous plans, Stellantis is reintroducing diesel engine options, specifically, the 1.6-liter MultiJet unit, on several European models.

Investment in EV parts: In addition to ICE engines, Stellantis is investing $41 million to produce steel components for electric drive modules at the Verrone plant in Italy, aiming for over 400,000 units annually by 2027. 

Autonews

RENAULT

Renault Filante: the new French-Chinese SUV

The new Renault Filante, a luxury SUV designed to compete with brands like Volvo and Audi outside of Europe. Built on the Geely platform, it was developed specifically for regions outside the old continent and it wouldn't be surprising if it arrived in Brazil at some point, as will happen with the Koleos in 2026.

The model was revealed in South Korea, where it is also produced and will be launched first. The Filante is the fifth model in Renault's "International Game Plan 2027," which aims to position the brand more strongly in other growing markets such as Latin America, India, Turkey, South Korea, and Morocco.

It's bold, without a doubt. With the Filante, Renault is targeting the luxury segment and betting on presence. Visually, it looks like an elongated version of the Renault Rafale. What also catches the eye at first glance in the photos: in the side profile, certain similarities with BMW's controversial XM tank are undeniable.

Renault itself describes the vehicle as a crossover between a sedan and an SUV. However, in our opinion, it has much more of an SUV and little (or nothing) of a sedan. The front features a radiator grille that clearly differentiates itself from current European models. An illuminated 3D structure is reminiscent of the Renault diamond, with a gradient from the car's color at the top to glossy black at the bottom.

At 4,915 mm long, 1,890 mm wide and 1,635 mm high, the Filante is the largest car in Renault's current lineup. For comparison: it is only three centimeters shorter than a BMW X6.

Large, the Filante measures over 4.9 m in length, 1.90 m in width, 1.63 m in height, and a wheelbase of around 2.82 m. The excellent trunk of over 630 liters is surprising, which is only possible thanks to an important detail of the model's design: it only exists in five-seater versions, without a third row of seats. In any case, there is plenty of luxury, refinement, and interior space in the SUV, which, here, will be the most luxurious car of the brand.

In terms of design, it draws from Renault's most recent global source. It bets on bolder and, at the same time, clean lines. Fluidity and sportiness prevail in the side and, especially, rear views. Its front is also one of the most modern, but it is reminiscent of our well-known Boreal. Inside, the highlight is the three screens, totaling almost 37 inches: one for digital instrumentation, another for the central multimedia system, and a third for front passenger entertainment, with 12.3 inches each. There is also a huge panoramic sunroof.

Judging by the photos, the car seems to follow a line of refinement typical of Chinese cars: exquisite materials, a good mix of colors, shapes and textures, and a bold appearance like the exterior. Still, it maintains the Renault personality. It promises a sound system signed by Bose, unprecedented driver assistance systems, automatic digital air conditioning with different temperature zones, seats with electric adjustments and massage, among other luxuries.

Renault also excels in the cockpit. The instrument panel is dominated by three 12.3-inch screens (speedometer, central display and a separate screen for the passenger). This is complemented by a 25.6-inch augmented reality head-up display.

The "lounge" seats are made of a leather-like material and have integrated headrests. The metallic trim on the headrests reinforces the impression that it was heavily inspired by the Munich luxury range (keyword XM).

Among the technical innovations available for the first time in a Renault are a digital rearview mirror (which eliminates the need for a rear windshield wiper), a steering assist system, and a child recognition system.

Under the bodywork lies familiar Chinese technology: the Filante is based on an adapted version of Geely's CMA platform. We already know this architecture from the Volvo XC40 or the Polestar 2.

The car is powered by a 1.5-liter turbocharged gasoline engine, assisted by two electric motors. The system output is 250 hp. As charging infrastructure in target markets is often still incomplete, it is a classic hybrid (HEV), not a plug-in hybrid. Renault promises that the car consumes 50% less fuel in real-world driving conditions than a comparable internal combustion engine vehicle.

The name "Filante" is a Renault tradition. The Étoile Filante (shooting star) was a vehicle that broke speed records in the 1950s. Only in 2025 did the French revive the name with a record-breaking electric concept car. The fact that it is now precisely a robust and aerodynamically challenging SUV that bears this name is somewhat ironic.

Autonews

DOSSIER

HONDA

Honda X-ADV 2026: "an unbridled passion for innovation and a desire to surprise"...

Honda's history is marked by models that have become iconic in terms of engineering and design. This reality stems from an unbridled passion for innovation and a desire to surprise. This DNA guided the creation of the Honda X-ADV, whose completely new concept allowed it to be considered 'the first two-wheeled SUV'.

The Honda X-ADV combines seemingly distant worlds: that of big trail bikes, with their elevated riding position, high performance and ability to tackle any terrain, and that of urban maxi-scooters, irreplaceable companions for everyday life.

The X-ADV is a model that ingeniously combines practicality in urban journeys with multiple performance qualities, being as efficient on highways as on off-road routes, thus allowing a freedom of use that literally justifies the term 'crossover'.

