AUTONEWS

Almost half of all containers driven by trucks are empty

Almost half of all container trucks in Sweden are being driven without a load. Researchers at Chalmers University of Technology in Sweden, have developed calculation models that give a detailed picture of the journeys – and therefore provide guidance for more efficient container transport, with lower costs and reduced emissions.

In 2019, the global transport sector accounted for around 15 per cent of the world's greenhouse gas emissions, and road traffic was the largest source of emissions in the sector*. An important part of reducing emissions is to make freight transport more efficient. Containers play a central role in world trade, as they can be moved between ships, trains and trucks. However, after unloading, there is not always new cargo nearby, which means that the container must be moved before it can be used again.

Researchers at Chalmers University of Technology have analysed Swedish freight traffic between 2016 and 2019, and conclude that almost half, 44 – 46 per cent, of all truck transports with containers took place without a load. In total, the empty trips accounted for about a third of the total mileage of freight traffic.

"A large part of the container transports do not carry any goods, but still take up road capacity and require fuel, infrastructure and working hours. This means costs and emissions that we want to avoid," says Violeta Roso, Associate Professor at Chalmers.

Geography is more important than industry...The empty transports were unevenly distributed. About 77 per cent took place within the same region, and the start and end destinations had a greater impact on the probability of an empty trip than which industry they belonged to. In Blekinge, Västra Götaland, Skåne and Kalmar counties, container journeys were less likely to be empty when starting in these regions, but more likely to be empty when ending there. All four counties have major ports where imports exceed exports.

"Empty transports were also significantly shorter than those with cargo. This indicates that trucks are often redirected to limit the distance with empty containers," says Iván Sánchez-Díaz, Associate Professor at Chalmers.

More accurate measures can reduce empty transports...The researchers' models take into account the differences between geographical location and the types of industry the container trucks work for, and thus show where measures can have the greatest effect.

"The models show which origins, destinations and sectors have the highest probability of empty container trips. This makes it possible to target efforts more precisely, for example towards port regions, or certain industries," says Violeta Roso.

Almost half of all containers driven by trucks are empty. Credit photo: Chalmers University of Technology

According to the study, better coordination and information sharing can reduce the need to move empty containers. The researchers make several suggestions towards the industry, such as that hauliers can work more with the planning of return loads or that shipping companies to a greater extent share information about available containers and where they are needed.

Empty container transports are a global challenge. According to the researchers, the method can be implemented in more countries, to quantify empty containers movements and understand the key factors explaining them.

"We hope that the research will help the transport industry to see where there are the greatest opportunities to reduce unnecessary driving, and contribute to authorities or key stakeholders being able to coordinate their transports better. It can be another step towards reducing the transport sector's climate impact, not only in Sweden but also internationally," says Violeta Roso.

U-Freight Group, with its strong position in the global container shipping industry, has taken note of various media reports highlighting the growing challenges that increased empty container movements pose to international supply chains.

According to Splash247, data from Sea-Intelligence shows that empty containers made up 41% of global container transport in July—up significantly from 31% in 2019. This upward trend has continued steadily over the past five years, with only a minor dip observed in 2022.

The Loadstar, also referencing Sea-Intelligence data, points to imbalanced trade flows as a key factor behind this issue. These imbalances are creating unequal distribution of containers across markets, prompting more empty containers to be repositioned rather than moved with cargo.

U-Freight recognises that repositioning empty containers is not only expensive, but also contributes to port congestion and higher carbon emissions.

Further analysis by Shipping Watch reveals that for every 10 miles a loaded container travels, an empty container must be repositioned over 4.1 miles—a figure that’s risen by one mile since 2019.

Additional pressure has come from geopolitical instability. The Loadstar notes that Houthi attacks on merchant vessels in the Red Sea have led to a 20% increase in the distance travelled by empty containers, further disrupting supply chains.

According to Shipping Watch, ocean carriers are currently absorbing the rising costs associated with maintaining equipment availability. However, if these trends continue, it’s likely that customers will begin to bear a portion of these additional expenses.

Empty containers are also occupying valuable yard space at ports, disrupting the flow of outbound shipments and causing further delays, which can increase overall logistics costs.

Changing global sourcing patterns are compounding the issue. As production shifts to emerging regions with previously low output, there’s often a shortage of empty containers available to meet growing export demands—potentially resulting in even more delays.

Recent studies indicate that between 44% and 46% of truck trips involving containers take place entirely without cargo. This scenario of logistical inefficiency leads to severe environmental and operational impacts on the global supply chain.

📊 An overview of inefficiency...Global and regional data point to a critical trend of wasted space in road freight transport:

• Global scope: The transport of empty containers accounts for approximately 41% of all global container movements.

• Idle capacity: Beyond trips made completely empty, market research has revealed that 58% of trucks traveled with more than half of their internal space unused.

🗺️ The geographic factor and trade imbalances...The dynamic of empty-load trips is directly linked to geographic location and asymmetry in trade routes:

• Import zones: About 77% of empty-load trips occur within the same region. Areas that house major ports and record higher import rates than export rates end up accumulating containers that must be repositioned—empty—to other logistics hubs.

• Shorter routes: Trips involving empty containers tend to be substantially shorter than those with cargo, reflecting the industry's effort to minimize distances when repositioning these assets.

