AUTONEWS

Electric trucks: Reliable on the road and profitable as energy storage

Electric trucks could help freight carriers reduce energy costs and ease financial pressures: Their batteries can also serve as energy storage for the depot or the public grid. As the SPIRIT-E research project comes to a close, a consortium led by the Technical University of Munich (TUM) demonstrates how the vehicles can be integrated into the energy system and what conditions must be met for their economically viable operation.

In a test environment, the project partners simulated how the vehicles could charge when electricity prices are low and sell electricity back when prices are higher. This could provide freight carriers with an additional source of revenue in the future.

To make this possible, the consortium developed and tested the necessary interfaces between trucks, charging stations, energy management systems, electricity marketers, and grid operators, including a reservation system for charging stations.

Electric trucks supply buildings and other vehicles with electricity...The researchers tested the underlying technology at a freight forwarding company in Regensburg. They used an electric truck with a usable battery capacity of 480 kilowatt-hours. Using a bidirectional DC charging station, the truck fed electricity back at a power output of up to 350 kilowatts.

Three applications were tested: The truck supplied electricity to other vehicles (vehicle-to-vehicle), supported the power supply at the company’s premises (vehicle-to-site), and fed electricity into the public grid (vehicle-to-grid). Communication between the vehicle and the charging infrastructure was based on the international standard ISO 15118-20.

Accompanying research: Reliability first, then economic viability...In addition to the joint project results, the TUM Chair of Automotive Technology conducted accompanying research to determine whether and how freight carriers can reliably operate electric fleets and how the transition can be made economically viable. The research drew, among other sources, on real-world driving data from six German heavy-duty vehicle fleets covering a total of 2.15 million recorded kilometers. The key findings:

-Reserving charging points: If electric trucks can reserve public charging points in advance on long-haul routes, planning reliability improves. Depending on the scenario, the median additional time required compared with diesel trucks falls to around 1 to 4 percent.

-Plan the fleet and depot together: With dedicated charging infrastructure at the depot, a significantly larger share of the fleet can be reliably operated on electricity than with public charging alone. Companies that also include solar power and battery storage in their planning can save 25 to 44 percent more than by converting the trucks alone.

-Rethinking dispatch planning: If route planning takes charging flexibility into account, charging can be deliberately scheduled for periods when electricity is less expensive. Depending on the mix of transportation orders, this reduces the fleet’s total costs.

-Integrate the depot intelligently into the energy system: Smart integration with the power grid and electricity market reduced the total costs of the fleets studied by an average of 1.7 cents per kilometer. With bidirectional charging, the reduction reached 6.1 cents per kilometer.

How freight carriers can reduce their electricity costs...Using the stored electricity at the depot is particularly promising. For example, electric trucks can charge using surplus electricity from a photovoltaic system during the day and supply that electricity again later. This can increase the amount of a company’s electricity demand that it meets from its own generation. The vehicles can also cover short-term spikes in electricity demand, helping to avoid costly peak loads.

The project team estimates that this could reduce energy costs by around 10 percent. For a truck traveling 100,000 kilometers a year, that is equivalent to the energy cost of driving 10,000 kilometers. How much a freight carrier can save depends primarily on annual mileage, vehicle downtime, and electricity prices. Vehicles used for regional transportation and returning regularly to the depot are particularly well suited to this approach.

Challenges to implementation...The project results show that the biggest hurdles now lie less in technical implementation than in grid integration and the economic framework. At many depots, for example, the existing grid connection capacity is insufficient to charge larger fleets of electric trucks. Flexible grid connection agreements, battery storage, or shared charging infrastructure can help overcome these constraints.

There are also currently no uniform standards for marketing the electricity stored in truck batteries. Many providers use proprietary technical solutions that are incompatible with one another. It also remains to be determined how responsibilities and revenues should be divided among freight carriers, vehicle manufacturers, and electricity marketers.

“SPIRIT-E has shown that heavy-duty electric trucks can be much more than just new electricity consumers. Technically, they can be integrated into the energy system as flexible storage systems. The task now is to standardize and scale the solutions that have been tested and turn them into viable business models. This will require researchers, grid operators, industry, the logistics sector, and policymakers to work together,” says Prof. Markus Lienkamp, holder of the Chair of Automotive Technology at the TUM School of Engineering and Design.

The phrase "reliable on the road and profitable as energy storage" captures a major breakthrough in commercial logistics and energy management demonstrated by the SPIRIT-E research project.

Led by the [Technical University of Munich (TUM)] "Electric trucks: Reliable on the road and profitable as energy storage" TUM) in collaboration with industry giants like MAN Truck & Bus, Shell (SBRS), and Fraunhofer IEE, the consortium proved that heavy-duty electric trucks can double as mobile, virtual power plants. Rather than acting as a strain on the electrical grid, idling fleet vehicles can actively generate secondary revenue streams.

The core technology & setup...The project moved beyond pure simulation, executing real-world testing at a freight depot in Regensburg, Germany, with a concrete setup:

• The vehicle: A heavy-duty electric truck equipped with a 480 kWh battery capacity.

