AUTONEWS

GMC Hummer EV Icon | 25

General Motors is celebrating the 25th anniversary of the Hummer H2 with the introduction of the Hummer EV Icon | 25.

The special edition, according to the manufacturer, is “born from a legacy of bold design, cultural influence and unmistakable presence.”

In short, the vehicle has been given a striking Icon Yellow paint job inspired by the striking hue offered on the H2. Contrasting this is a series of black accents, including the wheels, fenders, mirrors and roof.

Interior changes are minor, but include a Jet Black cabin with unique infotainment graphics. They’re joined by a badge on the dashboard, signifying that the vehicle is one of only 250 examples built. Buyers will also receive an “exclusive souvenir,” but General Motors declined to say what that is, according to Autonews.

The Icon | 25 package will be offered on the 2X and 3X versions of the pickup truck and SUV. There’s no word on pricing, but 2026 models start at $97,825 before a $2,695 delivery fee.

In addition to the special edition, GMC has announced a few updates for the model year, including a North American Charging Standard (NACS) port, which allows for easy access to Tesla Superchargers.

Additional changes are limited, but buyers will find four new exterior colors known as Azurite Blue, Dark Ember, Dark Ridge and Deep Void Matte. There are also two new 22-inch wheel designs.

The 2027 GMC Hummer EV will go into production later this year and will feature familiar powertrains. That means the model will offer up to 865 kW/1,176 hp and can accelerate from 0 to 60 mph (96 km/h) in just 2.8 seconds.

 

AUTONEWS

Why the actual fuel consumption of plug-in hybrids is often higher

Plug-in hybrids often consume more than officially stated. An Empa study now shows the reasons for this: Whether the vehicles can actually exploit their environmental advantage in everyday use depends heavily on usage, ambient temperatures, and vehicle design. Regular charging, individual driving behavior, and vehicle characteristics such as weight play a decisive role.

Vehicles with plug-in hybrid drives are intended to facilitate the transition to electric mobility. They can cover shorter distances purely on electric power and offer a combustion engine as a backup for longer trips. According to Empa studies funded by the Swiss Federal Office for the Environment (FOEN), the actual proportion of purely electric driving depends heavily on usage – and in particular on charging behavior. “If someone owns a plug-in hybrid and does not charge the vehicle regularly, that person is effectively driving a heavier combustion engine vehicle. Due to the additional weight of the battery and electric motor, consumption can even be higher than with a comparable conventional gasoline engine,” explains study author Miriam Elser. Vehicle design is therefore also crucial: Vehicle weight, drive design, and battery size influence how efficiently a plug-in hybrid performs on the road.

Poor conditions significantly lower the advantage...Until now, findings on the actual fuel consumption of plug-in hybrids have been based primarily on everyday data collected in vehicles. This data comes from the so-called On-Board Fuel Consumption Monitoring (OBFCM), which has been mandatory for vehicles on the European market for several years. The OBFCM data shows that actual fuel consumption is significantly higher than the official type-approval values. “From such everyday data collected directly in vehicles, we know that consumption is higher, but we don't know why,” explains Elser. Information on ambient temperature, heating operation, or driving style is usually missing and is not covered by standardized type approvals.

To close this gap, Empa researchers examined twelve current plug-in hybrid passenger cars on a roller test bench in the laboratory. They measured electric range, power and fuel consumption, and CO₂ and pollutant emissions at different outside temperatures – including 23 degrees Celsius, minus 7 degrees Celsius, and minus 7 degrees Celsius with the heating switched on. They also tested more dynamic driving profiles. “This enabled us to distinguish for the first time between the influence of cold weather, heating, and driving style on the electric share and combustion engine operation,” says Elser.

The results show a clear pattern: Under ideal conditions, plug-in hybrids drive electrically for long periods and produce correspondingly low emissions. Under realistic everyday conditions, however, their efficiency advantage can largely be lost. Low temperatures, the heating, and dynamic driving significantly reduce the electric range. The combustion engine kicks in earlier and more frequently, and fuel consumption as well as CO₂ and pollutant emissions increase, in some cases significantly.

A balance is needed between weight and battery size...Empa's analyses further showed that the overall design of plug-in hybrids also has an influence. “It's not automatically the smallest car that performs best – but lighter vehicles with moderate engines and balanced battery sizes achieve better overall efficiency values in our measurements,” says Elser. Such vehicles tend to strike a good balance between electric range, energy consumption, and emissions.