⚙️ Coordination barriers...Inefficient repositioning is not merely a physical transport issue; it is a problem of organization and a lack of data governance:

• Lack of Integration: Carriers, ports, shipping lines, and shippers operate in organizational silos, planning their requirements separately and without adequate sharing of operational flows, schedules, or contracts. • Technical Restrictions: Often, a container available at an idle location does not meet the immediate requirements for a new shipment due to specifications regarding size, physical condition, equipment type, or ownership terms.

🛠️ Mitigation strategies...To combat fuel waste and the greenhouse gas emissions associated with this idleness, experts point to solutions based on technology and standardization:

• Digital Twins and AI: Digitally simulating port ecosystems and logistics flows through "digital twins" makes it possible to anticipate bottlenecks and proactively optimize routes.

• Data Sharing: Shipping lines and logistics operators need to feed unified platforms with common data standards to coordinate return loads collaboratively.

Almost half of all container truck trips are empty due to global trade imbalances, uncoordinated logistics, and geographic mismatches between imports and exports.

Key causes of empty container truck trips:

• Global trade imbalances: Some regions and countries import far more goods than they export, while others export more than they import. This creates a surplus of empty containers in some areas and a shortage in others, forcing trucks and ships to reposition empty equipment.

• Port and regional mismatches: Research from Chalmers University of Technology shows that empty trips cluster heavily around major import ports (where incoming loaded containers outnumber outgoing exports). Trucks unloading imports often have to drive back or move elsewhere without a return payload.

• Lack of coordination and information sharing: Trucking companies, freight forwarders, shipping lines, terminals, and cargo owners frequently plan shipments independently. Without shared data platforms or aligned schedules, it is difficult to match an empty container or truck with a nearby return load.

• Mismatched container specifications: Even when cargo is available, an empty container may be the wrong size, in the wrong structural condition, lack specific equipment (such as refrigeration), or be restricted by ownership and contract terms that prevent other supply chain actors from using it.

• Shorter redirection distances: Data shows empty trips are often shorter than loaded ones because hauliers actively redirect trucks to minimize the distance traveled without cargo, rather than waiting for a distant match

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AUTONEWS

Surprising announcement: If the EU fails to ban diesel and gasoline vehicles, a new wave of layoffs in the auto industry could follow

Weakening European Union CO2 emission standards for passenger cars and vans could cost up to 185,000 jobs in the European automotive industry by 2035, leaving employment levels significantly below those of 2025, according to a new analysis by the International Council on Clean Transportation (ICCT), an independent non-profit research organization.

This is because, despite a temporary halt to job losses in the production of internal combustion engines, weaker regulation would slow down job growth in the manufacturing of battery electric vehicles, battery production and recycling, and the installation and maintenance of charging infrastructure—ultimately resulting in a net loss of jobs.

The ICCT argues that a ban on gasoline and diesel vehicles would keep employment largely stable through 2035; growth across the entire battery electric vehicle supply chain would generate enough new jobs to offset those lost in the production of internal combustion engines. Combining these standards with industrial measures that support EU-based manufacturing could transform this stability into long-term job growth.

The European Union is considering reversing its decision to ban the sale of new gasoline and diesel vehicles starting in 2035. Instead, the proposal would require an 85 percent reduction in CO2 emissions compared to 2021 levels. This would apply to all new vehicles sold (on average)…

The relationship between the European Union's shifting climate targets and employment in the automotive sector has become a major crisis point. The EU's decision to water down its 2035 100% zero-emissions target to a 90% reduction framework—effectively backing away from a total ban on diesel and gasoline vehicles—has fueled predictions of a new wave of automotive layoffs across Europe.

While automakers argued that a strict ban would destroy the industry, economic and climate analyses suggest that softening the policy creates a double-edged sword that could trigger massive job losses anyway.

Green fleets...The commission also unveiled a slew of additional measures to support the auto sector as part of a package that needs approval from the EU parliament and member states.

In the run-up to 2035, carmakers will benefit from "super credits" for small "affordable" electric cars made in the EU, in an accounting trick that would make reaching emission targets easier.

This would mean that sales of electric cars under 4.2 metres in length will be counted 1.3 times, thus artificially boosting the share of zero-emission cars in an automaker's fleet. 

The commission also proposed reducing the interim 2030 emission target for vans from 50 to 40 percent and allowing truck manufacturers more time to meet their own 2030 target, in line with a previous concession to automakers.

To boost EV sales, medium and large firms will be required to green their fleets, which currently account for about 60 percent of new car sales in Europe.

At least 30 percent of new vehicles bought by companies will need to be zero- or low-emission, under targets that will differ from country to country, with the bar set higher for richer nations.

Finally, the EU will provide €1.5 billion to support European battery producers through interest-free loans. 

Road transport accounts for about 20 percent of total planet-warming emissions in Europe, and 61 percent of those come from cars' exhaust pipes, according to the EU.

The European Union's proposal to water down its 2035 ban on new petrol and diesel vehicles highlights a major shifting dynamic in the automotive industry, where slower-than-expected electric vehicle (EV) adoption and fierce global competition have forced a policy retreat to protect regional manufacturing jobs.

The policy rollback...Under intense pressure from major car-producing nations like Germany, France, and Italy, as well as European auto groups like the ACEA, the European Commission moved to alter its landmark "zero-emission" mandate.

• The new target: Instead of a strict 100% reduction in tailpipe emissions by 2035, the proposed amendment lowers the required reduction to 90%.

• What stays: This revision effectively allows the remaining 10% of the market to be comprised of conventional internal combustion engines (ICE), hybrids, and plug-in hybrids beyond 2035.