• The infrastructure: A high-powered, bidirectional DC charging station delivering an output of up to 350 kW.

• The software: Standardized communications utilizing ISO 15118-20 protocol paired with smart energy management and reservation systems to dynamically sync trucks, grid operators, and electricity marketers.

The three operational use cases...The trial successfully validated three primary bidirectional charging paths, proving that vehicles can reliably return power depending on commercial and grid needs:

1. Vehicle-to-Vehicle (V2V): Directly supplying power from an idle truck's battery to charge another logistics vehicle on-site.

2. Vehicle-to-Site (V2S): Powering the freight depot's buildings and facilities. This allows companies to store low-cost midday solar energy in their trucks and discharge it later to completely avoid expensive grid peak-load fees.

3. Vehicle-to-Grid (V2G): Feeding electricity directly back into the public grid during peak demand windows when power prices surge.

Financial gains: The 10% rule...Smart battery utilization translates directly into massive operation savings for freight carriers:

• 10% energy cost cut: Integrating smart grid arbitrage and peak-shaving lowers overall fleet electricity costs by an estimated 10%.

• The mileage equivalent: For a standard commercial truck averaging 100,000 kilometers a year, a 10% cost reduction essentially equates to saving enough energy to fund 10,000 kilometers of entirely free driving.

The prime candidates for this model are regional distribution fleets that return reliably to a central depot overnight or during fixed shifting breaks, providing highly predictable windows for energy trading.

This dual benefit describes Electric Vehicles (EVs) powered by advanced battery technology (specifically when integrated with Vehicle-to-Grid, or V2G, technology).

Here is why they are both reliable on the road and highly profitable as energy storage units:

1. Why they are reliable on the road...EVs have proven to be exceptionally dependable for daily transport due to their simplified engineering:

• Fewer moving parts: Unlike internal combustion engines with thousands of moving components, electric drivetrains have very few. There are no spark plugs, pistons, valves, or exhaust systems to fail.

• Low maintenance: They eliminate the need for oil changes, fuel filters, or timing belt replacements, significantly reducing the likelihood of mechanical breakdowns.

• Instant performance: Electric motors deliver immediate torque and smooth acceleration, providing consistent performance in various driving conditions.

• Regenerative braking: This system uses the motor to slow the vehicle, saving energy while dramatically reducing wear and tear on the physical brakes.

2. Why they are profitable as energy storage...When parked, an EV is essentially a giant, mobile lithium-ion battery. Through Vehicle-to-Grid (V2G) and smart charging technologies, owners can turn this idle asset into a revenue stream:

• Arbitrage (Buy Low, Sell High): You can program the vehicle to charge at night when electricity demand and prices are at their lowest. During peak afternoon hours—when electricity prices spike—you can sell that stored power back to the utility grid at a premium.

• Grid stabilization services: Utility companies pay EV owners to keep their cars plugged in to help balance the grid. Your battery can quickly absorb excess renewable energy (like solar surges at noon) or discharge power during brief grid shortages, earning you passive income.

• Home backup power (V2H): Instead of selling to the grid, the battery can power your home during peak hours or blackouts. This lowers your monthly utility bill by avoiding expensive peak-rate electricity.

Electric trucks can reduce freight energy costs by around 10% when used as mobile energy storage for depots and the public grid.

Key findings from the SPIRIT-E Project:

• Consortium leadership: A project led by the Technical University of Munich (TUM) demonstrated how electric truck fleets integrate into power grids.

• Battery & power specifications: Tested using an electric truck with a 480 kWh usable battery capacity and a bidirectional DC charging station delivering up to 350 kW of power output.

• Communication standard: Utilized ISO 15118-20 for vehicle-to-grid communication.

Tested applications:

• Vehicle-to-Vehicle (V2V): Supplying electricity directly to other utility or transport vehicles.

• Vehicle-to-Site (V2S): Supporting facility power demands at company premises, covering short-term spikes and avoiding costly peak loads.

• Vehicle-to-Grid (V2G): Feeding stored energy back into the public electricity grid when market prices are high.

Economic impact:

• Cost reduction: Smart energy use can cut a freight carrier's total energy costs by roughly 10%.

• Optimization factors: Financial viability depends heavily on annual mileage, vehicle downtime at the depot, and regional electricity price fluctuations. Regional transport trucks returning regularly to base yield the highest returns

Technical University of Munich (TUM)

 

FORD

Why Ford’s new pickup truck has a bit of Tesla in it?

In 2027, Ford will launch the Fathom, an electric pickup truck—classified in North America as a "mid-size truck"—which is longer and heavier than the pickups sold in Europe. For the vehicle to be a success, it must be affordable; this requires a rapid manufacturing process. Ford has a long-standing tradition with this type of vehicle—after all, the brand has led pickup truck sales in the North American market for over four decades.

To reduce production costs for the Fathom, Ford has turned to a solution that Tesla was the first to adopt and recognize the potential of: "gigacasting." While not invented by Tesla, this technology was developed by the Italian company Idra, which created the "Gigapress"—a machine capable of producing large, complex parts through a process that combines forging and stamping.