The essence of freedom on two wheels is embodied in the X-ADV, which has captured the attention of a legion of motorcyclists passionate about innovative, versatile, and technologically advanced vehicles in a completely new way. It's worth remembering that the X-ADV pioneered the introduction of DCT – Dual Clutch Transmission.

Constantly improved since its global launch in 2018, the 2026 Honda X-ADV features updates in style, technology, and practicality. Furthermore, its industrial production process is increasingly focused on sustainability, introducing materials and solutions with a lower environmental impact; a detail that allows it to boast the title of leader in innovative two-wheeled vehicles.

Model Overview...Uniqueness is the hallmark of the Honda X-ADV, a one-of-a-kind model that cannot be compared to any other. In this 2026 version, the look is even bolder and more aggressive, highlighted by the new headlight signature. The dual LED headlight has been revised and features daytime running lights (DRL) that harmoniously and functionally integrate the turn signals. For better contact between the rider's feet and the ground, the seat has been redesigned, and underneath remains the spacious 22-liter storage compartment equipped with a USB-C port. Another practical feature is the compartment on the rear of the front shield.

The parallel twin-cylinder engine remains unchanged, capable of combining power with excellent torque at low and medium revs. The maximum power output is 58.6 hp with a torque of 7.03 kgf.m. The TBW (Throttle By Wire) system allows the rider to choose between four predefined Riding Modes – Sport, Standard, Gravel, Rain – with predefined parameters for P (power), EB (engine braking), and HSTC (Honda Selectable Torque Control). Two ‘User’ modes are fully customizable. The 3-level HSTC (Honda Selectable Torque Control) has been updated with new and more refined settings for the Gravel and Rain riding modes. The DCT (Dual Clutch Transmission) system features gear shift programs perfectly integrated with the riding modes and allows the rider to select their preferred gear shift response in User modes. Furthermore, in this new 2026 X-ADV, the DCT transmission has been updated to provide better low-speed response.

In terms of its chassis, the 2026 X-ADV remains unchanged: lightweight and strong tubular steel frame, Ø 41 mm inverted front fork, Pro-Link monoshock rear suspension with aluminum swingarm. Completing the package are spoked wheels, 17 inches at the front and 15 inches at the rear. The Ø 296 mm front discs feature radially mounted four-piston calipers.

Design & Practical Aspects...The design, always a highlight of the X-ADV, retains its innovative character, but the standard has been even higher in the 2026 model. The lines of the front are defined and sinuous, conveying the dynamism inherent in the X-ADV. The dual LED headlights have been redesigned, and now the daytime running lights (DRL) are integrated into the turn signals thanks to a Honda technique called 'hidden eye', which darkens the area around the headlight lens. The rest of the lighting is also LED. Furthermore, Honda has chosen to use eco-sustainable materials such as DURABIO, along with other recycled plastics and rubbers in the fairings and other components of the 2026 X-ADV.

Honda has also established the efficient use of resources as one of the pillars to achieve its goal of zero environmental impact, aiming to reach 100% sustainable materials in production processes by 2050. The 2026 X-ADV is the first Honda to extensively use sustainable materials derived from recycled plastics and low-impact biomass plastics, as follows:

• Recycled bumpers from Honda cars for the manufacture of the floor and under-seat compartment.

• Waste from the processing of discarded polypropylene in the production processes of other components, for use in black interior panels.

• ‘DURABIO’ biomass plastic used for fairings and windshield.

• Pioneering the use of DURABIO, a material with a very glossy appearance for creating high-quality fairings, reducing CO2 emissions generated by traditional painting processes.

In terms of ergonomics, the 820 mm seat height and wide handlebars, now 940 mm, ensure a riding position that enhances the visibility and control of the X-ADV, while the redesigned seat profile facilitates foot support on the ground, bringing a 10% increase in foam density for greater riding comfort. In addition, the hydraulic system that supports the seat when open has had its mechanism revised to facilitate opening and closing.

The new 5-inch color TFT screen offers a new user interface and redesigned graphics with new colors and more intuitive menu structures, ensuring high readability in all lighting conditions. The backlit four-way control on the left handlebar has also been redesigned and is easier to use, allowing the rider to manage all the information on the panel. The cruise control is fully integrated with the exclusive DCT - Dual Clutch Transmission, guaranteeing high comfort on long journeys and rides.

The new windscreen, redesigned in its support structure, has simplified operation while ensuring excellent aerodynamic protection for both urban use and on expressways and/or highways. Adjustable in three positions (previously five), it can now be operated with just one hand instead of both. The total reach offers a variation of 139 mm, with an 11° tilt when comparing the highest, vertical position to the lowest, aerodynamic position.

The X-ADV's new, technologically advanced 5-inch color TFT instrument panel uses a bonding system that seals the space between the glass screen and the TFT display, aiming to improve visibility in direct sunlight and reduce reflections. The panel graphics can be changed via the backlit control on the left handlebar, which also allows you to choose between three graphic styles: 'Bar', 'Circle', and 'Simplified'.

The left handlebar, in turn, manages the activation of the new Cruise Control (which uses the 'plus', 'minus', and 'resume' buttons) for seamless integration with the DCT - Dual Clutch Transmission system, allowing for uncomplicated cruise speed adjustment on long journeys.