• The drivers: Automakers argued that enforcing the original ban would trigger multi-billion-euro penalties due to low consumer demand for EVs, inadequate charging infrastructure, and steep production costs.

The threat of layoffs and retooling...While the policy shift aims to act as a "cushion" for traditional manufacturing sectors, the auto industry remains highly vulnerable to structural job losses and economic displacement:

• The EV slump paradox: Carmakers have already begun adjusting their EV strategies by axing unprofitable electric models. However, the slower transition strains both traditional ICE workers and new EV-focused facilities.

• Supplier vulnerability: Component suppliers and sub-contractors face severe instability. Because electric drivetrains require far fewer parts than ICE vehicles, legacy suppliers are trapped in a costly limbo—caught between shrinking ICE orders and stagnant EV supply chains

Why the EU watered down the 100% ban...The original landmark policy mandated that all new cars sold after 2035 produce zero tailpipe emissions. However, the European Commission faced immense pressure from major automotive nations (like Germany and Italy) and industry trade groups (like the ACEA). The decision to pivot to a 90% reduction target—allowing the remaining 10% to be traditional combustion engines, hybrids, or cars using synthetic e-fuels—stems from several systemic issues:

• Collapsing EV Demand: European consumers are buying electric vehicles at a much slower rate than anticipated. High upfront costs and a severely lacking public charging network have stalled adoption.

• The Chinese EV Onslaught: European automakers are struggling to compete with heavily subsidized, lower-cost electric vehicles imported from China.

• Regulatory Penalties: Under strict 100% rules, forcing an unready market to buy EVs would have triggered "multi-billion euro" fines for European manufacturers who failed to hit targets.

• Economic Defense: The automotive sector employs over 13 million people and generates roughly 7% of the EU's GDP. Leaders prioritized immediate industrial preservation over pure environmental idealism.

Why easing the ban triggers a "new wave" of layoffs...Ironically, relaxing the rules does not insulate the workforce from unemployment. Instead, it places European automakers in a vulnerable strategic limbo. Experts, labor unions, and climate groups warn of a subsequent wave of layoffs due to specific structural traps:

1. The cost of strategic indecision...By allowing combustion engines to survive past 2035, the EU is encouraging automakers to split their capital. Splitting funds between maintaining aging internal combustion engine (ICE) architectures and developing next-gen EV platforms limits their scale. Analyst reports indicate that every euro spent on fading legacy technology is a euro not spent on catching up to global EV leaders like China. This technological lag will ultimately cost European brands global market share, leading to factory closures.

2. Undermining past green investments...European manufacturers, battery start-ups, and supply chains have already spent hundreds of billions of euros preparing for full electrification. Easing the targets devalues these investments. According to a study by the International Council on Clean Transportation (ICCT), diluting EU CO2 standards could eliminate up to 185,000 passenger car industry jobs by 2035. Sustaining clear targets was the only way to ensure that new battery and EV manufacturing jobs would offset the inevitable losses in combustion engine plants.

3. Already accelerated downsizing...The industry is already shrinking rapidly due to high energy costs, inflation, and a drop in overall European vehicle production (which sits roughly 20% below 2019 levels). Major brands have already initiated severe cost-cutting measures:

• Volkswagen has outlined plans that could affect up to 100,000 positions.

• BMW, Porsche, Volvo, and Jaguar Land Rover have all announced thousands of engineering and manufacturing job cuts.

• The Supplier Crisis: The European Association of Automotive Suppliers (CLEPA) warns that up to 350,000 supplier jobs are highly vulnerable through 2030.

 

 

HONDA

2027 CBR1000RR-R Fireblade Supersport

The CBR1000RR-R Fireblade series, Honda’s flagship supersport motorcycle range, has been developed under the concept of “Total Control for the Track,” with the aim of delivering its full potential on the racetrack. For the fully redesigned 2027 model, Honda has further pursued racing victories and the joy of riding, newly designing approximately 75% of the motorcycle’s components to further enhance its competitiveness on the track.

The 2027 lineup consists of three variants: the CBR1000RR-R Fireblade (Fireblade), the CBR1000RR-R Fireblade SP (Fireblade SP), equipped with electronically controlled suspension and other features, and the newly introduced CBR1000RR-R Fireblade HRC Works Edition (HRC Works Edition).

The HRC Works Edition has been newly introduced as a homologation model for the FIM*1 Superbike World Championship (WSBK). It features dedicated components, including front winglets designed to enhance aerodynamic performance and cornering capability. The model is also designed to be road-legal through compliance with the regulations of individual markets.

For the 2027 model, Honda sought to combine outstanding cornering performance and chassis stability during acceleration and deceleration on the racetrack with agile handling and greater freedom of control on public roads.

The newly designed aluminum twin-tube frame achieves an ideal balance of rigidity. The opening in the head pipe, which channels fresh air to the air cleaner, has been enlarged to optimize lateral rigidity. In addition, the engine cylinder hangers have been changed from the previous one-piece cast structure with integrated stiffeners to a bolt-on configuration using separate brackets. This provides greater flexibility in frame design and, together with refinements to various components, reduces lateral rigidity by 20% compared with the previous model while maintaining torsional rigidity.

These changes improve cornering performance, tire contact feel, and stability under acceleration, achieving an advanced balance of handling performance on both the racetrack and public roads.

Furthermore, the use of a thin-wall gravity die casting (GDC) process enables highly precise rigidity tuning, allowing the frame to be formed with a minimum wall thickness of just 2mm. By optimizing wall thickness throughout the frame, Honda has achieved a weight reduction of 440g compared with the previous model.