Ford intends to market the Fathom at a starting price of $28,000 (approximately €25,000). This level of affordability is only possible thanks to gigacasting, which allows the entire front section of the chassis to be cast as a single piece of aluminum. Previously, this area would have required 146 separate parts that had to be welded together—a process that wasted both time and money. Not content with the cost savings achieved on the front chassis, Ford has applied the same approach to the entire rear section. As a result, the Fathom will likely be faster to manufacture than even the smallest vehicle in the American brand’s lineup.

The Gigapress technology will not be limited to the Fathom; it will be used for all new electric models built on Ford’s dedicated battery-electric vehicle architecture, the "Universal EV Platform." The manufacturing process involves heating ingots of an aluminum-based alloy—up to 700ºC, according to Ford—and then injecting the material into a mold; this is similar to the method used to produce pistons and forged wheels.

The innovation introduced by Idra begins when the massive press—from which the equipment gets its name—comes into play. It is capable of exerting immense pressure, allowing for the casting of large, highly complex parts in a single "stroke." Ford has not disclosed the pressure used in its Gigapresses; however, Tesla initially employed a force of 6,000 tons for the Model Y—three times that of a conventional press used for stamping steel sheets—and later received its first 9,000-ton Gigapress, designed to produce the entire platform for the Cybertruck in a single "stroke."

Though the Ford F-150 Lightning represented a great first attempt at building an all-electric pickup from the Blue Oval, the project was ultimately a failure and our 2023 Truck of the Year has already been discontinued.

However, Ford has shown that it’s also very good and designing and developing small pickups. The successful Ford Maverick, a compact that won our 2026 Truck of the Year award, offers the right blend of utility and value.

Now, the automaker attempts to combine renewed electric vehicle development with its small truck competency in the form of the 2028 Ford Fathom.

That’s we’re expecting Ford to call the new model, based on a patent it filed on August 5, 2025. Whether or not the Fathom name has enough cachet to make the new EV a success remains unknown, but we see the logic in calling back to a prior-generation car with a pickup bed.

Though the Fathom has a pickup bed, it should have car-like handling due to its “skateboard” chassis, with LFP batteries slung below the floor. Ford is expected to aim for as much range as possible, so even though there are likely to be single- and dual-motor variants of the Ranchero, we suspect the motors will be tuned for a balance of hauling capability and frugality, rather than acceleration.

Beyond aerodynamic packaging, the Fathom is also designed to comfortably carry passengers in both rows. Ford says the electric truck will have more space for people inside the cabin than the RAV4, which bodes well for the miniaturized pickup.

Ford Fathom midsize EV pickup spotted testing in Arizona (image above)

As far as tech and safety equipment, we suspect Ford will look to match the Maverick’s value by going slightly beyond the basics. That should give it a leg up over the Slate Truck, which is as stripped down as a modern vehicle comes.

Until the 2028 Ford Fathom is revealed, we can only speculate, but Ford has the opportunity to pull off a big win if it nails the execution on this small pickup.

Multiple battery pack sizes will be available for the 2028 Ford Fathom, according to the automaker. The lithium iron phosphate (LFP) batteries don’t have the same energy density as nickel manganese cobalt batteries, but they are not as expensive.

That should help keep the Fathom’s price down. Ford says these LFP batteries are well-suited to the Ranchero’s purpose, however, as the small truck’s duty cycle emphasizes efficiency above all else.

Ford hasn’t spoken to the active safety technology that will be offered on the 2028 Fathom, but we can surmise what kind of equipment it will have based on the similarly priced Maverick. That will probably include the Ford Co-Pilot360 suite, which bundles emergency braking, automatic high-beams, and lane-departure warning.

Other equipment could include lane centering and adaptive cruise control. Ford’s BlueCruise hands-free driving technology is another possible feature that could make its way to the 2028 Fathom.

Cab and box configurations...At debut, it appears the 2028 Ford Fathom will arrive with just one body style configuration. A crew cab with four doors will be paired with a short bed, likely measuring around four feet.

Every Maverick has a 54.4-inch-long bed with 53.3-inch width, plus a multi-position tailgate and at least six tie-down points for versatile cargo management. We would bet on Ford using these figures as the benchmark for the 2028 Fathom’s box.

Towing and payload...Ford has yet to detail the Fathom’s towing and payload specifications, but we can look to the Maverick yet again to set our expectations. The compact Maverick can tow up to 2,000 pounds with either its gas-only or hybrid powertrains. It can double that figure with the 4K Tow package and AWD.

As for payload, most Maverick models can haul 1,500 pounds, though that number falls to 1,140 for Tremor variants.

Ford has announced that the Fathom will start at $29,945 ($28,350 plus a $1,595 destination fee) with a standard-range lithium-ion phosphate battery of as-yet unknown size. Ford has confirmed a higher-capacity battery will be available for extra cost, as will an optional all-wheel-drive upgrade over the base model’s standard rear-wheel drive.

