DOSSIER

MOTO GP

Assen: Ogura beats Fernández and wins

Ai Ogura(image above) claimed his first MotoGP victory this Sunday morning (28) at the Dutch Grand Prix. Beyond this maiden win, the Trackhouse rider became the first Japanese rider to win a race in the category since Makoto Tamada at the 2004 Japanese Grand Prix. The Trackhouse rider led a team one-two finish at Assen, crossing the line ahead of teammate Raúl Fernández—who took second place—while Jorge Martin rounded out the podium in third after losing the lead in the final laps of the race.

Unlike on Saturday, Martín got a good start; while Ogura led through Turn 1, the Spaniard was back in front by the next corner. Moreira, meanwhile, struggled at the start, dropping from 14th to 22nd.

Before the first lap was even over, Mir crashed again—going down at Turn 10 and triggering a yellow flag in the area.

By the end of the first of 26 laps, Martín had already opened up a gap over Ogura and Fernández. The intense battle between the latter two allowed Marc Márquez to dive up the inside and move into second place. Fernández managed to reclaim P2, while the Japanese rider dropped to sixth, losing positions to Márquez, Bezzecchi, and Bagnaia.

Even before the start of the third lap, there was more trouble for the championship leader. Bezzecchi was navigating the final corners of the circuit when he suffered a quick crash, sliding straight across the gravel and asphalt. He remained conscious but was immediately taken to the medical center.

As a result, Martín held a 0.8-second lead over Fernández, who was 1.3 seconds ahead of Márquez, with Ogura and Acosta rounding out the top five. Moreira, meanwhile, had climbed back up to 17th.

Marco Bezzecchi's crash in the opening laps had a direct impact on the championship battle. With the result at Assen, the Italian lost the standings lead to his teammate and main title rival, Jorge Martin, who now has 193 points compared to Marco's 186. Fabio Di Giannantonio remains in third place with 177 points, while Ai Ogura climbed to fourth with 168. Marc Márquez rounds out the championship top five with 153 points.

Brazilian rider Diogo Moreira also stood out during the race. The LCR Honda rider faced issues at the start and dropped as low as 21st place, but staged a strong recovery to finish the race in the points.

Martin got off to an excellent start, taking the lead in the very first corners and pulling away from his rivals. The Trackhouse bikes also started well, with Ai Ogura in second and Raúl Fernández in third. Marco Bezzecchi briefly held third place but was eventually overtaken by Marc Márquez.

On the second lap, Marc Márquez overtook both Trackhouse bikes to take third position, trailing only Jorge Martin and Raúl Fernández. Bezzecchi dropped to fourth, followed by Francesco Bagnaia, while Ogura lost pace and fell back to sixth place.

On the third lap, Bezzecchi suffered a heavy crash. Despite the impact, race control reported that the rider left the track conscious and was taken to the medical center for evaluation.

On the sixth lap, Ogura began his recovery and overtook Marc Márquez. Close behind, Pedro Acosta also passed the six-time champion to take fifth place, but Marc reacted quickly and reclaimed the position immediately after. Further back, Francesco Bagnaia and Fabio Di Giannantonio were engaged in a direct battle for sixth place.

On the ninth lap, Pedro Acosta went head-to-head with Marc Márquez but ran wide on the corner exit, making a mistake. This allowed Marc to take fourth place. Francesco Bagnaia capitalized on the situation to move up to fifth, while Acosta dropped to sixth, coming under heavy pressure from Fabio Di Giannantonio, who was running seventh.

On the tenth lap, Franco Morbidelli crashed and retired from the race. Meanwhile, Diogo Moreira was staging a recovery ride. After facing issues at the start—in an incident that also involved a crash for Joan Mir—the Brazilian had dropped as low as 21st place. Maintaining a strong pace, he managed to fight back throughout the race and secure 15th position.

On the 13th lap, Pedro Acosta ran into trouble again. After running wide in a corner, the Spaniard lost several positions and dropped to 16th place, falling out of the points-scoring zone due to bike issues. Shortly after, two more riders retired: Toprak Razgatlıoğlu and Francesco Bagnaia also left the race following mechanical problems.