The aluminum pressed-construction swingarm has also been redesigned. The pivot shaft diameter has been reduced from 20mm to 17mm, while wall thickness and pivot width have been adjusted to optimize rigidity. By reducing lateral rigidity by 12% while maintaining torsional rigidity, the new swingarm improves rear tire contact feel during cornering.

Suspension damping settings have been optimized for each variant to improve performance on the racetrack while enhancing the suspension’s ability to follow road surface irregularities during everyday riding.

Fireblade: Retains the SHOWA (Astemo, Ltd.) Big Piston Fork (BPF) at the front and SHOWA BFRC-lite suspension at the rear.

Fireblade SP:   Continues to feature electronically controlled Öhlins suspension, with NXP Smart-EC3.0 at the front and TTX36 Smart-EC3.0 at the rear.

To further reduce vehicle weight, a titanium fuel tank has been adopted. The 2017 CBR1000RR SP and CBR1000RR SP2 also featured titanium fuel tanks, but required an outer plastic cover. Advances in titanium pressing and painting technologies have made it possible to eliminate this cover on the new model, contributing to further weight reduction.

Exclusive to the Fireblade SP, the fuel tank features a hand-finished hairline treatment that leaves portions of the titanium surface exposed. This design combines weight reduction with functional beauty, creating a distinctive appearance that enhances the pride of ownership.

A new Honda Flagship WING product emblem, featuring a monotone silver-and-black design, is positioned on both sides of the fuel tank.

Power unit...The 999cm³ liquid-cooled, four-stroke, DOHC, four-valve inline-four engine features a two-stage variable-length intake air funnel system, a first for a mass-produced Honda motorcycle.

The system uses a two-piece intake funnel structure that separates vertically, varying the effective length and diameter of the intake passage according to engine speed. At engine speeds of 11,750rpm and above, the upper funnel slides upward and separates from the lower funnel. This improves power output in the low-to-mid rpm range while maintaining high-rpm performance, contributing to greater ease of use across the entire engine speed range.

The existing two-motor throttle-by-wire system has also been refined. More precise electronic control enables finer adjustment of the throttle valve openings, improving throttle response during acceleration and engine braking performance during deceleration.

These refinements also enable smoother transitions from deceleration to acceleration, enhancing drivability and overall ease of control.

In addition to these improvements, components including the cylinder head cover have been changed from aluminum to magnesium, contributing to a weight reduction of more than 200g on the Fireblade SP.

New HRC Works Edition...The newly introduced HRC Works Edition has been developed to further enhance competitiveness in WSBK. Designed exclusively for solo riding, it incorporates numerous dedicated components.

Its carbon fiber reinforced plastic (CFRP) front winglets, front fender, and rear duct fairing improve aerodynamic performance. Combined with their lightweight construction, these components contribute to improved acceleration and cornering performance.

The suspension features mechanically adjustable Öhlins NPX front forks and TTX36 rear suspension, delivering consistent damping performance and road-holding capability during racetrack riding. Braking is handled by Brembo Hypure Sports components.

by Autonews

TUNNING

Abt Audi RS5-R

he Audi RS5-R is an ABT-tuned version of the sedan and Avant (wagon) models, boasting 710 hp. The project is currently under development, with a further evolution planned for 2027.

The Audi RS5-R is in development and will feature 710 hp in both sedan and Avant body styles. While the Audi RS 5 is already on sale in Portugal—starting at 127,476 euros—this tuned version is not a factory-produced Audi model.

In short: ABT Sportsline is developing the RS5-R package for the sedan and Avant body styles.

The tuned version will deliver 710 hp.

ABT anticipates a new performance update for 2027.

According to Autonews, ABT Sportsline is developing an Audi RS 5 upgrade dubbed the RS5-R. This version will produce 710 hp and will be available for both the sedan and Avant body styles.

The ABT RS5-R—an ABT-tuned take on the Audi RS 5—shown from the rear and side.

This is an ABT creation, not a factory version from Audi. The company also plans a further performance update for 2027.

The Audi RS 5 is currently available in Portugal, with prices starting at 127,476 euros. This figure applies to the base model, not the RS5-R version.

It features a plug-in hybrid powertrain with an "Abt Power S" upgrade, which boosts output from 639 hp to 720 hp. Torque increases from 825 Nm to 905 Nm. At the heart of the system lies a 2.9-liter V6 turbocharged internal combustion engine producing 591 hp. The top speed remains the same as the standard model (250 km/h).

The suspension is lower, firmer, and more precise, bringing the body closer to the ground. Body roll is mitigated by sports stabilizer bars, which also improve cornering entry. The vehicle is equipped with 22-inch Abt Evo Performance wheels finished in gloss black.

Abt's conversion package alone starts at €62,000, or roughly $69,000, for the sedan in gloss carbon. The Avant costs €65,000, about $72,500, with Carbon Camouflage finish adding another €3,000 ($3,350) on each body style. That's before a buyer has even purchased the base Audi RS5 the kit bolts onto.

Installation, paint work, and Germany's mandatory TUV inspection add at least €7,160 ($8,000) for the sedan or €7,600 ($8,500) for the Avant. A complete RS5-R in Germany clears the €180,000 mark once a well equipped donor car is included. That conversion turns into something in the $200,000 range.

Abt is limiting the run to 130 cars worldwide, split between sedan and Avant body styles, and the company says orders are open now. Interior touches reinforce the exclusivity angle: badges and door sills stamped "1 of 130," plus microfiber trim across the console and seat frames.