With higher-capacity batteries and dual-motor all-wheel drive, expect that sum to rise to around $45,000 when fully equipped. That’s a similar pricing model to the Ford Maverick’s, which begins just under $30,000 and caps out at a starting price under $44,000 for the off-road Tremor variant.

by: Autonews

 

AUTONEWS

How cities can make room for robotaxis

Driverless taxis are moving from pilot projects to real-world deployment. Researchers at EPFL are studying what cities must do it they want to integrate robotaxis without increasing congestion or weakening public transport.

Switzerland recently launched its first driverless taxi service in Furttal, near Zurich. As the so-called robotaxi services become a reality, researchers are increasingly focusing not just on their technical feasibility, but on how large fleets of autonomous vehicles can be integrated into transport systems, while also extending mobility options to currently underserved rural regions.

Kenan Zhang, professor at the EPFL Laboratory for Human-Oriented Mobility Eco-System (HOMES), studies how robotaxis can be integrated into transportation networks. She analyzes many factors, from fleet allocation to parking placement and social reception. “Robotaxis are technically feasible, but their future depends much more on regulation, public acceptance, economics, and integration with cities and public transport systems,” says Zhang.

In a series of studies published in Transportation Research, Zhang and her team present artificial intelligence methods that are able to coordinate large fleets of autonomous vehicles and optimize where those vehicles wait and park when not carrying passengers. The findings suggest that future robotaxi networks could be coordinated in ways that reduce waiting times, improve vehicle utilization, and expand service availability, including areas that are traditionally underserved by on-demand transport.

Serving remote areas...Certainly, taxi drivers naturally circulate around busy areas such as urban centers, airports, and train stations, leaving suburban and less densely populated areas with fewer transport options. A fleet of autonomous vehicles, on the other hand, could tackle this limitation by dispatching vehicles strategically, helping maintain service in suburban areas.

To this end, cities may need to coordinate thousands of autonomous vehicles, ensuring that enough vehicles are available where passengers need them. To study a centrally coordinated fleet management, Zhang and her colleagues developed reinforcement learning algorithms using real-world data from the city of Shenzhen, in China. In this centralized approach, rather than allowing each vehicle to make independent decisions, the system continuously redistributes vehicles across the city according to anticipated demand, helping maintain service quality and ensuring availability in neighborhoods that are often overlooked by conventional ride-hailing operators, such as Uber.

However, robotaxis could solve one urban headache while creating another. “As autonomous vehicles reduce the need for traditional parking, they may also spend more time circulating on the streets while waiting for passengers,” says Zhang. To address this issue, she suggests the introduction of new regulations, such as limiting driverless vehicles without passengers, charging fees for unnecessary circulation, or creating dedicated waiting areas.

Complementing public transport...Even if the technology is ready, one of the key factors for its successful deployment will depend on whether autonomous transport can complement, rather than undermine, sustainable mobility systems. In such a system, autonomous vehicles would become one component of a broader transport ecosystem, extending the reach of public transport instead of drawing passengers away from it.

However, the long-term cost of large-scale robotaxi services remains uncertain. If robotaxis become cheaper, more people may be willing to use them, increasing both their potential benefits and the risk of competition with public transport. “That would not be a good thing, because public transportation will always be more efficient in transporting travelers with limited vehicle space, road capacity, and energy consumption,” says Zhang.

Switzerland represents a particular case when it comes to adopting autonomous taxi services. The country already has a high-quality public transport network with extensive coverage across most urban areas. These factors can limit the demand for robotaxis, in particular in the city centres.

A cascading effect...“Considering all these technical and economical dimensions, at the beginning adoption of autonomous taxis will not be evenly spread,” believes Zhang. Major cities in countries such as the United States and China could undergo widespread deployment within the next decade. Then autonomous driving and robotaxis might benefit from a cascading adoption effect. “Once a city demonstrates that robotaxis can operate safely and efficiently, other cities with similar transport needs are likely to follow,” concludes Zhang.

The next challenge researchers need to address is ensuring that the computational models developed remain effective when deployed in real cities, where travel demand, infrastructure, and human behavior are far more complex than in simulations.

AV readiness is more than permitting...A city’s responsibilities do not disappear when vehicle regulation sits at the state or national level.

Cities still manage streets, traffic operations, emergency response, construction zones, special events, curbs, transit interfaces and much of the information needed to operate safely in a complex urban environment.

Austin therefore engages with AV operators on practical issues that directly affect operations.

One priority is first-responder preparedness.

Rather than having firefighters or police encounter an unfamiliar automated vehicle for the first time during an emergency, Austin organizes training where responders can see the vehicles, access them and understand how they should interact with them.

This seems operational, but it is also a governance principle: prepare institutions before deployment scales.

Digital information matters — but basic infrastructure still matters too...Automated vehicles depend on sophisticated sensing and mapping. Yet urban environments change constantly.

Roadworks appear. A street closes for an event. Emergency responders redirect traffic. A police officer gives instructions that conflict with a traffic signal.