On the 18th lap, Raúl Fernández finally managed to overtake Jorge Martin and take the race lead. Close behind, Ai Ogura also closed the gap and passed the Spaniard, completing a Trackhouse one-two at the front. Consequently, Martin dropped to third place.

In the battle for fourth place, Marc Márquez and Fabio Di Giannantonio engaged in an intense duel. The two made slight contact, causing the Spaniard to miss his line and run off the track. Di Giannantonio seized the opportunity to take fourth place, while Marc lost two positions and rejoined the race behind his brother, Álex Márquez.

With five laps remaining, Marc Márquez began battling Enea Bastianini for sixth place. The pair engaged in another fierce duel, even making contact while fighting for the position.

Meanwhile, the earlier incident involving Fabio Di Giannantonio and Marc Márquez remained under investigation. After reviewing the matter, the stewards handed the Italian a double long-lap penalty for cutting the chicane and gaining an advantage. Despite the sanction, Di Giannantonio staged a strong recovery in the final laps, overtaking first Marc Márquez and then Álex Márquez to reclaim fifth place by the time he crossed the finish line.

Out in front, Ai Ogura managed his lead to secure his first MotoGP victory. The Japanese rider led a Trackhouse one-two finish, with Raúl Fernández crossing the line in second place. Jorge Martin, who had led for much of the race, rounded out the podium in third, capping off a historic weekend for the Aprilia satellite team.

Marco Bezzecchi transferred to hospital after crash...After crashing during the Dutch Grand Prix at Assen, Marco Bezzecchi was initially taken to the circuit's medical center and subsequently transferred to the University Medical Center Groningen for further examinations.

According to a statement released by Aprilia, the rider underwent a detailed assessment by the MotoGP medical team, including the series' medical director, Dr. Ángel Charte. Initial clinical exams confirmed that the Italian rider remained conscious and retained normal mobility in all four limbs, showing no immediate signs of serious neurological or systemic complications.

Despite his condition initially appearing stable, severe pain and discomfort in the neck area following the impact led to the decision to send him to the hospital for specialized tests and a more comprehensive diagnosis to rule out potential injuries.

Beyond the physical consequences, his retirement from the Assen race also had a direct impact on the title fight. Failing to score points after the crash, Bezzecchi lost the championship lead to Jorge Martín, shifting the landscape of the battle for the World Championship.

Aprilia stated that further updates on the rider's condition will be released as soon as official medical reports become available.

by Autonews

HYUNDAI

Hyundai drops wagon, new hatchbacks and SUVs are coming

Hyundai is preparing to end the wagon story, as the aging i30 Wagon goes down in history.

Spy photos from last year suggested that the most practical version of the compact model could survive, but a new report says that this body style has no future after all.

The news comes not from someone who wished to remain anonymous, but directly from a high-ranking executive. Xavier Martinet, president and CEO of Hyundai Motor Europe, made it clear that wagons are not a priority for the brand, which marked the end of its last remaining representative.

Pointing to the weaker business case when compared with crossovers and the falling demand, Martinet added that Hyundai's compact model has been heavily used as a fleet vehicle in Europe. Because of its appeal to fleet operators, pricing pressure greatly limits profitability. Also known as the i30 Kombi, the longroof specification of the i30 isn't worthy of a successor.

Martinet's comments underline a broader industry trend that has seen two-row estates steadily lose ground to comparable sport utility vehicles of the crossover variety. Once a core part of a manufacturer's lineup, longroofs are increasingly being replaced by higher-riding models that offer pretty similar practicality while delivering noticeably stronger margins for their makers.

From a business perspective, Hyundai made the right call to give customers what they want. For now, the i30 Wagon continues to serve customers who still want a compact estate with better handling than its higher-riding equivalent in Hyundai Motor Europe's model range.

"There is a reason why we don't talk much about wagons, in this segment demand is not growing. The Hyundai i30 is a vehicle that has historically been mainly intended for fleets, where the price is often low and the profit is not so high," Martinet told Auto Express.

The European boss called global appetite for estate cars “minimal,” with buyers in China and the U.S. abandoning these body styles and instead turning to crossovers and SUVs. The math is no longer in the estate’s favor, and Hyundai has noticed.