Heavy vehicles require more energy per kilometer. In plug-in hybrids, the additional weight of the battery and drive system exacerbates this effect and can cause the combustion engine to kick in earlier and more frequently. Under unfavorable conditions, the electric range decreases significantly, while fuel consumption and CO₂ and pollutant emissions increase. Even very large batteries only show their advantage if they are charged regularly and the driving profiles match the electric range – at the same time, their additional weight permanently increases energy consumption.

European assumptions for Switzerland probably too conservative...The so-called utility factor plays a key role in the type testing of plug-in hybrids. It is a measure of the proportion of distance traveled electrically and is between 70 and 85 percent for plug-in hybrid vehicles. Until now, the EU has based its calculations on older commuter data from the US. However, real European OBFCM driving data showed that plug-in hybrids are driven significantly less on electricity in everyday use. For this reason, the calculation methodology for the European utility factor was adjusted in 2025. This is to be done again in 2027.

Empa researchers investigated whether these European assumptions also apply to Switzerland. To this end, they calculated the electric driving share for the first time based on national mobility data from the Microcensus Mobility and Transport. Typical daily driving distances were linked to the emissions and energy consumption data of plug-in hybrids tested on a roller test bench and additionally compared with real consumption data.

The result: A utility factor adapted to Switzerland, i.e., the statistically driven electric share, would tend to be higher than the European one, as shorter distances are covered on average and the proportion of company vehicles – which are strongly represented in Europe and are charged even less frequently than private plug-in hybrids – is significantly lower in Switzerland. However, without real data on charging behavior, uncertainties remain, according to Elser: “For example, we assumed that all users charge their vehicles every day.”

Realistic usage factors are key...Overall, the studies argue in favor of country-specific and realistic utility factors. This is because the electric driving share specified in the registration guidelines has a significant impact on the official figures for fuel consumption, electricity demand, and emissions. However, overly conservative assumptions could lead to plug-in hybrids becoming less attractive from a regulatory perspective. “It would be a shame if this technology lost its significance solely on the basis of methodological assumptions,” says Elser. “For many who are not yet able or willing to buy a pure electric car, a regularly charged plug-in hybrid can be significantly better than a pure combustion engine.” The key is to ensure that plug-in hybrids are used correctly and that their actual electric driving range is specifically promoted in everyday life – for example, through reliable charging infrastructure at home and at work, clear guidelines for charging capacity in fleets, and incentive systems that favor electricity over fuel.

 

by: Dr. Miriam Elser--miriam.elser@empa.ch

Empa.ch/Swiss Federal Office for the Environment (FOEN)

 

AUTONEWS

Greek bridge collapsed long ago, but drivers still use it

Residents and farmers near the city of Larissa do something every day that few would dare. They drive across a concrete bridge that collapsed nearly three years ago and has never been repaired. Despite the danger, the bridge remains a local route.

Residents and farmers near the city of Larisa in Greece cross a concrete bridge every day that has collapsed for nearly three years and has yet to be repaired. Despite the great danger, the bridge continues to be used as part of its daily route.

The problems began in September 2023, when the devastating storm Daniel hit Greece, Bulgaria, Turkey and Libya, causing thousands of deaths and extensive damage to infrastructure. The region of Thessaly, in northern and central Greece, was among the hardest hit, where flooding led to the collapse of 79 bridges.

One of them is the Palaiopyrgos bridge, the central part of which has sunk and is located only a few centimeters above the Pineios River. The damage is clearly visible, but this has not stopped drivers from using it as if it were fully functional.

Drone footage from local media outlet LarissaNet shows a Ford Ranger vehicle crossing the collapsed section of the bridge, in a crossing that appears extremely dangerous.

For local residents, using the bridge is a practical matter. The only alternative is a long detour onto a state road, which costs more time and fuel, especially for farmers who travel this route every day. However, any crossing over the damaged bridge carries the risk of ending in a serious accident.

The problems date back to September 2023, when devastating storm Daniel hit Greece, Bulgaria, Turkey and Libya, leaving thousands of people dead and destroying infrastructure across the region. Thessaly in northern and central Greece was hit hardest, with flooding so severe that 79 bridges collapsed.