The robust handguards ensure the protection of hands and levers during off-road riding. The 2.5 mm thick aluminum sump guard protects the engine from impacts and debris.

The under-seat storage compartment has a volume of 22 liters and can accommodate a full-face helmet. An LED courtesy light provides interior illumination. There is also a USB-C port in the compartment. The parking brake is located on the right side of the handlebars. The convenient Smart Key eliminates the need for a physical key to start the X-ADV, open the fuel cap, and unlock the seat. With the Smart Key, simply press a button located on the rear of the front shield to start the engine. The Smart Key has a function that activates the turn signals to facilitate locating the X-ADV in parking lots. To prevent theft, a mechanism in the main switch prevents the handlebars from being forcibly unlocked.

The turn signals feature ESS - Emergency Stop Signal, which activates them if a deceleration of at least 6.0 m/s² is detected at a speed of 53 km/h or more with the brakes applied. The system also recognizes wet or slippery road conditions, using ABS, which reduces the activation limit of the warning light to a deceleration of 2.5 m/s².

In addition to being integrated with the daytime running lights (DRL), the turn signals are automatically deactivated, based not only on time but also on curve recognition, using the rotational speed data of both wheels from the ABS sensors.

Engine...The liquid-cooled, 8-valve, parallel twin-cylinder OHC engine ensures excellent performance for the X-ADV 2026. Mechanically unchanged from the previous X-ADV, it utilizes a long-stroke architecture which, combined with the ideal shape of the combustion chambers and the high inertia of the crankshaft, provides high torque even at extremely low RPMs. The forward-inclined cylinder bank reduces the center of gravity and maximizes low-speed maneuverability.

This engine features two balance shafts that effectively neutralize vibrations without compromising the pleasant 'pulse' offered by the 270° crankshaft. The 77 x 80 mm bore and stroke enhance the response from the lowest RPMs of this engine, which has always had its components designed to perform multiple functions: the camshaft drives the water pump, while one of the balance shafts drives the oil pump, thus reducing the number of moving parts, making the engine lighter, more efficient and more reliable. The TBW (Throttle-by-Wire) system manages a maximum power of 58.6 hp at 6,750 rpm, with a maximum torque of 7.03 kgf.m at 4,750 rpm, which remains constant well above 5,000 rpm. The rev limiter is set at 7,000 rpm. At a constant speed of 60 km/h, the X-ADV 2026's engine runs at only 2,500 rpm.

The X-ADV 2026 features three Riding Modes, selectable via the control on the left handlebar. In STANDARD mode, there is a balanced combination of power delivery (level 2), engine braking (level 2), DCT gear changes, and HSTC (level 2). In SPORT mode, power delivery is full (level 3), engine braking is more consistent (level 3), DCT gear changes are faster and sportier, and there is minimal HSTC intervention (level 1).

In RAIN mode, power delivery is smooth (level 1), engine braking is reduced (level 1), DCT gear changes are smooth, and HSTC offers high intervention (level 3).

In all modes designed for on-road use, the ABS braking system is modulated to offer safety and control in various driving conditions.

In GRAVEL mode, power is full (level 3) as is engine braking (level 3), while the DCT has specific calibration for off-road use with the possibility of activating the G Switch mode, and HSTC offers low intervention (level 1), as does the ABS system, which adopts the off-road configuration.

The HSTC - Honda Selectable Torque Control provides smooth intervention thanks to the TBW engine management system, which closes the throttle valves and reduces fuel injection if rear wheel slippage is detected. HSTC intervention can be adjusted to three levels.

On the 2026 X-ADV, levels 1 and 3 have been optimized for even smoother and more precise control. Level 1 provides minimal intervention, suitable for sporty riding on dry asphalt. Level 2 is the intermediate setting and ensures reliable traction for general riding conditions. Level 3 provides high intervention, suitable for maximum control on slippery surfaces. Traction control can only be deactivated in USER mode.

DCT - Dual Clutch Transmission... Since 2010, DCT technology has equipped Honda motorcycles. Since then, a significant number of models – around 300,000 – have been equipped with this type of transmission. The main characteristic of this technology is to provide smooth and extremely fast gear changes, which for many represents an indispensable choice. The DCT system consists of two coaxial clutches, one for starting and odd-numbered gears (1st, 3rd, and 5th gears) and the other for even-numbered gears (2nd, 4th, and 6th gears). Reliability and precision are guaranteed by electronic management and the fact that each clutch is controlled separately via its own electro-hydraulic circuit.

For 2026, the X-ADV received significant updates to the DCT aimed at making starts smoother, allowing for better handling of low-speed maneuvers below 10 km/h. These changes required a quick, yet smooth, propulsion force in response to the very small throttle openings in this situation.