Martinet explained that SUVs tend to bring in more money than estate cars, making it harder to argue for keeping the body style.

“You put your investment and R&D resources into projects that make the most sense. There is some demand for estate cars right now, but not a lot,” he said.

The Hyundai i30 estate, which is also sold under the Wagon, CW, SW and Kombi badges, is still on order books in European markets including Italy, France, Germany and Spain. However, Martinet’s comments suggest a quiet departure without a successor.

The estate has been part of the lineup since 2007, with the second and third generations arriving in 2011 and 2017, respectively. Under the hood, the i30 wagon shares its underpinnings with the Kia Ceed SportsWagon, which has already been discontinued.

While Hyundai isn't currently developing wagons, there's a lot going on behind the scenes. The South Korean brand will soon unveil the European version of its new i20 subcompact hatchback, which debuted in Brazil.

The older third-generation i30 is expected to receive a third facelift, but it's unclear whether the hatchback and fastback will be the same. The Elantra sedan could return to the Old Continent after an earlier departure.

In any case, the real focus is on the SUVs that are struggling to sell in Europe's busiest segments. The Bayon, Kona and Tucson are all set to get redesigned versions soon, each with sharper styling and the latest infotainment hardware.

Aside from weak demand, there’s another reason Hyundai isn’t allocating budget and resources to new wagons. Martinet admitted SUVs generate higher profit margins: “Usually we manage to make more money with an SUV than a station wagon.” While it’s easy to criticize automakers for launching the umpteenth crossover, that’s what buyers want, and it makes the company more money than a slow-selling wagon with a lower profit margin than an equivalent SUV.

That’s not to say wagons are dead. Europe remains the last bastion for long-roof models, and there are still plenty of compact and midsize estate cars for buyers who don’t want to deal with the downsides of an SUV. From the Volkswagen Golf Variant to the BMW 5 Series Touring, Europeans remain relatively spoiled for choice. Just last week, Audi brought back the A6 Allroad and gave it some RS6-worthy wide hips.

Even Hyundai’s sister brand Kia remains committed to the segment, launching the K4 Sportswagon in Europe as a replacement for the aging Ceed Sportswagon. It competes against models such as the Skoda Octavia Combi from the VW Group and the Peugeot 308 SW from Stellantis. It shows that the wagon isn’t completely dead, but there’s clearly more money to be made with SUVs.

Over in Germany, which is the largest new car market of the Old Continent, the i30 Kombi remains one of the most practical offerings in the segment. Combining a low-slung aesthetic with the cargo flexibility associated with station wagons, the i30 Kombi is adequately powerful and frugal as well.

Key figures include 110 kilowatts (148 horsepower) for the 1.6-liter turbo four-pot engine, seven forward speeds for the dual-clutch box, and 6.3 liters per 100 kilometers in the WLTP. In the United States, that would be 37 miles per gallon of dinosaur juice. Highlights also include digital connectivity and 10.3 inches of touchscreen infotainment.

Canned from the automaker's UK-market lineup in 2025, the i30 Estate targets car buyers who still prefer the lower driving position and better aero efficiency of a wagon over the likes of the Tucson and many other compact-sized crossovers. Just like the i30 Hatchback, the i30 Wagon is assembled in Czechia.

Hyundai Motor Manufacturing Czech is located in Nosovice and serves as the company's sole production facility within the European Union. As of June 2026, the factory operates with a maximum capacity of 350,000 vehicles per annum.

The Tucson accounts for more than 75 percent of the production output, whereas the i30 range clocks a little over 10 percent as of this writing. Every single i30 undergoes dynamic evaluations on the facility's open-air test track before leaving the factory grounds.

Autonews

AUTONEWS

Electric Shell Triple 10 Challenge concept

Shell has quietly unveiled an electric concept called the Triple 10 Challenge, which it describes as "a groundbreaking vehicle concept designed to inspire a new design philosophy for the next generation of battery electric vehicles".

Designed to be compact and affordable, the car is named after three key goals. These include achieving 10 km/kWh, a lifetime CO2e footprint of 10 tonnes and a charging time of less than 10 minutes.