Among the destroyed structures is the collapsed Palaiopyrgos bridge, whose central section now drops just a few centimeters above the Pineios River below. The deformation is impossible not to notice, but drivers of pickup trucks and SUVs continue to use the crossing as if nothing had happened.

Drone footage taken by local news outlet LarissaNet shows a Ford Ranger sliding down one side and up the other.

For the people who live there, ignoring the dangers of the collapsed bridge is a matter of simple practicality. The only other way to cross the river is to take a slow detour on a state road, and for farmers who are concerned about time and fuel consumption, that extra time and money quickly adds up. The problem, however, is that every crossing of the destroyed bridge carries the risk of turning into a rescue operation.

Three years after the storm, residents know that the infrastructure is damaged, but tourists have no such awareness. Traffic is officially banned, but without physical barriers, warning signs are easy to ignore. Navigation systems regularly direct travelers towards the dysfunctional crossing, forcing them to brake hard and make U-turns when a cracked concrete ramp appears in front of them.

If all goes well, the viral videos will finally force local authorities to put up actual physical barriers and prevent a serious accident before it happens.

 

AUTONEWS

Car‑free streets reduce noise and air pollution. More cities should have them

Every summer, cities around the world host car-free days and temporarily pedestrianize streets. Following their success elsewhere in the world, temporary pedestrianized streets are becoming more common in North America, such as for large sporting events, cultural festivals and farmers’ markets.

This year, as part of the FIFA World Cup, some cities in North America created pedestrianized fan zones for spectators and visitors. In Vancouver, the city pedestrianized a large stretch of Granville St. in the downtown core.

Doing so can help support local businesses, give public spaces back to people and retrieve them from cars. The City of Vancouver recently announced that Granville St. will remain pedestrianized until at least September.

Pedestrianized streets emerged in Europe more than seven decades ago. The two most notable precedents are Lijnbaan in Rotterdam and Strøget in Copenhagen. Despite apprehension from some business owners and a minority of drivers, many success stories have put those concerns to rest while often exceeding expectations.

These streets have proven to be major draws for pedestrians and cyclists, yielding increased economic activity without needing to inefficiently devote public spaces to private vehicles. Critics often worry that pedestrianization simply shifts traffic elsewhere. While the effects depend on local design, many cities have found that some trips disappear altogether as people switch routes, travel modes or destinations.

Pedestrianized streets are often evaluated economically, but their health benefits receive far less attention. Our recent study at Carleton University measured air and noise pollution experienced by people walking and cycling along Ottawa’s Queen Elizabeth Driveway (QED), with and without the presence of vehicles.

The QED is part of the National Capital Commission’s Bikedays program, which temporarily provides long stretches of its scenic roads to people on foot and bike. The program dates back to 1970, making it a pioneer.

However, despite extended hours during the COVID-19 era when downtown residents otherwise lacked recreational space and the adjacent pathways were overcrowded, the hours have since become restricted to daylight hours on weekends.

The QED presents a particularly enticing research opportunity because the roadway is exclusively open to pedestrians and cyclists on certain weekend hours in the summer. Accordingly, a near-perfect natural experiment allows the impact of vehicles to be measured.

We measured particulate matter and ultrafine particles (both of which are produced by cars and have numerous health consequences) and noise at 12 measurement stations along the roadway.

Traffic noise is not just the most annoying source of noise in cities; it’s affecting long-term health. Measurements along the QED from a combination of weekdays and weekends and at three times per day showed that air pollution was typically about 70 per cent higher when cars are present, while perceptible noise was about 50 per cent higher.

The presence of this noise may make the difference between being able to have a comfortable conversation and having to shout and strain to listen. Similar results were found in other studies, such as New York City’s Highline, which is an above-ground railway that has been converted to a pedestrian pathway.

Researchers found noise and air pollution were almost 40 per cent lower on the Highline relative to the street level. The impact of pollution and noise is particularly acute for stationary road users, such as diners at patios, who cannot easily move out of harm’s way.

The future of pedestrianization...Some might think that new technologies like electric vehicles will absolve vehicles of noise pollution. However, EV noise can approach the level of gas-powered vehicles — especially above about 50 kilometres an hour — due to tire noise, air turbulence and horns. And while EVs eliminate tailpipe emissions, their heavier weight results in greater tire-related particulate emissions.