The designers' objective was achieved by modifying the system's operating parameters compared to previous generations of DCT, applying the same technology developed for the latest generation of the Africa Twin. The updated system, instead of relying exclusively on data from the sensor that controls the actuator, added information regarding the hydraulic pressure in the clutch piston chamber, thus more faithfully reproducing the action of a skilled rider in controlling the clutch. In addition to feedback from conventional oil pressure sensors, the addition of pressure prediction allowed for a more refined response and more precise clutch engagement, improving starts and handling at very low speeds. In synergy with how Throttle By Wire manages initial throttle opening, the DCT now also uses dedicated settings for operation at very low speeds.

Since gear changes occur in 70 milliseconds, there is virtually no interruption in power delivery, thus eliminating the typical jolt during gear changes, both during acceleration and deceleration. This improved riding comfort and efficiency, benefiting the passenger who doesn't feel any jolts. An additional advantage is the system's durability: the gears don't suffer damage due to incorrect engagement, unintentional engine stalling is impossible, and the reduction in stress and fatigue, especially on urban routes, prevents driving errors.

The DCT transmission offers two different usage types: automatic settings, with pre-programmed gear changes that constantly read the vehicle speed, the engaged gear, and the engine speed to decide when to shift gears, and manual settings for gear changes via buttons on the left handlebar.

Through the TBW (Throttle By Wire) control, there are five automatic gear shift programs available. Level 1 is the smoothest, performing gear changes at relatively low RPMs; it is linked to the RAIN riding mode. Level 4, at the opposite extreme, performs upshifts at higher RPMs and downshifts earlier, increasing the engine braking effect; Level 1 is linked to SPORT mode. Level 2 is linked to STANDARD mode, while Level 3 falls between STANDARD and SPORT.

In GRAVEL riding mode, the X-ADV uses a relatively sporty shift pattern; this also includes an additional feature that reduces the level of clutch slippage when operating with the throttle fully closed or fully open – providing the rider with a more direct feel of rear wheel traction and allowing control of wheel slippage in off-road use.

The USER mode functionality allows the rider to select any of the DCT shift patterns, combined with desired preferences in other parameters: power delivery (Power), engine braking (Engine Braking), ABS, and HSTC.

Riding Mode USER allows the rider to choose their preferred shift program, varying the other parameters as desired, i.e., power delivery (P), engine braking (EB), HSTC traction control (T), and ABS system actuation.

The Honda X-ADV 2026's chassis features a Diamond architecture with steel tubes of varying thicknesses and dimensions, connected by stamped steel plates. Lightness and strength are its main characteristics, in addition to the possibility this structure offers for creating space for an under-seat storage compartment.

The steering head angle, trail, and wheelbase remain unchanged on the X-ADV 2026. A highlight of the model is its reduced turning radius of 2.8 m, which makes the X-ADV practical and agile even in typical urban maneuvers or parking. The long-travel suspension – 153.5 mm at the front and 149 mm at the rear – stands out for absorbing road irregularities very effectively. Another good feature is the ground clearance of 165 mm. The dry weight is 228 kg.

The Ø 41 mm inverted front fork is adjustable for spring preload and rebound. The shock absorber linked to the Pro Link system is also adjustable in 10 levels of spring preload and is fixed to a unique aluminum swingarm.

The wheels are 17 inches in the front and 15 inches in the rear. The aluminum wheels with stainless steel tangential spokes are fitted with 120/70-R17 tires in the front and 160/60-R15 in the rear, with an on/off-road tread pattern, allowing them to easily handle dirt roads. The air valves are L-shaped for easy pressure control. The chain drive has a cover that protects it from dirt and impacts.

Finally, the braking system consists of Ø 296 mm floating front discs with radially mounted 4-piston Nissin calipers, while the Ø 240 mm rear disc has a single-piston caliper.

by Autonews

RENAULT

The new and still unreleased Alpine A110 EV will use a platform that previously served as the basis for the R5 Turbo 3E

It was already known that Alpine would have to build a new platform for the all-electric A110, since the chassis solutions currently available within the Renault Group are not suitable for distinctly sporty and very low vehicles, in order to be more efficient. From this need arose the Alpine Performance Platform (APP), which promises to be a true Swiss Army knife, capable of serving as a base for various models, with a more generous cabin than the battery-powered A110 (which only has space for two adults) and even the possibility of accommodating combustion engines, given the "different" way it houses the two battery packs.

The APP from the French group's sports car manufacturer revealed a bold solution, with extruded aluminum elements reinforced by others cast in the same material, placed at the front and rear to support the suspensions. Everything to produce a sports car that, despite the presence of batteries, Alpine insists does not exceed 1400 kg, a very low value — the current combustion generation offers between 252 and 345 hp and a weight of 1180 kg —, as is tradition for this French manufacturer.

Equally curious is the solution found for the battery which, unlike usual, will not be installed at the base of the platform. In order for the driver to be able to sit as low as in the current combustion A110, the cells that make up the battery have been divided into two packages, one installed behind the two occupants and the other smaller one in front, in order to ensure that 60% of the weight falls on the rear wheels and the remaining 40% on the front wheels. While not the ideal mass distribution, considering the center of gravity, it has the advantage of allowing the construction of a shorter model closer to the asphalt, to be more agile, without, however, explicitly sacrificing a very high center of mass.