The car's battery can be charged from 10 to 80 percent capacity in 9 minutes and 54 seconds. That's quite fast, and this time is achieved using a relatively common 175 kW DC fast charger.

The concept is also environmentally friendly thanks to its lightweight design, "optimised battery capacity" and the use of recyclable materials. Additionally, the EV is expected to use 100 percent renewable energy for charging, and the combination of these factors could lead to “a 50 percent reduction in lifecycle emissions compared to typical battery electric vehicles in the European market.”

When it comes to efficiency, Shell said the concept is “the first road-ready vehicle to successfully demonstrate the potential of a simplified, single-circuit cooling architecture to effectively manage the thermal load of the entire powertrain, even in the most extreme real-world fast-charging scenario.” This is actually the main point, because Shell has a new fluid it wants to sell.

In this case, it’s Recharge thermal fluid. The company said the dielectric fluid “enables direct immersion cooling of the battery and indirect cooling of drivetrain components, including the motor and electronics.” Shell claims the fluid has enabled it to “unlock the potential for faster charging, lighter systems and improved lifecycle efficiency, using technologies that already exist and are scalable.”

While specific figures were scarce, it was reported to have "more than a 30 percent improvement in overall energy efficiency compared to many current-generation EVs." Shell also noted that the battery pack cost has been reduced by about 25 percent thanks to an efficient design with fewer modules, a simplified housing architecture, and the company's own fluids.

Shell did not go into specifics, but confirmed that Empel Systems developed the electric motor and drive unit, while RML worked on the battery and integration.

Details are scarce, but the Triple 10 looks like a small five-door hatchback with an upright front end and a large light bar. There are also digital side mirrors, flush-mounted door handles, and wheels with a "fake" aluminum design. There is also a fluid roof and a minimalist interior with what looks like a rotary transmission.

The evolution of electric vehicles has followed a trend of increasing battery capacity to extend driving range. However, this strategy presents challenges, such as increased weight, higher costs, and a larger environmental footprint associated with cell production.

With the Triple 10 Challenge Concept Car, Shell proposes a different approach. Instead of relying on larger batteries, the company aims to demonstrate how advanced thermal management can significantly improve electric vehicle efficiency, enabling better performance with more compact batteries.

Shell’s "Triple 10" challenge...The concept's name is directly linked to three goals set by Shell:

Enabling the battery to charge from 10% to 80% in less than 10 minutes.

Achieving an energy efficiency of 10 kilometers per kWh.

Keeping the vehicle's total carbon footprint below 10 tonnes of CO2 equivalent over its lifecycle.

To meet these targets, the concept employs a suite of solutions focused on weight reduction and optimizing the battery's thermal performance.

Immersion cooling is the standout technology... One of the most innovative features of the Triple 10 Challenge Concept Car is its immersion cooling system. In this process, the battery cells come into direct contact with a dielectric fluid developed by Shell, which is capable of dissipating heat more efficiently than conventional systems.

By better controlling the battery temperature, the system can support higher charging power and reduce energy losses. According to the company, this solution can help extend cell longevity and improve the vehicle's overall performance.

Furthermore, the concept was designed to be exceptionally lightweight, weighing close to 1,000 kg—significantly less than many compact electric vehicles currently on the market.

RENAULT

Renault Kiger Evolution+ Turbo: Turbocharged petrol version for 7,335 euros

The already cheap subcompact Renault Kiger with a turbocharged petrol engine has become even more affordable in India with the new Evolution+ Turbo variant, which costs from 789,000 Indian rupees, or just 7,735 euros.

That's 146,000 rupees (1,360 euros) less than the price of the equally motorized Emotion Turbo version. And the Kiger Evolution+ can also be purchased with a naturally aspirated petrol engine, starting at 699,000 rupees (6,500 euros).

The Evolution+ trim level is based on the Evolution package, which brings LED daytime running lights and taillights, an 8-inch multimedia system with Android Auto and Apple CarPlay, a multifunction steering wheel, air conditioning, a rearview camera. The Plus adds keyless entry, a start/stop system, a height-adjustable driver's seat, wireless smartphone connectivity and automatic climate control.