The health and safety benefits of pedestrianized streets extend well beyond air pollution and noise. Without vehicles, collisions with people are virtually eliminated.

In 2023, one-quarter of the 1.2 million global road traffic deaths were pedestrians and cyclists who died after being hit by drivers. Not only are those deaths tragic, but the perceived risks prevent people from taking up cycling.

There are numerous physical and mental health benefits to walking and cycling. Ensuring that our cities have ample, pleasant and safe spaces to do so, particularly with access to amenities, would be a critical step forward for public health.

As YouTuber Jason Slaughter of the channel Not Just Bikes once said: “Cities aren’t loud; cars are loud.”

While the implementation details of pedestrianization are important, uncertainty should not be feared. Pedestrianized streets benefit people, businesses and the planet. It’s time to rethink our cities, especially the most car-centric ones.

A city for people, not machines...Cars are one of the primary sources of air pollution in urban areas. According to the European Environment Agency (EEA), road transport accounts for about 30% of CO2 emissions in EU cities. Road traffic causes suspended particulate matter (PM2.5 and PM10) to significantly exceed WHO standards in metropolises like Warsaw or Krakow. Conversely, air quality is noticeably better in places that restrict vehicle access, such as Copenhagen or Amsterdam. In the Danish capital, for example, a staggering 62% of residents choose to commute to work by bike. The concentration of PM2.5 there is lower than in cities of similar size dominated by cars.

Fewer cars also mean less noise. The World Health Organization estimates that street noise in large cities can cause stress, sleep disorders, and even increase the risk of heart disease. In the Dutch city of Groningen, the city center is almost entirely closed to cars. According to urban planners, noise levels there have dropped significantly compared to the 1970s, which corresponds to the subjective feeling of an environment being “twice as quiet.”

Space reclaimed, space secured...Cars occupy vast areas of our cities. In Los Angeles, where car culture is deeply rooted, parking lots and roads take up as much as 70% of the downtown area. In cities like Utrecht in the Netherlands, which prioritize cyclists and pedestrians, this space is being reclaimed for parks, squares, and cafes. Utrecht revitalized its city canals, removing parking lots in favor of boulevards and bike paths. The result? An increase in tourism and higher resident satisfaction with the quality of life.

Reducing car traffic also decreases the number of accidents. In the Netherlands, where cycling infrastructure is exemplary, the number of fatal road accidents per capita is one of the lowest in Europe—3.8 per 100,000 people in 2023, compared to 5.1 in Poland. Car-free cities also promote inclusivity—pedestrians, people with disabilities, and children gain a safer environment.

Proponents of car-free cities point to the growth of the sharing economy—from city bikes to car-sharing. In Paris, the Vélib’ city bike system records up to 300,000 trips a day. Meanwhile, Low Emission Zones (LEZ) reduced car traffic in the center of the French capital by 20% between 2015 and 2022. Such solutions help reduce the demand for cars and lower vehicle maintenance costs for residents. “The future of cities is not cars, but people. Streets should be meeting places, not parking lots”—this is one of the mottos of Anne Hidalgo. The Mayor of Paris has introduced an ambitious plan to restrict car traffic by 2030.

In the German city of Freiburg, the Vauban district was designed around the idea of car-free cities. Residents park their cars on the outskirts, and 70% of trips are made on foot or by bike. The result? As many as 80% of residents declare that their quality of life has improved. However, real estate prices in the increasingly popular district have also risen—by 25%.

Spanish Pontevedra is an example of a radical approach. Since 1999, the city center has been closed to cars, which reduced CO2 emissions by 67% and road accidents by 90%. The cost? Rebuilding streets and social campaigns cost €20 million. The city gained, but lost some businesses dependent on customer access by car.

In Singapore, the Electronic Road Pricing (ERP) system reduced traffic by 24% but raised living costs for drivers by 10–15% annually.

The Netherlands is the model for a bike-friendly city. In Amsterdam, 38% of trips are made by bike, and the city invested €600 million in cycling infrastructure between 2010 and 2020. The result? An 11% drop in CO2 emissions and 30% fewer road accidents in the center according to city reports. However, the Dutch model required decades of planning and a shift in mentality. The latter cannot be achieved everywhere in a short time.