In mechanical terms, the future A110 EV will feature — at least initially — two electric motors, both positioned on the rear axle, each associated with its wheel. Alpine thus manages to guarantee torque vectoring to modulate the sports car's behavior and offer above-average power without needing to resort to very large motors, since it has two units instead of just one.

Alpine to compete with the Cayman coupe and Taycan sedan... Alpine CEO Philippe Krief further stated that the APP platform uses an 800V electrical system to allow charging at higher power levels and was the same platform that served as the basis for designing the Renault 5 Turbo 3E, the impressive hatchback that revives the name and shape of the beloved 1981 rally model and which, curiously, boasts 540 hp and 1400 kg, the same weight as the upcoming A110 EV. But Krief opened up a bit more about the APP, revealing that the same platform as the two-seater electric coupé will also allow for the creation of a four-seater battery sedan with four doors, designed on a "stretched" version of the APP. If the A110 EV aims to beat the 718 Cayman, the sedan is decidedly targeting the Taycan, given the known fact that Alpine aims to compete directly with Porsche models.

When asked about the possibility of the APP allowing the adoption of combustion engines, in order to exploit the opening permitted by the European Union to the demands of German brands to continue marketing hybrid and plug-in hybrid engines after 2035, Krief began by stating that "this platform was born to be 100% electric and was never intended to house combustion engines." However, the way it was designed, with the battery packs in a higher position, instead of on the platform, "may make it possible to include combustion engines, should that need arise."

Alpine also guaranteed that the A110 represents the brand's origins, and the new A110 EV will surprise by establishing itself as an electric sports car ready for the track, offering a driving position similar to that of F1 cars, as can be seen in the images, which will certainly appeal to potential customers. Despite the high charging power ensuring recharges in just a few minutes, the range provided by the batteries should reach 550 km, with Alpine planning to develop an "open" version of the A110 EV later on.

Alpine plans to launch the new electric A110 next year, a model that will share its platform and some mechanical components with the Renault R5 Turbo 3E, as confirmed by the French brand's CEO in statements to Autocar. Philippe Krief also stated that the new A110 family will consist of several variants, positioning the model as a competitor aligned with the Porsche 911. Thus, a slightly longer model is expected, although with an aesthetic very similar to that of the combustion engine car – in turn, inspired by the A110 Berlinette, originally in production between 1963 and 1977. Therefore, the four-part headlights and the low silhouette typical of a mid-engine configuration are expected to be maintained, although with more futuristic and less retro aesthetic elements. 

The APP platform is made of aluminum and places the 70 kWh battery behind the occupants, without compromising the driving position. This solution will allow maintaining the same ground clearance as the current car, and Krief confirms that the foot position will be higher than before, in the style of an F1 car, and the seats more reclined. The electric propulsion system will consist of two rear motors, although there is still the possibility of offering motors in the wheels, just like in its Renault "sibling". In the case of the 5 Turbo 3E, the total power is 540 hp, allowing 0-100 km/h in 3.5 seconds and a top speed of 270 km/h. The platform allows for various configurations, including hydrogen, which opens the possibility for a "super" four-wheel-drive A110, with two more motors at the front (one per wheel). In any case, any of the new electric A110s will surpass the 350 hp of the combustion-powered farewell edition R Ultime. Krief also adds that the new A110 EV will have a similar weight to its direct combustion engine competitors, around 1500 kg, and that the battery will allow it to complete three full laps of the Nürburgring circuit or travel more than 482 km.

The interior will feature a driver-focused cockpit with several physical controls – unlike Renault interiors. The choice is for a minimum of screens and distractions, for the most analog driving experience possible. Antony Villain, Alpine's designer, says this is a new generation interior that will allow for an emotional connection with the machine.

A range consisting of a coupé and a cabriolet (both in the computer-generated images by Autocar) is expected, as well as extended 2+2 versions for both body styles (which it has been speculated could be called A310).

Alpine expects to launch seven cars in seven years. After the A290 and A390, it will be the turn of the electric A110, which will be joined in the future by an SUV larger than the A390 (which, according to Krief, will help it enter the North American market), as well as an ultra-exclusive hypercar inspired by Le Mans models, which will evolve from the V6 Alpenglow concept.

by Autonews

 

DUCATI

Ducati Monster Sport 2026: "A design that directly recalls the historic Monster S4"...

The new Ducati Monster Sport 2026 has just been presented in Borgo Panigale as the most exciting version of the current generation of the Italian naked bike. It features a design that directly recalls the historic Monster S4, the first in the lineage to use four valves per cylinder.

Ducati reinforces the sporty identity of its most iconic naked bike with the new Sport livery for the Ducati Monster. The new aesthetic combination joins the bike's color range alongside the Ducati Red and Iceberg White options, and will be available at European dealerships from April 2026.

Inspired by the color scheme of the historic Ducati Monster S4, the Sport livery combines a gray base with Racing Red details applied to the wheels and various elements of the bike, including the seat, small windscreen, rear section, and tank. The result is a more aggressive and elegant aesthetic that reinforces the sporty character of the Borgo Panigale naked bike.