The tuner isn't done, either. Abt has confirmed plans for a second wave of upgrades arriving in the second quarter of 2027, including a titanium exhaust system developed with Akrapovič and a further tune that pushes output toward 800 hp. Pricing for that package has not been announced.

The exterior features an aerodynamic package available in either exposed gloss carbon fiber or a matte "Carbon Camouflage" style. It includes a front spoiler with blades, air intakes in the front wheel arches, side mirror caps, and side skirts. At the rear, there is a new bumper with a diffuser, as well as a wing featuring aerodynamic blades.

For the second quarter of next year, further customization options will be available for the Audi RS 5, including a power upgrade to 800 hp and a titanium exhaust system from Akrapovič.

The interior has also been modified. Upon entering the Abt Sportsline RS5-R, one finds "Dinamica" microfiber trim on the center console, dashboard, and seat structures, along with gear shifters finished in carbon fiber—matching the material used on the exterior.

Its status as a special, limited-edition model is made clear by the "1 of 130" inscription on the door sills, which also feature a dedicated emblem.

Abt Sportsline presents the Abt RS5-R, based on the Audi RS5. While the electric component of the powertrain remains unchanged, the experts at Abt focused on enhancing the 2.9-liter twin-turbocharged V6 gasoline engine. In its factory configuration, this engine produces 510 hp and 600 Nm of torque; however, following modifications by Abt, these figures increase to 591 hp and 680 Nm. Consequently, the total output of the plug-in hybrid powertrain has risen from 639 hp and 825 Nm to 720 hp and 905 Nm.

The striking exterior is defined by a new carbon-fiber aerodynamic package developed specifically for this model. It includes a front spoiler, front fenders with racing-style air vents, extended side skirts, side mirrors with integrated winglets, a prominent rear diffuser, and a trunk-lid spoiler.

The suspension system has been lowered, and the vehicle reportedly offers improved handling. It sits on 22-inch forged Abt Evo Performance wheels, fitted with 315/25 R 22 tires. An optional exterior finish featuring a color gradient effect is also available.

The interior is distinguished by new decorative elements made of Dinamica microfiber, as well as additional ambient lighting provided by Abt. There are carbon fiber details, while the front seat backrests and floor mats feature Abt logos.

Abt Sportsline is limiting production of the Abt RS5-R to just 130 units; this limited-edition status is indicated by badging on the door sills and the center console. In Germany, the price for the liftback version of the Abt RS5-R starts at 184,020 euros, while the wagon version starts at 189,110 euros.

Abt Sportsline has also announced the introduction of a second, more advanced version of this model, which will be equipped with an Akrapovič titanium exhaust system and a plug-in hybrid powertrain tuned to deliver 800 hp.

Autonews

 

SUZUKI

Suzuki Cappuccino: a tiny, yet genuinely sporty, roadster

In the 1990s, a time when Japanese sports cars were winning over enthusiasts with powerful engines, rear-wheel drive, and sophisticated technical solutions, Suzuki chose a different path: to create a tiny, lightweight, and affordable roadster capable of delivering a genuinely sporty driving experience without relying on high horsepower figures. Thus, the Suzuki Cappuccino was born—a small convertible that epitomized the Japanese philosophy of making the absolute most of every inch and every horsepower.

Introduced in 1991, the model belonged to the Japanese "kei car" category—a class of compact vehicles subject to specific size and engine displacement limits, which allowed them to qualify for tax and regulatory benefits in Japan. Unlike typical urban microcars, however, the Cappuccino was designed as a two-seater sports car, featuring a front-engine, rear-wheel-drive layout and carefully balanced weight distribution. Its name evoked the famous Italian beverage, but its character was quintessentially Japanese: compact dimensions, clever engineering, and a focus centered on the joy of driving.

The little roadster stood out for its well-balanced proportions, characterized by a long hood relative to the cabin and a short rear end. Measuring only about 3.30 meters in length, it managed to sport a dynamic silhouette while still meeting the strict requirements that defined a kei car. Its compact body, understated headlights, and clean lines conveyed a sense of lightness, while its low overall weight contributed directly to the vehicle's agility and efficiency.

One of the most intriguing features of the Cappuccino was its removable roof system, which allowed for various open-air configurations. The top panels could be removed to transform the car into a traditional convertible, while the rear section of the roof and the rear window offered further options for customization. The result was a highly versatile driving experience for such a small car, bringing its occupants closer to the outside environment and reinforcing the model’s laid-back, fun-loving character.

Beneath its diminutive dimensions, the Cappuccino concealed a mechanical configuration worthy of larger sports cars. In early units, the F6A engine—a 657cc, three-cylinder unit featuring dual overhead cams, 12 valves, a turbocharger, and an intercooler—produced 64 hp at 6,500 rpm and 85.3 Nm of torque at 4,000 rpm. While this power output adhered to the Japanese regulatory limit for the *kei* car category, the vehicle’s low weight—approximately 700 kg—served as a crucial asset, ensuring agile responses and an engaging driving experience.

The engine was mounted longitudinally in the front, positioned well back to optimize weight distribution, and delivered power to the rear wheels via a 5-speed manual transmission. An independent, double-wishbone suspension system at all four corners reflected Suzuki’s commitment to providing precise cornering and excellent body control. Four-wheel disc brakes—with ventilated discs up front—rounded out a technical package that was surprisingly sophisticated for such a compact car.