Carleton University

 

AUTONEWS

BMW, Toyota, Bosch and Repsol test vehicles on 100% renewable petrol

On Wednesday, a group comprised of Toyota, BMW, Repsol, and Bosch announced the launch of a new pilot program in Spain aimed at highlighting how existing vehicles can operate in the real world utilizing exclusively renewable fuel. The pilot program, which is slated to last for six months, will specifically target the collection of tangible data showing that these types of fuel can play a major role in the future decarbonization of Europe’s mobility sector.

The initiative itself, which was launched in early July, will center around a fleet of 20 Toyota and BMW vehicles. These machines are not significantly modified from their standard production counterparts, and are slated to only use existing renewable fuel infrastructure for the test. Repsol brings its expertise there, as the brand is the only one in Spain to offer 100 percent renewable gasoline at its pumps by way of the Nexa 95 blend.

The fuel itself is made from RED-compliant feedstocks, such as used cooking oil and tallow, which result in greenhouse gas reductions compared to more traditional fossil fuels. This blend, the study's partners say, is compatible with the fuel systems in vehicles on the road already. Bosch’s slick digital fuel tracking system will be used to support the experiment by certifying the results of the renewable fuel.

“Technology openness is a key pillar of the BMW Group strategy – at the same time our goal is always to have more environmentally friendly and efficient vehicles on the road,” said Stefan Heller, head of development of the VEEF program for BMW. “Our BMW and Mini vehicles as a part of this future oriented pilot, will help to gain valuable data helping us to offer our global customer the best and most efficient powertrain also in the future.”

While we will have to wait for the specific results of the study, the idea is one that enthusiasts can surely get behind. Europe is largely still embracing a less-oil-dependent future when it comes to automobiles, and strict emissions regulations in many parts of the globe continue to push the limits of what automakers can do without the addition of electrification. If we want to continue to see gas-powered sports cars from the likes of Porsche, BMW, Ferrari, and Lamborghini, to name just a few, studies like this one from Repsol could be a game-changing development. That’s especially true if the fuel works in vehicles without a need to significantly retrofit the powertrain.

BMW Group, Toyota Motor Europe, Bosch and Repsol launched a six-month pilot project in Spain in July 2026. The aim is to demonstrate how existing vehicles can run exclusively on 100% renewable petrol. Around 20 BMW and Toyota vehicles are taking part in the test, using Repsol’s Nexa 95 petrol, while Bosch is providing a digital fuel tracking system.

Three key objectives...The project focuses on three areas:

* Availability of renewable petrol – Repsol is currently the only one offering 100% renewable petrol at public petrol stations in Spain.

* Digital fuel verification – Bosch is developing a Digital Fuel Twin system that tracks and verifies the use of renewable fuel throughout its entire life cycle.

* Operational deployment of the VEEF fleet – demonstrating that existing vehicles can already run on renewable fuels without additional infrastructure investment.

Bosch’s system collects data from vehicles, pumps and card transactions, ensuring transparent tracking and verification.

Scalable solution without new technologies...Unlike electrification, this project uses existing cars and infrastructure. Toyota and BMW vehicles show that renewable fuels can be implemented immediately as a drop-in solution. Nexa 95 is made from feedstocks that meet the EU Renewable Energy Directive (RED) and delivers significant greenhouse gas reductions compared to fossil fuels.

Spain was chosen because of the availability of the fuel and the support of local partners. Repsol emphasizes that renewable fuels expand consumer choice and allow emissions to be reduced without the need to buy new vehicles.

Technology neutrality in European policy...The European Union is currently emphasizing electrification, but this project shows that renewable fuels can play a complementary role. Data from the pilot program will be shared with European decision-makers to consider the possibility of including renewable fuel vehicles in future regulations.

Toyota warns that the goal of 100% zero-emission vehicles by 2035 may not be fully achieved. In this case, renewable fuels can fill the gap and accelerate the path to carbon neutrality, especially in combination with hybrid technologies.

Gasoline or electricity? This project shows that renewable fuels are not just a theory but a real and fast option for reducing emissions. While electrification requires huge investments and time, renewable gasoline offers an immediate solution that uses existing infrastructure and vehicles. If the results prove successful, Europe will gain a strong argument for a technology-neutral approach in the transition to sustainable mobility.