More than just an aesthetic update, the Sport paint scheme combines sober gray with aggressive Racing Red on the wheels and details, reinforcing the muscularity of the "bison" tank and the lightness of the aluminum monocoque chassis.

Available at European dealerships from April, this edition arrives to prove that, even without the traditional trellis frame, the Monster continues to be the benchmark for fun and agility in the premium naked bike segment.

Classic style, modern engineering... What stands out most about the Ducati Monster Sport 2026 is how the brand managed to balance elegance and sportiness. The Sport version (and the Plus version, which adds a flyscreen and seat cover) uses the contrast of red on the wheels to highlight the agility of the whole package.

V2 Engine: Plenty of torque and record maintenance...The heart of the beast is the new Euro 5+ homologated V2 engine, which delivers 111 hp at 9,000 rpm and 9.3 kgf.m of torque. The great insight of Italian engineering for 2026 was the power delivery: more than 80% of the maximum torque is already available between 4,000 and 10,000 rpm. In practice, this means a bike that is always "full," responding promptly to the throttle without requiring constant gear changes.

The 2026 Ducati Monster Sport doesn't skimp on rider assistance. The electronic package is derived from the brand's supersport bikes and includes:

Cornering ABS and traction control: adjustable at multiple levels to ensure that the power is tamed even on wet asphalt.

Riding modes: four maps (including the intuitive Urban and the aggressive Sport) that change the character of the bike at the touch of a button.

Ducati power launch: for those who want to feel the thrill of a MotoGP start with complete safety.

New feature: for the first time, the model can be equipped with cruise control, transforming the iconic urban bike into a viable companion for longer trips.

But the number that really impresses the owner is the maintenance interval: valve clearance adjustments (the famous Desmo service) are now only needed every 45,000 km. It's a testament to reliability that puts Ducati at a level of cost-effectiveness that was previously exclusive to Japanese brands.

The design focuses on the essentials: a framed circular headlight, a short rear section, and a seat that, at only 815 mm from the ground, makes the bike extremely accessible. With a weight reduction of 4 kg compared to the previous generation, the Monster is now one of the easiest bikes to "swing" from side to side, whether in urban traffic or attacking curves on mountain roads.

The essence of "Less is More"... After testing hundreds of Ducatis over the years, I can say that the 2026 Ducati Monster Sport is the perfect translation of the "less is more" concept. It has abandoned excess metal to gain in dynamic performance.

The monocoque chassis, derived from the Panigale, offers a front-end precision that the old trellis frame couldn't deliver with such lightness. It's an intuitive bike for beginners, but in the hands of a veteran it transforms into a track day machine capable of putting much more powerful bikes to shame.

Finally, the new Sport paint is just the "lipstick" on an elite athlete that continues to be the soul of Ducati.

The 2026 Ducati Monster was launched with an extreme focus on lightness and agility, featuring a new 890cc V2 engine with 111 hp and a reduced dry weight of 175 kg, making it the lightest in the line. The new Italian naked bike, which arrives at European dealerships in April 2026, features an updated look, cutting-edge technology (6-axis IMU, cornering ABS) and an aluminum monocoque chassis.

Main highlights of the 2026 Ducati Monster:

New V2 engine: Replaces the old 937cc with the new 890cc V2, with variable intake timing (IVT) system, offering 111 hp at 9,000 rpm and 9.2 kgf.m of torque.

Weight and agility: With a 4kg reduction compared to the previous model, the 2020 weighs only 175 kg (dry), improving handling.

Design and chassis: Maintains the "bison tank" concept and round headlight, using an aluminum monocoque chassis and steel trellis subframe, with ergonomics more focused on control.

Advanced electronics: Includes traction control, wheelie control, Cornering ABS and the Quickshifter 2.0 system for quick gear changes.

Versions and price: Available in Europe in Standard and Plus versions, with prices starting from €13,390.

Special edition: A "Sport" version, inspired by the classic Monster S4, was introduced with exclusive paint and red wheels.

Autonews and Mundoquatrorodas

AUTONEWS

New music release day could be dangerous for distracted drivers

Researchers seeking to understand the impact of smartphones on driving safety have a warning for music fans: Release day might be dangerous. The study, described in a working paper published last month by the National Bureau of Economic Research, showed a 43% increase in streaming and a 15% increase in traffic fatalities on the days that major albums drop.

Vishal Patel, a surgical resident at Brigham and Women's Hospital, clinical fellow at Harvard Medical School, and the paper's first author, said that the work was inspired by a moment behind the wheel. His wife, a singer and avid music fan, texted him to listen to a song that had just been released on streaming services. Patel began scrolling through his phone. When he looked up a few seconds later, he realized that he'd started drifting out of his lane.

"It hit me that a split second longer with my eyes off the road could have meant a serious accident," he said. "Then I thought, if millions of people are doing the same thing at the same time—on the day a big album drops—the cumulative risk on the road must be enormous."

Smartphones tempt drivers to send emails, search, call up directions, or even find a recipe for dinner. Despite that ceaseless potential for distraction, research into the impact of phones on driving is scarce, according to Patel and the new paper's senior author, Anupam Bapu Jena, the Joseph P. Newhouse Professor of Health Care Policy at Harvard Medical School.