Cities therefore have an important role as information providers.

Austin shares information on road closures, events and other changes in the right-of-way and is progressively improving how this information can be communicated digitally.

At the same time, the city’s experience provides an important reminder: preparing for AVs does not necessarily mean installing expensive AV-specific infrastructure everywhere.

Clear striping, understandable signs, well-designed intersections and visible restrictions help automated vehicles — but they also help human drivers, cyclists and pedestrians.

Investment in a clearer and safer right-of-way can therefore create benefits regardless of how quickly vehicle automation develops.

Robotaxis also change the curb...Pickup and drop-off is emerging as another important interface between cities and automated mobility.

When an AV repeatedly stops in an inappropriate location, the immediate issue may be vehicle behavior. But repeated conflicts may also reveal a deeper infrastructure problem: people are trying to access a destination for which the city has not provided an appropriate pickup or drop-off space.

That transforms an operational complaint into planning information.

As ride-hailing and robotaxis increase demand for short-duration curb access, cities may need to reconsider how much curb space is allocated to parking compared with passenger loading, deliveries, cycling infrastructure and other uses.

The arrival of automated vehicles therefore reinforces a trend that was already underway: the curb is becoming active mobility infrastructure rather than simply a place to store vehicles.

Incident reporting can support continuous improvement...Austin has also developed a public dashboard for autonomous vehicle incidents reported by residents, first responders and city staff.

Importantly, the objective is not simply to count incidents. Repeated reports can help determine whether a problem originates with vehicle behavior, infrastructure, temporary traffic control or another part of the transportation system.

That information can then be discussed with AV companies — and can also trigger changes on the city side.

This creates something cities will increasingly need as automated mobility scales: a structured feedback loop between technology providers, public agencies and road users.

Cities should define their expectations now...One of the most important lessons from Austin is therefore that cities do not need to wait for comprehensive AV regulatory authority before preparing.

They can already identify what they expect from operators.

They can prepare first responders.

They can improve road and curb infrastructure.

They can establish channels for incident reporting and learning.

They can determine what operational data would be useful.

And they can start asking how automated mobility should support existing public objectives — from Vision Zero and accessibility to transit integration and efficient use of public space.

The infrastructure decisions cities make today will remain long after today’s generation of autonomous vehicles has changed.

AV readiness should therefore not be about redesigning a city around a particular technology.

It should be about building a transportation system capable of accommodating new technologies while continuing to serve the public interest.

Cities can make room for robotaxis by implementing strategic urban planning, proactive regulatory frameworks, and infrastructural adjustments. Instead of letting autonomous vehicle (AV) companies dictate street design, cities can actively manage how robotaxis integrate into the existing transport ecosystem to prevent gridlock and complement public transit.

Here are the key strategies cities are using to make room for robotaxis safely and efficiently:

1. Smart curb management & dedicated hubs: To prevent robotaxis from blocking traffic during pickups and drop-offs, cities must rethink curb space.

• Designated pickup/drop-off points: Moving away from door-to-door service by establishing fixed, off-street pickup zones reduces sudden stops on busy roads.

• Dedicated waiting areas: Creating geofenced staging lots for empty robotaxis ensures they don't constantly idle or circle public streets while waiting for the next fare.

2. Upgrading digital and physical infrastructure...While AV companies train vehicles to navigate existing roads, physical and digital optimizations dramatically increase safety and efficiency.

• Enhanced lane visibility: Maintaining high-contrast lane markings and clear, standardized road signage helps vehicle cameras interpret the environment flawlessly.

• Live data sharing: Cities can feed real-time data regarding sudden road closures, construction zones, and special-event traffic directly to AV operators.

• Anti-degradation tech: Addressing "urban canyons" by mapping satellite signal degradation between skyscrapers helps maintain precise vehicle localization.

3. Reclaiming redundant parking space...As private car ownership drops and automated fleets use less stationary parking, massive amounts of urban real estate open up.

• Expanding active mobility: Cities can systematically convert redundant street parking into wider sidewalks, protected bike lanes, and green infrastructure.

• Low-traffic neighborhoods: Designating specific zones or school districts where robotaxis are strictly slowed down or entirely excluded prioritizes pedestrian safety.

4. Directing traffic with pricing and regulations...Without dynamic regulatory boundaries, cheap autonomous rides risk overwhelming roads and undercutting mass transit.

• Congestion and "empty mile" fees: Taxing operators for vehicles circulating without passengers discourages constant cruising.

• Prioritizing shared rides: Implementing road-pricing structures that favor pooled or high-occupancy AVs over single-passenger "driverless taxis" maximizes road capacity.

5. Integrating with public transit...The most successful integrations position robotaxis as a "first-mile, last-mile" extension of mass transit, rather than a competitor.

• Transit partnerships: Setting up service agreements where transit agencies dictate service boundaries, implement fare caps, and manage bookings within a unified public transit app (similar to pilots in Oslo and Dallas).