The new trim brings with it a set of features that were previously limited to higher variants. These include a push start/stop button, automatic climate control, driver seat height adjustment, wireless Apple CarPlay and Android Auto support, and light-embossed fabric upholstery. With the turbo manual Evolution+ priced at Rs. 7.89 lakh, Renault is also claiming that the Kiger Turbo is now the most accessible turbocharged powertrain the segment.

The Evolution+ sits above the Evolution trim in the lineup and is available across three powertrain options - the naturally aspirated petrol with a manual and an AMT, and the turbo petrol with a manual gearbox. The prices for the Evolution+ range from Rs. 6.99 lakh to Rs. 7.89 lakh, ex-showroom. The naturally aspirated 1.0-litre petrol produces 71bhp and 96Nm, while the turbo petrol unit puts out 99bhp and 160Nm. 

The second significant addition is the Techno variant with a five-speed manual gearbox. Until now, the Techno was available exclusively with the turbo petrol CVT combination. The new manual option is priced at Rs. 8.45 lakh, ex-showroom, approximately Rs. 90,000 less than the CVT version giving buyers who prefer a manual gearbox access to the Techno's feature list without the automatic premium.

Under the hood is a 1.0-liter 3-cylinder petrol engine (100 hp, 160 Nm), mated to a 5-speed manual transmission or a CVT for an additional 90,000 rupees (840 euros). A cheaper option is a naturally aspirated engine of the same displacement (72 hp, 96 Nm), combined with a 5-speed manual or 5-speed automatic transmission, and the 3.99-meter-long subcompact is also available in a compressed natural gas (CNG) version.

Naturally aspirated lineup widens...The NA petrol Kiger range has grown from six to eight variants, offering both manual and AMT transmissions. Prices start from Rs 5.81 lakh for the base Authentic MT and go up to Rs 8.45 lakh for the Emotion MT. This broader spread allows customers to choose configurations that match their budget and feature requirements more closely.

Renault has expanded the turbo-petrol Kiger lineup from three to five variants, lowering the entry price to Rs 7.89 lakh with the Evolution+ Turbo MT. The Techno Turbo variant now offers a five-speed manual gearbox, priced at Rs 8.45 lakh, about Rs 90,000 less than its CVT counterpart. This move targets buyers seeking performance-oriented SUVs without the automatic premium.

Renault India’s VP – Sales and Marketing, Francisco Hidalgo, emphasised that the update aims to make turbo performance, premium features, and greater choice more accessible. He noted that accessibility now goes beyond price, focusing on a complete and rewarding ownership experience. The strategy reflects Renault’s effort to democratise technology and features in the competitive B-SUV segment. Thrust Zone + 4

At Renault, our focus has always been on making innovation and mobility more accessible to customers. With the New Kiger range, we are taking this commitment further by bringing turbo performance, premium features, and greater choice within easier reach. As customer expectations continue to evolve, accessibility today goes beyond price—it is about enabling a more complete and rewarding ownership experience. This update reflects our effort to democratise features and technologies that matter most, while staying true to Kiger’s core promise of performance...Francisco Hidalgo,VP – Sales and Marketing 

 

Autonews

AUTONEWS

Batteries and fuel cells would overhaul emissions from semis and other heavy vehicles

Although electrified versions of vans, buses and semis cost more upfront on average than their diesel-powered counterparts, the overall calculus behind adopting greener vehicles is currently in flux.

A new life cycle analysis shows that electric and hydrogen fuel cell vehicles significantly reduce lifetime greenhouse gas emissions compared with diesel vehicles. So much so that if a medium- or heavy-duty battery electric vehicle were powered completely by renewable energy, there would be around a 90% reduction in lifetime emissions compared with the diesel equivalent.

The research team was led by Maxwell Woody and Greg Keoleian of the University of Michigan School for Environment and Sustainability (SEAS) Center for Sustainable Systems (CSS). SEAS doctoral student Spencer Checkoway also contributed to the research, as did Robert De Kleine, Hyung Chul Kim and James Anderson at Ford Motor Co.

“There’s an urgency for climate action and to reduce greenhouse gas emissions from the transportation sector,” said Keoleian, a professor at SEAS and co-director of CSS. “There’s a disproportionate amount of emissions from these heavy- and medium-duty vehicles compared to the rest of the vehicles on the road.”