The principal obstacle is ethics: Researchers can't conduct live experiments that might illuminate what's going on in the millions of cars on the road today. They can't, for example, ethically instruct half of a study group to keep their eyes on the road while telling the other half to search for music as they navigate traffic.

Enter Patel's insight about the distraction of downloading music, which he recognized as an opportunity for a natural experiment.

The researchers analyzed accident stats on the release days of the 10 most streamed albums between 2017 and 2022, plus, for comparison, on the 10 days both before and after the release dates. Using Spotify data, they found an average of 123.3 million streams on the major album release days, compared with just 86.1 million streams on the days before and after—a 43% increase on release days.

Turning to traffic fatalities, they found an average of 139.1 deaths on release days, an increase of 18.2 fatalities over the average of 120.9 traffic deaths on the 10 days before and after the releases. Added together, deaths rose 15.1%, totaling 182 additional fatalities on the 10 days when those major albums were released.

"It could be manipulation of the device, it could be general distraction because of the excitement," Jena said. "It could also be that you're playing the music louder than you normally would play it, and that you don't pick up things around you that you otherwise would have picked up. Any of those things are possible."

Patel and Jena also examined accident characteristics, seeking insights on the potential role of factors other than distraction. Drivers tended to be sober, arguing against the possibility that they had attended boozy parties celebrating the album releases. The increase in fatal accidents was also larger in single-occupant vehicles, missing a passenger who might help manage the music. Drivers also tended to be younger, fitting the profile of younger people as more avid music consumers.

Patel's investigation into distracted driving continues. Technology has advanced significantly since 2022, when data collection for the current study ended. Vehicle technology has advanced, with cameras and sensors eliminating blind spots and making switching lanes safer. Many vehicles come with automatic braking and other safety features.

Among the open questions, Patel said, is the impact of artificial intelligence, which could allow a new array of distracting tasks to be performed while driving. AI could also, however, enhance safety by taking on tasks from the driver, like finding music or drafting a work email.

"People convince themselves they can multitask behind the wheel—scheduling calls, eating, putting on makeup," Patel said. "Smartphones have dramatically expanded what's possible to do while driving and, as cars become increasingly connected, the temptation to divide your attention is only going to grow."

Using data from the Fatality Analysis Reporting System and Spotify’s charts to track the top 10 most-streamed albums between 2017 and 2022, they found that on days major artists like Taylor Swift, Harry Styles and Kendrick Lamar released new albums, smartphone usage increased by 40 percent — and U.S. traffic fatalities increased by nearly 15 percent those same days.

Swift’s 2022 album Midnights topped the charts as the most-streamed album in a single day with 184,695,609 first-day streams, the data showed. She later shattered records with her following album, The Tortured Poets Department, which had over 300 million streams worldwide on its release day, and most recently The Life of a Showgirl, which was Spotify’s most-streamed album in a single day during 2025.

The researchers noted that new music typically drops on Fridays — when people are most likely to go out and party and drink. They also accounted for holiday-adjacent and heavy-travel periods. Still, they discovered that “fatalities remained elevated on album release Fridays compared with the Fridays before and after.”

Interestingly, they found that traffic fatalities associated with album releases were more prevalent among sober drivers and not more pronounced during the nighttime, therefore suggesting against other possible sources of distraction, including drunk driving.

Researchers also saw that the numbers in fatal car wrecks associated with online streaming surged in better driving conditions. They suggested this is because drivers are more likely to turn on distracting, high-energy, fast-tempo music when the weather is better.

In a 2024 industry survey of listeners conducted by Infinite Dial, it was estimated that “55 percent of U.S. adults who were drivers or passengers of a car in the past month streamed online audio, with 16 percent using Apple CarPlay and 10 percent using Android Auto infotainment platforms to connect their phone to their car’s display.”

“At the same time, while managing music in the car is an activity drivers perceive as less risky in surveys, simply listening to music has been shown to create significant distraction in simulations,” researchers wrote.

They acknowledged that passengers can also be a source of distraction; however, the data showed that “traffic fatalities associated with surges in online streaming was significantly more pronounced among single-occupant vehicles.” In fact, they suggested that passengers can potentially reduce driver distraction related to streaming music use by helping manage streaming devices.

Provided by Harvard University 

DODGE

2026 Dodge Charger Scat Pack 4 door: 550hp no V8!

The arrival of the new 2026 Dodge Charger Scat Pack marks a turning point for one of America’s most recognizable muscle cars. This time, Dodge is bringing something different to the table. Instead of the familiar V8 rumble that defined earlier Scat Pack models, the new generation introduces the SIXPACK High Output engine, a twin turbocharged 3.0 liter inline six that delivers serious power while pushing the Charger into a new era of performance.

For enthusiasts who love muscle cars but also need practicality, the four door Charger Scat Pack brings something unique to the market. Dodge has managed to combine the aggressive look and attitude of a modern muscle car with the convenience of a spacious performance sedan. From the outside, the design stays true to the Charger’s bold character, with wide fenders, sharp lighting signatures, and a stance that clearly communicates performance.