• Suburban coverage: Incentivizing fleets to service low-density outer suburbs helps connect isolated riders to central train or bus terminals

 

AUTONEWS

How Porsche increased profits despite a 16% drop in sales

Porsche’s operating profit rose to 1.74 billion euros in the first nine months of 2026, even though the company sold 16% fewer vehicles compared to the same period the previous year. The German manufacturer managed to restore profitability against a backdrop of declining revenue and persistent challenges in markets such as China.

The German manufacturer reported today (October 27) that sales between January and September fell to 25.282 billion euros—a 5.9 percent decrease compared to the previous year—following a drop in vehicle deliveries to 178,532 units, down 16 percent from the same period in 2025.

The company, a subsidiary of the Volkswagen Group, posted an operating profit of 1.735 billion euros for the same period, compared to 40 million euros the previous year.

The operating return on sales for the first three quarters rose to 6.9 percent (up from 0.2 percent the previous year).

Porsche CEO Michael Leiters stated that the company is focusing on its core business, a competitive cost structure, and a sustainable increase in its profit-generating capacity.

According to the manufacturer, the improvement in operating return on sales is partly due to the fact that, in the previous year, Porsche recorded 2.7 billion euros in expenses related to a strategic reorganization, which includes the discontinuation of certain electric vehicle models.

In the first nine months of 2026, these expenses totaled approximately 500 million euros.

Porsche has reaffirmed its forecasts for 2026, projecting revenue between 35 billion and 36 billion euros, with an operating return on sales of between 5.5 and 7.5 percent.

The results, released on October 27, reflect Porsche’s strategy of prioritizing profitability over sales volume. However, this recovery also benefited from a reduction in the extraordinary charges that had weighed on the company’s 2025 financial statements; therefore, the improvement cannot be attributed solely to commercial performance.

Leiters presented his strategy for the automaker to investors earlier this month. He plans to offer greater customization and exclusive models with higher profit margins—a move that will reduce the group’s overall scale but is expected to boost profits.

This approach was bolstered by a 12% increase in sales of the 911—the company’s flagship, high-margin model—which was the only vehicle in Porsche’s portfolio to see sales growth during the first nine months of the year.

"We are implementing our strategic realignment consistently and at an accelerated pace. Our focus is on our core business, a competitive cost structure, and a sustainable increase in our profitability," Leiters stated.

"Through the measures already in place, we are laying the groundwork to position Porsche as a stronger, more focused, and more profitable company in the long term."

Shares in the company rose 2.3%, with analysts at Jefferies highlighting third-quarter margins that exceeded expectations—surpassing 10%—a notable improvement from the record low of 1.1% seen in 2025.

The operating profit of 1.74 billion euros for the first nine months follows a weak performance in the previous year, when the company recorded a profit of just 40 million euros—a period in which the automaker was hit by rising costs, largely linked to its disrupted electrification strategy, the company reported.

Porsche restores profitability with fewer vehicles sold...According to Porsche’s official financial results, revenue reached 25.28 billion euros between January and September—a 5.9% decrease compared to the same period last year. Operating profit climbed from approximately 40 million euros to 1.74 billion euros, while the operating margin rose from 0.2% to 6.9%.

The discrepancy between revenue trends and vehicle deliveries sheds light on the company’s commercial strategy. While the number of vehicles delivered fell by 16%, revenue saw a less pronounced decline. Porsche attributes this gap to its pricing strategy and a higher share of sales coming from versions with greater profit margins.

Models in the GTS, Turbo, and GT lines play a key role in this strategy, as they allow the manufacturer to generate higher revenue per unit sold.

Nevertheless, there is another crucial factor to consider when interpreting these results. In the first nine months of 2025, Porsche recorded approximately 2.7 billion euros in costs related to strategic restructuring. During the same period in 2026, these charges amounted to roughly 500 million euros. This reduction accounts for a substantial portion of the recovery in operating profit. The financial improvement is, therefore, real; however, the year-over-year comparison is heavily influenced by extraordinary costs incurred in the previous year.

China sees a 33% drop in sales, while the Taycan falls by 31%...Porsche delivered 178,532 vehicles in the first nine months of 2026, compared to 212,509 during the same period last year. China recorded the sharpest decline, with 21,493 units—a 33% decrease.

North America remained the automaker’s largest market, with 56,088 vehicles delivered, despite a 13% decline. In Europe (excluding Germany), deliveries fell by 11%, while the German market saw a 7% drop.

Data on deliveries by model and region, released by Porsche, reveal significant differences in the performance of the various product lines.

The Porsche 911 bucked the general trend, growing 12% to 42,217 units. The Cayenne remained the best-selling line, with 59,586 vehicles—a 2% decrease from the previous year.

Meanwhile, the Taycan saw a 31% decline, falling to 8,699 units, while the Macan dropped 21% to 51,025 vehicles.

Electrification efforts have yielded mixed results. The new electric Cayenne accounted for 7,002 deliveries since sales began in the summer; however, the share of fully electric vehicles within Porsche’s total sales fell from 23.1% to 21.7%.