The cost of diesel fuel is skyrocketing. California, where the new Tesla Semi is establishing a toehold, has also unveiled a rebate program to help companies purchase electric medium- and heavy-duty trucks. Plus, even as the federal government embraces fossil fuels, some companies remain committed to their sustainability goals, as evidenced by Amazon's ever-growing fleet of electric delivery vehicles.

Heavy trucks carry an outsized burden...Now, research from the University of Michigan shows just how big a difference switching from diesel to fuel cells or batteries can make when it comes to greenhouse gas emissions. If a medium- or heavy-duty battery-electric vehicle were to be powered completely by renewable energy, it would offer around a 90% reduction in lifetime greenhouse gas emissions compared to its diesel equivalent.

The research team, led by Maxwell Woody and Greg Keoleian, has published its results in the journal Nature Energy.

"There's an urgency for climate action and to reduce greenhouse gas emissions from the transportation sector," said Keoleian, a professor at the U-M School for Environment and Sustainability. "There's a disproportionate amount of emissions from these heavy- and medium-duty vehicles compared to the rest of the vehicles on the road."

Medium- and heavy-duty vehicles account for nearly 30% of road vehicle emissions despite making up just about 5% of traffic on U.S. roadways, according to the U.S. Department of Energy.

"Moving to battery electric vehicles and even hydrogen fuel cell vehicles provides a significant reduction in emissions," said Keoleian, who is also co-director of U-M's Center for Sustainable Systems.

This study, focusing on larger vehicles, follows a comprehensive study from the team showing that electrified sedans, SUVs and light-duty pickups reduced lifetime emissions from noncommercial vehicles across the U.S.

Comparing powertrains and fuel sources...In the new study, the team performed life cycle analyses for Class 3 vehicles weighing between 10,001 and 14,000 pounds (4,536 and 6,350 kilograms) up to Class 8 vehicles that can weigh up to 80,000 pounds (36,287 kilograms).

They modeled different powertrains, including internal combustion engines, hybrids, battery-powered EVs and fuel cell electric vehicles, accounting for a variety of other factors. That included variables like how a vehicle was driven—for example, with the frequent starts and stops of urban delivery up to the long-haul drives of trucks with sleeper cabs.

The researchers also examined how hydrogen and electrons for fuel cells and batteries, respectively, were sourced, comparing established methods to newer, greener options.

In the case of fuel cells, this meant analyzing and sourcing hydrogen from the standard process known as steam methane reforming, versus greener hydrogen from the electrolysis of water powered by renewables. For battery electric vehicles, the standard is simply plugging into the current grid versus charging from renewables alone.

Cleaner energy sharpens the gains...Though there were variations due to these factors, a clear takeaway emerged: Hydrogen fuel cells and battery-electric powertrains offered the largest lifetime emissions reductions compared with diesel-powered vehicles.

-Battery electric vehicles cut emissions by 72%–82% using the current grid and by 87%–92% using renewables only.

-Fuel cells offered 12%-51% reductions using steam methane reforming and 44%–68% reductions with electrolysis powered by renewables.

-Hybrid powertrains offered 1%-26% emission reductions.

"Basically, we see across all the different vehicle sizes the same general pattern of the conventional diesel having the highest emissions, then the hybrid, then the fuel cell with conventional hydrogen production, then the battery electric with grid electricity, then fuel cell with green hydrogen, and then the battery electric vehicle with renewable electricity," said Woody, a postdoctoral researcher with CSS. "That pattern held across everything that we investigated, from the Class 3 van to the Class 8 truck."

Provided by University of Michigan

 

AUTONEWS

General Motors is preparing a new platform for electric vehicles

According to an American specialized portal, General Motors (GM) is developing a new platform for electric vehicles, internally designated as BEV-N, which should succeed the current BEV3 architecture. The first vehicles based on the new platform could roll off the production lines in late 2028 or early 2029.

The GM Authority portal, citing sources from the company, states that the new platform will succeed the BEV3 architecture, which has been the basis for a large number of battery electric models of this automotive concern since 2022. The first model based on that generation was the Cadillac Lyriq, introduced in 2022. Now, however, a new platform change is looming, reports the Electrive.com portal.