Yes, a new variant of the 2026 Dodge Charger is now available to order. No, it isn't the one that you were hoping for. We're all waiting for Mopar to do the righteous thing by sticking a large-displacement V-8, preferably supercharged, under the hood of its latest muscle car. Despite the countless rumors and confirmation that it can physically be done, that day is not yet upon us. Instead, the newest installment in the Charger saga is another inline-six-powered effort.

With the standard-output version of Dodge's Hurricane twin-turbocharged 3.0-liter engine under its hood, the new Charger Sixpack R/T trades a stable of ponies for a more affordable starting price compared to the high-output Sixpack Scat Pack model. The power discrepancy between the two models is significant, but the price difference isn't. So, naturally, the question becomes how much is 130 horsepower worth?

The engine is the story here. At launch, the Charger Sixpack could be ordered only in Scat Pack guise, fitted with the high-output variant of the Hurricane inline-six. In that form, the engine makes 550 horsepower and 531 pound-feet of torque. Dodge is now working backward, offering the standard-output version of the powertrain—also found in the Ram 1500 and the Jeep Wagoneer—in the R/T. With the S.O. making 420 horsepower and 468 pound-feet of torque, there's a DeLorean's worth of horsepower separating the two variants, and both mechanical and tuning differences play a part.

Under the hood sits the Hurricane based SIXPACK High Output powertrain producing 550 horsepower and 531 pound feet of torque. The engine is paired with an 8 speed automatic transmission that channels power through a standard all wheel drive system. What makes the system interesting is that it can send most of the power to the rear wheels, allowing the car to maintain the traditional muscle car driving feel when pushed hard.

The R/T is a bit twiggy compared to its bodybuilder big brother, but weighing it up against its previous-generation counterpart puts things in perspective. The last R/T's 5.7-liter Hemi V-8 only made 370 horsepower and 395 pound-feet of torque, so healthy gains have been made across the generational leap. Dodge says that the new model should snap off a 60-mph run in 4.6 seconds and cross the quarter-mile mark in 12.9 seconds, both figures about a half-second faster than the previous R/T. But we'll confirm that once we get one in for testing.

Dodge said that it picked Stowe, Vermont, for our Charger drive to demonstrate the capabilities of its variable all-wheel-drive system, and with fresh powder dusting the rural roads, four-wheel traction helped instill the confidence required to let 'er rip. Without the luxury of driving the R/T back to back with the Scat Pack, no one is likely to complain about its relative lack of power. It's still a quick car, and the standard-output inline-six feels more responsive to sharp stabs of the throttle.

The R/T's 420 horsepower is more than enough to enjoy when indulging in some quick rips on the highway, and chucking this car into an off-ramp cloverleaf at speed highlights its solid dynamic chops as well. Switching to Sport mode shifts more of the torque to the rear axle, which helps reduce some of the all-wheel-drive system's inherent understeer. Push it a little harder, and faults begin to show. The steering isn't particularly sharp or responsive, and there is a significant amount of body roll in the twistier stuff.

Performance numbers are impressive for a four door sedan. Dodge estimates the Charger Scat Pack can accelerate from 0 to 60 miles per hour in about 3.9 seconds while running the quarter mile in roughly 12.2 seconds. That level of speed puts the car firmly in high performance territory and keeps it competitive with other modern performance sedans.

In many ways, the new Charger Scat Pack represents Dodge adapting to changing times without abandoning its performance identity. It still looks aggressive, still delivers serious power, and still offers the type of driving excitement that muscle car fans expect. The difference is that it now does it with advanced turbocharged technology and a more practical four door layout.

Inside the cabin, the Charger blends modern technology with performance focused design. Drivers get a digital cockpit, large infotainment displays, and performance readouts that track data such as acceleration and vehicle dynamics. The liftback style rear hatch also adds practicality by providing a large cargo area, making the four door Charger surprisingly versatile for daily use.

For drivers who want muscle car performance but also need space for passengers and everyday usability, the four door 2026 Dodge Charger Scat Pack with the SIXPACK engine may be one of the most interesting performance cars to arrive in years.

From a hardware perspective, the standard Hurricane features smaller turbochargers providing 22 psi of peak boost. The high-output engine features larger snails, in addition to beefier internals, a more capable cooling circuit, and a higher-flow fuel system. That puts the R/T at a disadvantage in terms of overall power production, but its smaller turbines spool more quickly, lowering peak torque delivery to 2500 rpm from 3500 rpm in the Scat Pack. It also does without the Scat Pack's active exhaust system. Power is sent through a ZF-sourced eight-speed automatic transmission and on to all four wheels, with the ability to disconnect the front axle for proper rear-drive shenanigans.

To support the added performance, Dodge equipped the Scat Pack with serious hardware. Large Brembo brakes with six piston front calipers help deliver strong stopping power, while a performance tuned suspension improves handling and stability. Features such as launch control and line lock also remain part of the package, allowing drivers to fully experience the car’s muscle car roots.

by Autonews