This shift does not, in itself, represent an equivalent decline in demand for electric vehicles. The composition of the product range and the commercial performance of individual models also influence the share of electric vehicles in total deliveries.

Restructuring and the sale of equity stakes bolster liquidity....Another relevant indicator is the net cash flow from the automotive business, which rose from R$ 1.34 billion to R$ 2.50 billion.

However, this improvement was largely driven by the sale of Porsche’s stakes in Bugatti Rimac and the Rimac Group, which was completed in September. The transaction resulted in a cash inflow of R$ 984 million and an accounting gain of R$ 593 million, primarily impacting the group’s financial results.

It is important to distinguish these figures from operating profit, as the sale of these shares does not represent recurring revenue from the core business of manufacturing and selling automobiles.

Porsche’s reorganization also extends to its technology services. In August, the manufacturer signed an agreement to sell its subsidiary, MHP, to Tata Consultancy Services (TCS). Both companies plan to collaborate on the development of digital solutions and artificial intelligence, though the completion of the transaction remains subject to certain contractual conditions.

For the full year 2026, Porsche has maintained its revenue forecast of between 35 and 36 billion euros, with an operating margin projected at 5.5% to 7.5%. The company also anticipates that fully electric vehicles will account for between 24% and 26% of its automotive business.

Porsche saw a significant surge in net profit—increasing 16-fold to reach 1,815 million euros in the first nine months of 2026—even as vehicle deliveries fell by 16% (to 178,532 units). This turnaround was driven by a drastic strategic shift under the leadership of CEO Michael Leiters:

• A sharp reduction in extraordinary expenses: In 2025, the company faced a massive 2.7 billion euro hit from restructuring costs, stemming from an initial bet on electric vehicles that failed to gain the expected traction. By 2026, these expenses had dropped to approximately 500 million euros, effectively streamlining the balance sheet.

• A focus on high-margin vehicles: While overall sales declined, the brand’s high-performance models and flagship vehicles played a crucial role, offsetting lower volume with significantly higher per-unit margins.

• Cost-cutting and operational restructuring: The brand initiated plans to downsize its workforce, reconfigure its production network, and overhaul its product portfolio—reducing its reliance on electric vehicles that were costly and slow to yield returns.

• A "value over volume" strategy: The priority shifted toward selling highly customized, exclusive vehicles with greater profitability per unit, resulting in an increase in the average profit earned on each car.

 

KYMCO

CV-X45: The new 'crossover' scooter with off-road aspirations

The rise of adventure scooters comes as no surprise. Riders worldwide are seeking versatile vehicles that combine the urban practicality of a scooter with the capability to handle unpaved roads and provide comfort on longer journeys. Honda pioneered this space with the X-ADV, proving there is a significant appetite for motorcycles that blur traditional category lines. Now, Kymco is looking to claim a share of this market, leveraging its engineering and design expertise to create a competitive and compelling product.

Development began in 2023 under the direction of KYMCO’s European Design Center in Bologna, Italy, with significant input from key markets across the continent, including Spain. These European partners helped define a positioning that goes beyond a strictly urban crossover, featuring a design more oriented toward touring and inspired by off-road trails.

Several elements reinforce this adventurous character, such as a mid-mounted engine, optimized weight distribution, long-travel inverted front forks, a rear monoshock with a linkage system, and a chain-driven final drive. These features—complemented by an adventure-style riding position, a large-capacity fuel tank, and ample storage space—make it a model designed to venture beyond city streets and tackle more demanding routes.

At the heart of the KYMCO CV-X45 lies a 427cc single-cylinder engine, developed with a focus on delivering torque at low to mid-range RPMs. Final specifications and availability will be announced in Milan, where KYMCO will reveal the technical details and launch dates for a model that aims to bring innovation to the scooter segment. The development of the Kymco CV-X45 is a clear example of how conceptual ideas materialize into products that hit the streets. The CV-R5 prototype, unveiled at EICMA, signaled the direction the brand intended to take: a bold design with angular lines and clear inspiration from the off-road world, combined with the functionality and comfort expected of a scooter. The transition to the production version—the CV-X45—naturally involves adjustments to ensure manufacturing feasibility and compliance with safety and emissions standards, yet the essence of the original concept remains intact.

The choice of a 427cc engine places the Kymco CV-X45 squarely in the heart of the mid-displacement segment, offering a balance between the power needed for highways and the agility required for urban traffic. This displacement is a strategic move, positioning the scooter above 300–350cc options—such as the Honda ADV350—while approaching the performance of larger models like the X-ADV, which features a 745cc engine. The CV-X45’s engine is expected to deliver robust performance, characterized by strong torque and smooth throttle response—essential traits for a vehicle designed for mixed-use riding.

To contend with fierce competition, the Kymco CV-X45 cannot rely solely on its engine displacement; its onboard technology will serve as a key differentiator. We can anticipate a fully digital instrument cluster, smartphone connectivity, full LED lighting, and, quite possibly, riding modes that adjust power delivery and throttle response to suit varying terrain and riding conditions. The design, for its part, is expected to maintain the adventurous spirit of the CV-R5, featuring longer-travel suspension, dual-purpose tires, and ergonomics that facilitate both standing while riding—useful for light off-road sections—and comfort during longer journeys.