In May 1995, the Cappuccino received a significant mechanical update. The F6A engine was replaced by the 658cc K6A—also a three-cylinder, turbocharged unit producing 64 hp—which featured an all-aluminum engine block and cylinder head. Torque increased to 103 Nm at 3,500 rpm, improving power delivery at lower engine speeds. In addition to the 5-speed manual transmission, Suzuki began offering a 3-speed automatic, broadening the potential appeal of this small roadster. In versions equipped with a manual transmission, the weight could drop to approximately 690 kg.

Although designed primarily for the Japanese market, the Cappuccino also reached Europe—most notably the United Kingdom—where it gained a following by offering a compact and relatively affordable alternative to conventional sports convertibles. Its combination of rear-wheel drive, low weight, a turbocharged engine, and a modular roof made it a particularly compelling example of the generation of small Japanese sports cars from the 1990s.

Production ended in 1998, with no direct successor in Suzuki’s lineup. Nevertheless, the Cappuccino remains a prime illustration that driving pleasure does not necessarily depend on high horsepower, large dimensions, or exorbitant price tags. Its formula was simple yet technically well-executed: low weight, efficient mechanicals, balanced weight distribution, and the freedom of open-air driving. Decades later, it remains one of the small Japanese roadsters most fondly remembered by enthusiasts of JDM (Japanese Domestic Market) automotive culture.

 

Autonews

 

TECH

A car component that has been indispensable for decades is slowly disappearing: Here is why manufacturers are phasing it out

One of the simplest parts of a car—a fixture under the hood for decades—is gradually becoming a thing of the past. The classic engine oil dipstick is increasingly being replaced by digital sensors, a shift that raises various questions regarding safety, driver habits, and vehicle maintenance.

The metal dipstick, once an almost essential feature in every vehicle, is gradually vanishing from newer models. For decades, it was a standard part of the driving routine, often accompanied by a rag used to wipe away oil residue. Today, it is increasingly being replaced by an electronic system that uses a sensor located in the oil pan to measure oil levels, displaying the results on a central screen inside the vehicle. According to *Autonews*, this technology has been used in European luxury cars for over a decade.

Why are manufacturers moving away from such a simple solution? Although the classic dipstick—typically featuring a plastic handle—is very inexpensive to produce, automotive companies are increasingly investing in more costly systems that incorporate sensors, electrical wiring, and software.

Stellantis suggests that drivers today are checking their oil levels the traditional way less and less frequently. "Today's consumer does not consider manually checking oil levels a priority. With a sensor, this information is displayed every time the ignition is turned on. That is customer-focused engineering," Dale Jewett, a spokesperson for Stellantis, told *Automotive News*.

Representatives from automotive companies also point out that digital sensors reduce the chance of error, as the result no longer depends on the driver's experience, the surface on which the car is parked, or the engine temperature.

Manufacturers want fewer interventions under the hood... Experts believe that the removal of dipsticks is also driven by a desire among manufacturers to discourage drivers from performing their own engine maintenance.

Michael Crossen, a lead tester at *Consumer Reports*, highlighted potential issues that can arise when manually checking or topping up oil.

"A driver might check the oil level with a dipstick, conclude that it is a bit low, and decide to add more. In doing so, they might overfill it, which is not recommended. Furthermore, many cars require a very specific type of oil. Manufacturers do not want drivers using just any oil they happen to have on hand," Crossen said.

He specifically warned about hybrid vehicles, which—in addition to a conventional engine—feature high-voltage electrical systems, making DIY maintenance a greater safety risk.

Additionally, modern engines operate at higher temperatures and have very tight tolerances between individual components. Consequently, it is crucial to use the correct type of oil and to determine the precise amount required. Manufacturers want to avoid situations where owners might add the wrong type of oil or overfill the engine.

The traditional dipstick doesn't fit the aesthetic of a modern car... According to Crossen, the appearance of the engine bay may also have influenced the decision to remove it. This simple metal component—save for a plastic handle, usually yellow to make it easier to spot—has remained largely unchanged for about a hundred years.

Crossen believes this approach feels outdated compared to today’s cars, where most vehicle information is displayed electronically—accessible at the touch of a button or via icons on a screen.

"The customer has to open the hood, which might get their hands dirty. That’s not a modern way of doing things," he said, explaining that manufacturers aim to allow all functions to be managed via a central display.

However, this change has not been welcomed by all drivers. Some oppose the removal of the dipstick because they want to retain the ability to check and change the oil themselves, while others simply do not trust electronic systems and sensors.

Auto mechanic Dave Bell, however, points out that many drivers no longer even know how to properly check their oil level. He suggests that long service intervals—which can reach as much as 25,000 kilometers—have conditioned drivers to leave such checks to the vehicle's own systems.

In such cases, a reliable digital sensor can help prevent serious engine damage.

What happens to the oil level data? The introduction of digital systems also raises the question of storing data regarding the engine's condition.

In cars equipped with a traditional dipstick, the onboard computer does not record the history of oil levels. In contrast, new electronic systems technically allow for the permanent storage of this information, representing an additional difference in how a vehicle's condition is monitored.

Car makers are replacing traditional oil dipsticks with electronic oil-level sensors displayed on dashboard screens.

Why automakers are making the switch:

• Customer convenience: Manufacturers state that modern drivers rarely check their oil manually, and digital sensors display the level automatically every time you start the car.

• Preventing user error: Manual checks can be inaccurate if done on uneven ground, on a hot engine, or by adding the wrong oil viscosity. Sensors aim to reduce overfilling and improper handling.