According to the same sources, the first vehicles on the expected new generation BEV-N platform should enter production in late 2028 or early 2029. Sources claim that the debut model will be the next-generation Chevrolet Equinox EV, which would be followed by a new-generation Chevrolet Blazer EV. For now, however, technical details about the BEV-N platform are unknown.

If this information proves to be accurate, the BEV-N platform will play a key role in GM's electrification strategy, as it is expected to replace the BEV3 as the central platform for the manufacturer's battery electric vehicles.

The current architecture based on the so-called "skateboard" construction is used for a wide range of GM electric models, including the current-generation Chevrolet Equinox EV and Chevrolet Blazer EV, as well as the Cadillac Lyriq, Cadillac Optiq, Cadillac Vistiq and Cadillac Celestiq models.

According to GM Authority, which cites insider sources, the new platform is set to succeed the BEV3 architecture, which has served as the foundation for a wide range of the group’s current battery-electric models since 2022. The first model to showcase this new generation was the Cadillac Lyriq in 2022. Now, another platform transition appears to be on the horizon.

GM Authority reports that the first vehicles based on the anticipated BEV-N next-generation platform are expected to enter production in late 2028 or early 2029. Sources suggest the debut model will be the next-generation Chevrolet Equinox EV, followed by the next-generation Chevrolet Blazer EV. However, technical details about the BEV-N platform remain unavailable.

If these reports are accurate, the BEV-N platform will play a pivotal role in GM’s EV roadmap, as it is set to replace the BEV3 as the group’s central battery-electric vehicle platform. The current skateboard-based architecture underpins a broad range of GM’s electric models, including the Chevrolet Equinox EV and Chevrolet Blazer EV of the current generation, as well as the Cadillac Lyriq, Cadillac Optiq, Cadillac Vistiq, and Cadillac Celestiq.

As GM Authority highlights, the BEV3 platform is also used in the group’s global models, such as the Buick Electra E5 (now discontinued) and Electra E4, as well as the Honda Prologue and Acura ZDX models, both of which have since been discontinued.

AUTONEWS

The China effect: Volkswagen considers cutting 100,000 jobs and closing four German plants

Volkswagen is considering cutting 100,000 jobs and potentially closing some of its German factories, German media reported on Friday, following the release of the automaker's restructuring plan.

Volkswagen, one of the world’s largest automakers, is reportedly planning to axe as many as 100,000 jobs over the next few years, representing 15% of its global workforce.

The job cuts would come alongside the planned closure of four factories in Germany and a 15% reduction in investment over the next five years, according to a report Friday by Manager Magazin, a German business magazine.

The report added that Volkswagen – Germany’s biggest automaker and one of its major employers – is planning to spin off its main Volkswagen brand and auto parts business into separate entities. The company owns several other brands including Audi and Porsche.

A Volkswagen spokesperson declined to comment to CNN on “internal, confidential documents.”

“The underlying matters will be discussed and approved in the respective committees,” the spokesperson added. “We will not pre-empt this process.”

VW employs almost 660,000 people worldwide and had already announced plans to slash 50,000 jobs in Germany by 2030.

Like many European carmakers, it has been squeezed by fresh tariffs on its exports to the United States as well as struggling to counter the rise of Chinese electric vehicles manufacturers, including BYD.

The Volkswagen spokesperson said the company required “sharper focus as well as stricter discipline over costs and investment” to meet its new reality, adding that its traditional business model – making cars in Europe and exporting them globally – “no longer works” for all of its brands.

Any job cuts will likely meet resistance from German unions. “If such plans are pushed forward, we would prevent them with all our might,” labor union IG Metall and Volkswagen’s General Works Council said in a joint statement on Friday.

If implemented, this plan would result in a workforce reduction of approximately 15%—what *Manager Magazin* describes as the most profound and sweeping restructuring in the company's history. The announced restructuring aims to help Volkswagen compete with Chinese automakers, which have captured a significant share of the European automotive market in recent years.