DOSSIER

SUZUKI

Suzuki SV-7GX

Just when it seemed Suzuki was set to retire its renowned 650cc V-twin engine—the same one powering the SV650 naked bike and the V-Strom 650—the brand launched the SV-7GX (technical specifications available at this link). This motorcycle brings back one of the best middleweight engines on the market, demonstrating Suzuki's continued confidence in the powerplant and its desire to offer something different.

The entry of Chinese manufacturers into the market has had a significant impact. For starters, the V-twin engine gives these bikes a distinctive character that competitors lack: most rivals use parallel-twin configurations with 270-degree crankshafts. Then there is the price; the company made a massive effort to keep the cost around €8,000.

Suzuki invited us to Montpellier, France, for our first test ride. I admit I was eager to see how this engine would perform under the mandatory Euro 5+ emissions standards. It is an engine that has always impressed me with its sound, ride feel, performance, reliability, and fuel economy.

Before sharing my impressions, I’ll look at the new features that set this model apart. While it is true that—to keep the price down—they omitted a six-axis IMU, installed a windshield that requires tools to adjust between its three positions, and didn't even offer cruise control as an option, the electronics have been updated to modernize a mechanical system that debuted 27 years ago.

A legendary engine... Fortunately, the new Suzuki SV-7GX retains the iconic 645cc, 90-degree V-twin engine. Featuring double overhead cams and four valves per cylinder, this engine boasts a track record of reliability spanning more than a quarter of a century. To meet Euro 5+ emission standards and align with the market trend toward computerized motorcycle management, engineers in Hamamatsu have updated the engine's management system and intake.

The key innovation is the adoption of a Ride-by-Wire electronic throttle system. With its introduction, fuel injection maps have been completely redesigned, and internal components—such as the flywheel and transmission gears—have been modified to meet the new electronic requirements.

Despite the constraints of strict Euro 5+ regulations, the engine maintains optimal performance, boasting a peak output of 73 hp at 8,500 rpm and 64 Nm of torque at 6,800 rpm. True to its mechanical heritage, the engine block continues to feature SCEM electrochemical treatment on the cylinder liners to minimize friction and optimize heat dissipation, alongside specialized pistons with L-shaped rings and under-piston oil jet cooling. Ignition is now handled by a dual-iridium-spark-plug system per cylinder, ensuring ultra-efficient combustion across the entire rev range.

The engine design was strategically conceived to optimize the motorcycle's ergonomics. The SV-7GX utilizes a downdraft air intake system, meaning the airbox is located directly beneath the fuel tank. Choosing this solution—rather than placing the airbox under the seat—reduces the space between the seat and the fuel tank. Consequently, even though the rider's seat is 10 mm thicker than that of Suzuki's naked model for added comfort, the seat height remains an accessible 795 mm.

The riding position falls between that of the V-Strom 650 and the SV 650: less upright than the former, yet less forward-leaning than the latter. It features a tapered aluminum handlebar that is 740 mm wide and positioned 17 mm higher and 24 mm closer to the rider compared to the SV650's.

Passenger comfort has also been improved. The seat is 20% thicker thanks to an extra 20 mm of foam, and the subframe—welded to the main frame just like on the SV (from which it inherits its engine and chassis components)—has been modified to incorporate a sturdy, standard-issue luggage rack. Consequently, the passenger benefits from generously sized, ergonomic grab handles and a durable plastic base for mounting a sizable top case.

Finally, regarding load-carrying capacity, it is worth noting the bungee cord attachment points on the rear rack; this rack is designed to sit flush with the rear seat, allowing for the secure transport of bulky items. As for the motorcycle's overall design, the emphasis on rear-end functionality contrasts sharply with the aggressive, sporty front end; the front and rear views look like those of two completely different bikes.

Electronics...The introduction of ride-by-wire throttle technology paves the way for integrating the brand's intelligent rider-assist systems. This is the Suzuki Intelligent Ride System (SIRS), an electronic coordinator that enhances both safety and performance on the Suzuki SV-7GX. Already found on the Japanese manufacturer's high-end models, the SIRS control unit manages the Suzuki Drive Mode Selector (SDMS), traction control, the bidirectional quick-shifter, the Easy Start system, and the Low RPM Assist function.