• Engine packaging: Tight, crowded European engine bays and complex hybrid systems prioritize compact design over traditional mechanical access points.

• Service control: Critics note that removing the dipstick discourages DIY maintenance and makes owners more dependent on dealerships for basic checks and service.

Main criticisms and drawbacks:

• Distrust in sensors: Electronic sensors and software can fail or give delayed readings, eliminating a simple, reliable mechanical backup.

• Inconvenient verification: Unlike a 5-second pull of a physical stick, digital systems often require the car to reach a specific operating temperature or run for a set time before displaying a reading.

• Pre-start uncertainty: You cannot check if oil is present or critically low before cranking the engine, which can risk dry-start wear if the sensor malfunctions

 

MOTO GP

Marc Márquez proves his worth at Sepang

Álex Márquez made a strong start from pole position, but Marc Márquez overtook him on the inside to take the lead. Ai Ogura moved up into third, ahead of Enea Bastianini and Marco Bezzecchi—though Bezzecchi soon managed to get past Bastianini after a few corners.

Álex attempted to overtake Marc but ran a bit wide, failing to complete the move. Meanwhile, Bastianini tried to pass Ogura; the attempt backfired, causing him to lose two positions as both Acosta and Bezzecchi slipped past. The Italian rider struggled, eventually making contact with Johann Zarco, who was running ahead of Fabio Di Giannantonio.

Still on the opening lap, Acosta overtook Ogura to claim third place, aiming to close the gap to the Márquez brothers, while Bezzecchi also moved past the Japanese rider to stay in the hunt. Further back, Augusto Fernández crashed out.

The race settled into a somewhat monotonous phase as Marc Márquez extended his lead over his four pursuers. On the tenth lap, Acosta launched an attack on Álex. Bezzecchi also tried to make a move but ran off the track. Elsewhere, Joan Mir pulled into the pits while running inside the top ten.

Acosta showed a slightly faster pace than the group he had been with, pulling away on his own; however, he could not close the gap to Marc Márquez, who was already more than two seconds ahead. Behind them, Diogo Moreira—who had been running near the top ten—crashed.

Bezzecchi began to struggle to keep pace with Álex, prompting Ogura to attempt an overtake on the Italian with four laps remaining, though he ended up running off the track. Shortly after, Ogura tried again on the inside; the two made slight contact before the Japanese rider secured fourth place. Johann Zarco had retired from the race just moments earlier. Marc Márquez cruised to victory—his seventh of the season—taking a giant step toward his tenth world title. Pedro Acosta finished comfortably in second, while Álex Márquez held off a late challenge from Ai Ogura to secure a spot on the podium.

Elsewhere, a last-lap error by Marco Bezzecchi cost him fifth place, handing the position to Enea Bastianini. Meanwhile, Luca Marini edged out Fabio Di Giannantonio by 77 thousandths of a second to claim seventh. Brad Binder and Franco Morbidelli rounded out the top ten, with Álex Rins, Maverick Viñales, and Iker Lecuona also scoring points.

The opportunity arose from an injury to his main rival, but #93 seized it intelligently. Marc arrived in Sepang knowing he needed to maximize his points haul without turning the championship battle into a series of unnecessary risks. He left Malaysia with 34 out of a possible 37 points, leaving his competitors with a much tougher task heading into the final three rounds.

On Saturday, Pedro Acosta came out on top in the sprint race, while Márquez finished second, securing nine crucial points. Marco Bezzecchi, who finished third, also scored, but couldn't prevent the Spaniard from extending his lead in the standings. With Martín absent, this result was already a significant step forward, even before the main race.

Second place went to Pedro Acosta, the KTM rider who engaged in a spirited duel with Álex Márquez but was unable to keep pace with Marc Márquez. The podium was rounded out by Álex Márquez, who finished third on a Gresini Ducati. Ai Ogura took fourth place on a Trackhouse Aprilia, while Enea Bastianini completed the top five on a Tech3 KTM.

Marco Bezzecchi finished the race in sixth place on an Aprilia, just ahead of Luca Marini, who came in seventh on a Honda. Fabio Di Giannantonio took eighth on a VR46 Ducati, while KTM’s Brad Binder finished ninth. The top ten was completed by Franco Morbidelli, Di Giannantonio’s teammate.

Diogo Moreira, the only Brazilian on the grid, retired from Sunday’s race in Sepang. The LCR Honda rider was running in tenth position when he crashed on lap 14 of the 20-lap race. He attempted to rejoin the track but headed back to the pits shortly thereafter.

The MotoGP season continues next Sunday with the Qatar Grand Prix, held at the Lusail Circuit.

Marc Márquez vs. Aprilia...Marc Márquez’s victory at the Malaysian MotoGP Grand Prix was accompanied by a verbal clash with Massimo Rivola, the head of Aprilia. The Ducati rider insinuated that Ai Ogura had defended his position with the intent of favoring Marco Bezzecchi, to which the Italian executive responded with a reference to Álex Márquez: "Factory games should be played within one's own house... within the family." However, the events that unfolded during Sunday’s race cast doubt on the suspicions regarding team orders.

Marc Márquez and Massimo Rivola were at the center of a heated exchange during the Malaysian MotoGP Grand Prix, held this Sunday, November 1, at the Sepang circuit. The controversy began following Saturday’s sprint race, when the Spanish rider drew attention to the performance of Ai Ogura—who rides an Aprilia for the Trackhouse team—suggesting that his defensive tactics might have been linked to the battle for the world championship.