According to CNBC, plants in Hannover, Zwickau, and Emden, as well as the Audi facility in Neckarsulm, are at risk of closure—despite a 2024 agreement reached with unions that ruled out factory closures and forced layoffs in Germany until the end of 2030. The plans would also entail a roughly 15% reduction in investment, bringing the total to just over €130 billion over the next five years.

So far, according to *The Guardian*, company management has not commented on reports regarding these job cuts and production overhauls; a spokesperson stated only that Volkswagen would not "pre-empt the process" of restructuring, while acknowledging the shift occurring in the automotive sector.

"It is true that the entire automotive industry and the Volkswagen Group are undergoing a profound transformation. Executive management has repeatedly stated that our current business model—developing cars in Germany, producing them in Europe, and exporting them globally—no longer works for all brands. The world has changed fundamentally in recent years," a company spokesperson said. With a workforce of around 650,000 spread across its various brands—including Audi, Škoda, Bentley, SEAT, and Cupra—the German automotive giant has faced challenges in transitioning from combustion engines to vehicle electrification, a rapidly growing sector increasingly dominated by the Chinese automotive industry.

VW-Porsche...2023 was Porsche's best year for sales, with 320,221 cars delivered to customers worldwide. However, much has changed since then. A sharp decline in China, driven by rising local competition, weighed heavily on results. Additionally, the discontinuation of the Macan and 718 models in Europe—after they failed to meet the latest cybersecurity regulations—also impacted sales performance.

In 2025, deliveries fell to 279,449 units, effectively returning to 2020 levels. The outlook for 2026 is no better: demand dropped 15% in the first quarter, to 60,991 cars. Faced with this new reality, Porsche is considering reducing production capacity to better align with weaker demand. Even so, CEO Michael Leiters remains confident that the company can generate higher profits despite lower volumes. The goal is to prioritize stronger margins on current and future products, even if it comes at the expense of total sales volume.

In an interview with the German newspaper *Frankfurter Allgemeine Zeitung* (FAZ), the executive made his stance clear: "Porsche needs to make money even with fewer cars." Despite plans to cut annual production, the model lineup is set to expand—including the return of the 718 sports cars: "We want to keep attracting new customers to the brand." He did not provide specifics, but it is widely understood that the Boxster and Cayman will be offered with both internal combustion engines and fully electric powertrains.

Uncertainty surrounds the SUV positioned above the Cayenne...The *FAZ* reports that the future of a large, three-row SUV—previously announced and positioned above the Cayenne—is currently uncertain. Codenamed K1, the model was initially planned as a fully electric vehicle before Porsche went back to the drawing board to incorporate internal combustion engines. For now, headquarters in Zuffenhausen reportedly has not yet decided whether to move forward with the flagship SUV.

Elsewhere in the lineup, a new performance model positioned above the 911 could still happen. In March, Porsche told Motor1 that a hypercar is being evaluated alongside a new grand touring model, but the future of both depends on customer feedback. Updates on how the lineup will evolve are expected in the second half of the year. We should also learn more about the new compact crossover destined to replace the first-generation Macan, production of which ends this half of the year.

Porsche also aims to strengthen ties with Audi to cut costs, which—according to the FAZ, citing Leiters—have "spiraled out of control" in recent years. The CEO declined to comment on rumors suggesting further workforce reductions of between 2,000 and 4,000 employees. However, he did say that a new cost-cutting program is expected to be finalized before the traditional summer break in July.

Key reasons...Volkswagen plans to cut up to 100,000 jobs worldwide and close factories due to fierce competition from Chinese automakers (such as BYD and Geely), declining European demand, and slowing sales in China. The automaker aims to cut costs and reduce production capacity in the face of margin pressure.

The company's historic restructuring involves the following pillars:

-Chinese competition: Chinese automakers are gaining ground in Europe with electric vehicles that are cheaper, more efficient, and high-tech.

-Declining profits: The company has faced a sharp drop in operating and net profits over recent quarters.

-Over capacity: VW is reducing its global annual production capacity to align with market realities, while also limiting labor benefits and streamlining its portfolio of platforms and models.

-German crisis and costs: Production costs in Germany and Europe are significantly high, impacting the competitiveness of the brand's exports.