Let’s start with the Suzuki Drive Mode Selector (SDMS). It offers three power curves that can be adjusted even while the motorcycle is in motion. Mode A delivers immediate throttle response, reflecting its sporty character. Mode B—the default setting upon startup—is designed for balanced riding and provides moderate power output. Mode C is ideal for slippery surfaces, smoothing out power delivery by electronically capping maximum output at 61 hp (45 kW).

The traction control system (STCS) offers three levels of intervention, with the option to switch it off completely—even while riding. Like the ABS, the system does not rely on an Inertial Measurement Unit (IMU), meaning its operation is unaffected by the motorcycle's lean angle; this solution was designed to keep costs down without compromising safety. The equipment is complemented by a practical two-way Quick Shift system, allowing for upshifts above 2,000 rpm and downshifts from 1,700 rpm without using the clutch. Ultimately, this technology makes riding the motorcycle even easier, especially for those transitioning from the world of scooters.

The Easy Start system allows the engine to be started with a simple touch of a button, without needing to hold it down until the engine fires up. Additionally, the Low RPM Assist makes it virtually impossible for the bike to stall when pulling away, as it automatically increases engine speed.

Regarding the chassis, Suzuki employs a steel trellis frame integrated with the welded subframe found on its SV 650 naked model. This setup provides a blend of torsional rigidity and flexibility, offering an ideal balance for riding with a full load without compromising sporty handling.

The suspension setup prioritizes shock absorption over sporty performance. The front features a conventional, non-adjustable telescopic fork with 41 mm diameter tubes and 125 mm of travel. The rear utilizes a central monoshock with a linkage system—adjustable only for spring preload across seven positions—mounted on a tubular steel swingarm.

The braking system consists of dual 290 mm floating discs with axially mounted four-piston calipers (the SV had two), supplemented by a 240 mm rear disc, all combined with standard ABS.

With a full 17.4-liter tank, the motorcycle weighs 223.8 kg in running order (211 kg dry, including all fluids except fuel). Contact with the road is handled by Pirelli Angel GT II tires—touring tires that, as they have demonstrated to me more than once, leave nothing to be desired regarding grip during spirited riding.

All vehicle parameter management and telemetry data are centralized on a new 4.2-inch color TFT display, inherited from other models in the brand's lineup. This dashboard features an automatic light sensor to switch between day mode (white background) and night mode (black background) and also incorporates a small anti-glare visor.

Via the Suzuki Ride Connect+ app and a Bluetooth connection, the TFT display adapts its interface to provide turn-by-turn navigation, graphic map displays, real-time traffic alerts, and localized weather warnings. The system also adds entertainment features, such as call notifications, a calendar, and a detailed smartphone log that stores fuel consumption, trip history, and the last parking location. However, there is no mention of music control via the display if you are listening to music through your helmet.

Next to the instrument panel, there is a high-output USB-C port (5V/3A) designed to charge mobile devices or external navigation systems, should you be dissatisfied with the arrow-based directions provided by the Suzuki app.

In terms of design, this wind-tunnel-tested motorcycle comes standard with integrated handguards. Its lighting is all-LED, featuring a central dual-function (high and low beam) ellipsoidal headlight flanked by stylish, angular position lights directly inspired by its larger sibling, the GSX-S1000GX. It is a shame that, for cost reasons, they did not opt ​​for daytime running lights instead of standard position lights.

Dynamically, the Suzuki SV-7GX stands out for its ease of handling. It is a sensible motorcycle that—while its front-end design catches the eye of sportbike enthusiasts—is perfect for daily use.

Overall ergonomics are impressive, thanks to the comfort and support of the plush seat. However, taller riders (myself included, at 1.80m with long legs) will notice that the footpegs are positioned quite high and slightly rearward, forcing the knees to bend. The short distance between the seat and the footpegs dictated the design of a narrow, moderately high seat (795 mm); this allows riders of any stature to ride comfortably in the city, while the high footpegs add a sporty touch, preventing scraping on winding roads during weekend rides.

The wind protection provided by the front fairing is remarkable at any speed, with no trace of turbulence—even after testing the fairing at two different height settings, an adjustment that does, however, require the somewhat tedious use of tools. In terms of the engine, the ever-reliable V-twin retains its proverbial flexibility, paired with very relaxed highway gearing: at 4,000 rpm, you are doing 100 km/h; at 4,500 rpm, 110 km/h; and at a comfortable 5,200 rpm, you reach 120 km/h. The SIRS electronic management system is impeccably simple, allowing you to switch between the three engine modes (A, B, and C) at any time, even with the throttle slightly open.