The Ducati rider’s comments did not sit well with Massimo Rivola, CEO of Aprilia Racing, who responded before the main race with a remark heavy with irony. The Italian executive questioned Márquez’s insinuations and took the opportunity to point toward the sporting relationship between the Spaniard and his brother, Álex Márquez—also a Ducati rider, though competing within the independent Gresini structure.

This exchange has reignited the debate surrounding team orders in MotoGP—a practice that allows manufacturers to attempt to favor one of their riders when a championship is at stake. Nevertheless, neither Aprilia has confirmed the existence of instructions for Ogura, nor has the Japanese rider admitted to receiving any orders to benefit Bezzecchi.

As for how the race unfolded...Marc Márquez took the lead at the very first corner, overtaking Álex Márquez, while Ai Ogura moved up to third, followed by Enea Bastianini in fourth and Pedro Acosta in fifth. Further back, Diogo Moreira held 13th place. Also on the opening lap, the Tech3 rider found himself boxed in and dropped to sixth, while Marco Bezzecchi broke into the top five.

Acosta advanced to third by passing Ogura, who was also overtaken by Bezzecchi. On the third lap, Augusto Fernández crashed at turn 14 and was forced to retire from the race. Álex Márquez found himself under pressure from the KTM rider, who was battling for second place while ensuring Marc Márquez couldn't pull too far ahead in the lead.

In the mid-pack, Johann Zarco began challenging Bastianini for sixth place on the fifth lap, while further back, Moreira overtook Brad Binder to move into 11th on lap 6. At the front, Marc Márquez gradually extended his lead, while Álex Márquez held onto second, despite the pressure from Acosta.

By the ninth lap, Marc Márquez had opened up a one-second gap over his brother and fellow Gresini rider. As Acosta struggled to complete an overtake, Bezzecchi—running in fourth—closed in on both him and Álex Márquez. Meanwhile, Joan Mir headed to the pits on his Honda and retired from the race in Sepang. On the tenth lap, Acosta finally moved into second place, while Marc Márquez extended his lead to 1.8 seconds.

Twelve laps into the race, Marc Márquez had stretched his lead over Acosta to two seconds, while Álex Márquez remained in third, pressured by both Bezzecchi and Ogura. At this stage, Diogo Moreira was running in tenth. Two laps later, the only Brazilian on the grid crashed at turn 12; he managed to rejoin the track in 18th place but retired shortly thereafter.

As Marc Márquez pulled more than three seconds clear of Acosta, the KTM rider established a two-second cushion over Álex Márquez. Zarco, meanwhile, lost ground due to technical issues, dropping to 14th. At the same time, he launched an attack on Bezzecchi, but the Italian Aprilia rider reclaimed fourth place just one corner later.

After making contact—nearly resulting in a crash for both—Ogura finally managed to get past Bezzecchi to take over fourth position. The race continued, and Márquez went on to win with a lead of more than four seconds over Acosta, who finished second. Álex Márquez rounded out the podium in third place.

This Sunday, however, #93 demonstrated why he is the primary title contender. At the start, he attacked his brother Álex at the first corner and took the lead. After fending off a counter-attack from the Gresini rider, he began to build a gap, avoiding any unnecessary duels.

Pedro Acosta managed to overtake Álex on the tenth lap, but he posed no real threat to the lead. As tire wear intensified in the Sepang heat, Marc managed his pace, extending his lead over the KTM rider to more than 3 seconds. By the time he crossed the finish line, the gap was 4.123 seconds.

The advantage gained in Malaysia shifts the outlook for the final stretch of the season. Márquez leads with 399 points, ahead of Martín with 355, while Bezzecchi sits in third with 332. Although the Italian trails the Ducati-mounted Spaniard by 67 points, it is the rider in second place who defines the most immediate math for the championship decider.

The regulations allow for a maximum of 37 points per race weekend: 12 for a sprint race victory and 25 for a Grand Prix win. After Qatar, only the rounds in Portugal and Valencia will remain, with 74 points still up for grabs. To secure the title in Lusail, Marc needs to finish the round with a lead of at least 74 points over his rivals.

In practical terms, this means extending his current gap over Martín by 30 points throughout the weekend in Qatar. If the Spaniard—who rides for Aprilia—remains sidelined, Marc will need to score at least 30 points to establish the necessary margin. One possible scenario would be finishing 5th in the Sprint race and winning the main race on Sunday. Alternatively, if he wins the Sprint, a second-place finish in the Grand Prix would also be enough to clinch the championship.

The Malaysian round demonstrated that Márquez does not rely solely on raw speed to win. Consistently composed, the Spaniard remained in complete control of the situation all weekend long.

An eighth title in the premier class would place Márquez alongside Giacomo Agostini in the history books. Following a season defined by shifting circumstances and a significant climb up the standings, the #93 rider enters the final stretch with the chance to add yet another historic achievement to his already illustrious career.

The crown is not yet secured, but Malaysia has paved the way. Marc has effectively closed the door on his rivals and begun etching his name once more onto the iconic MotoGP trophy.

Now, it is simply a matter of managing his lead and seizing the first available opportunity in Qatar—provided the race goes ahead as planned—to turn his status as the favorite into yet another chapter in the history of world motorcycle racing. Once again, we are witnessing the unfolding of a victory forged through pure resilience.

MotoGP returns to action from November 6th to 8th in Lusail for the Qatar Grand Prix, the 20th round of the 2026 season.

by Autonews