The real limit for sporty riding is set by the suspension setup. Despite featuring a rear linkage system that provides progressive damping, the overall package feels unbalanced. The conventional fork is excessively soft, with little damping on both compression and rebound, and offers no adjustability.

At the rear, the shock absorber uses a notably stiff spring—a solution the engineers justify as necessary for handling heavy loads or passengers, but one that compromises ride quality compared to the stability of a V-Strom.

Regarding the brakes, although improvements have been made over the SV 650, the lack of suspension-controlled damping is even more noticeable. The front brake bite is impressive thanks to its powerful performance and, above all, the excellent feel at the lever, which encourages late braking given the tires' good grip. It is a very enjoyable bike to ride smoothly on good asphalt, but on uneven surfaces, the rear end feels stiff if you are a light rider (I weigh 68 kg).

At a relaxed pace, the bike handles gracefully, but as soon as you push for sporty riding, weight transfer compromises handling, making the bike feel somewhat clumsy due to a lack of precision. With minor adjustments to the front and rear suspension, the dual-purpose nature of the bike would have been truly complete and realistic; however, recognizing that their primary customers would be urban and interurban riders, they opted for this specific approach. This allowed them to better position the price in the face of growing demand for motorcycles from China. The SV-7GX starts at €7,999 for the solid "Gloss White" version, rising to €8,300 for the three other versions featuring pearlescent, matte, or two-tone paintwork. Orders are already being accepted, but initial deliveries will not take place until September.

 

by Autonews

TUNNING

ABT Sportsline Lamborghini Urus SE 910 KS

Sa ovim Urusom SE, ABT Sportsline navodi da pomera granice onoga što je moguće. Na osnovu Lamborghini Urusa SE stvoreno je vozilo koje podiže snagu, ekskluzivnost i preciznost na beskompromisno sportski nivo.

Cilj je bio da se izvanredni SUV pretvori u upečatljiv izraz na svakom putu – i vizuelno i u pogledu dinamike vožnje.

* Power S Performance nadogradnja od 910 KS (669 kW) sa obrtnim momentom od 1.100 Nm

* Aerodinamički paket od ugljeničnih vlakana (prednji spojler, bočni pragovi, kućišta retrovizora, zadnja proširenja)

* Opciono ABT zadnje krilo sa sjajnim aerodinamičnim lopaticama od ugljeničnih vlakana

* ABT izduvni sistem od nerđajućeg čelika sa prepoznatljivim izduvnim cevima (Ø 105 mm)

* 23-inčne ABT High Performance IRL23 kovane felne u sjajno crnoj boji

The factory-spec Lamborghini Urus SE Performante didn't hold the title of most powerful Urus for long. German tuner ABT Sportsline has developed an upgrade that boosts the hybrid powertrain to 910 hp—98 horsepower more than the top-tier factory model. Torque rises to 1,100 Nm, while the standard electric system continues to operate exactly as before.

The ABT Power S package adds 110 hp and 150 Nm to the standard Urus SE. It costs 5,000 euros, excluding installation and homologation. And that’s not even the limit: for those wanting more than 910 hp, ABT can build a version producing up to 1,000 hp upon request.

On the outside, the tuned crossover stands out with carbon fiber body accents and 23-inch forged ABT IRL23 wheels. It rides on 285/35 ZR23 tires at the front and 325/30 ZR23s at the rear. The list of available components also includes a front splitter, side skirts, rear bumper elements, and mirror caps.

For comparison, the standard Urus SE delivers 800 hp and 950 Nm, accelerating from 0 to 100 km/h in 3.4 seconds and reaching a top speed of 312 km/h. The factory Urus SE Performante produces 812 hp and 1,000 Nm—dropping the sprint time to 3.3 seconds while maintaining the same 312 km/h top speed.

ABT has not yet released performance figures for the 910 hp version. It is too early, therefore, to say whether it is faster than the factory Performante, which received not only more power but also comprehensive changes to its chassis, aerodynamics, and suspension. For now, ABT has just one card up its sleeve, but it’s a strong one: raw power.

Autonews