An aggressive, functional aesthetic is crucial to the identity of an "adventure" scooter. Kymco has historically excelled at balancing form and function across its models, and the CV-X45 should be no exception. The robust front fairing, adjustable windshield, and handguards all contribute to an adventurous look while providing the rider with protection from the wind and minor debris on unpaved roads. Further details regarding these features are expected to emerge as the launch date approaches.

The Kymco CV-X45 enters a competitive arena filled with formidable rivals. The Honda X-ADV serves as the category benchmark, boasting a twin-cylinder engine, a dual-clutch transmission (DCT), and proven off-road capability. The ADV350, meanwhile, offers a more compact and accessible alternative while retaining that same adventurous DNA. The Zontes 368G represents a new wave of manufacturers that focus on offering extensive equipment and technology packages at competitive price points. To stand out, Kymco will need to present a compelling case for its own offering.

Autonews and MotorLand

 

AUTONEWS

Upgraded KTM X-Bow GT-XR

The KTM X-Bow GT-XR is receiving its most significant upgrade to date under new ownership, which simultaneously paves the way for an official entry into the U.S. market.

According to Motor1, the car is gaining a new "Factory 600" equipment package, designed to elevate performance beyond that of the standard GT-XR model.

The manufacturer is now operating under new, Belgian ownership. KTM Sportcar GmbH—the company behind the X-Bow—is now wholly owned by a consortium of investors led by rally driver Guillaume de Mevius. His family is a long-standing shareholder in Anheuser-Busch InBev, the parent company that owns brands such as Budweiser, Corona, and Stella Artois.

This investment from the De Mevius family provides the X-Bow with strong financial backing, independent of KTM’s motorcycle business. According to the new owners, the goal of this acquisition is to create a stable and dedicated environment for the continued development of the X-Bow line. The Factory 600 package serves as the clearest indication of what this development will look like in terms of technical specifications.

The Factory 600 package enhances the 2.5-liter, five-cylinder engine (sourced from Audi) found in the GT-XR, utilizing—among other things—a new turbocharger and a larger intercooler. These modifications boost the output to 600 hp.

The biggest news for America arrives alongside the GT-XR's hardware changes. KTM X-Bow and its US partner Carbon Yard have confirmed the X-Bow GT-XA, a road-focused version engineered specifically for American buyers.

The GT-XA is planned as a US-market evolution of the carbon-monocoque X-Bow concept, built in Graz, Austria, and commissioned one at a time. KTM and Carbon Yard are offering 30 numbered production allocations for the first year, with fully refundable $50,000 reservations now open under a written reservation agreement.

In addition to the US-bound GT-XA, KTM X-BOW also announced a few key changes and additions to its global-market offerings. The GT-XR receives a new set of side-view mirrors, which replace the now-optional camera-based system. A newly standard Capristo exhaust system is also on tap, as is a 7-inch TFT multimedia display in the decidedly minimalist interior.

The automaker will also hark back to its roots as a purveyor of stripped-down, roof- and doorless sports cars via the GT-XR Spyder, which will receive a modular system that includes both on-board storage for the roof panels and a detachable gurney to cut cabin turbulence when driving al fresco, placing more focus on the exhaust than any wind buffeting.

This update also includes changes to the equipment, introducing new conveniences. Every X-Bow model now comes with a 7-inch infotainment screen that supports Apple CarPlay and Android Auto—a significant boost in comfort for a car built on a philosophy of minimalism.

KTM has also revised the rear-visibility system. This package adds traditional, folding side mirrors alongside the existing camera-based system, all while maintaining a focus on keeping the vehicle's weight low.

American specification calls for a suspension package with adjustable compression and rebound damping, a front-axle lift system for driveways and garages, and added equipment for everyday use including tire-pressure monitoring and bespoke interior trims. US pricing is anticipated at $490,000 and under, with final figures and full technical data still to come.

The GT-XA is not yet approved for US street use. Carbon Yard is working toward American street-legal status, and KTM X-Bow USA targets first customer deliveries in 2027, subject to that approval. 

In addition to the engine upgrades, KTM is also offering an "Evo" aerodynamic package. It features a more aggressive front splitter, additional winglets ahead of the front wheels, and new air vents on the front fenders, which help manage airflow at high speeds.

The most significant news for the U.S. market arrives alongside technical upgrades to the GT-XR model. KTM X-Bow and its American partner, Carbon Yard, have unveiled the X-Bow GT-XA—a road-legal version specifically engineered for customers in the United States.

The GT-XA is conceived as an evolution of the carbon-monocoque X-Bow concept, tailored for the U.S. market; the vehicles are manufactured in Graz, Austria, and built individually to order. For the first year, KTM and Carbon Yard have allocated 30 numbered units.

The KTM X-BOW GT-XR Evo will take the model family to new extremes by incorporating the "Factory 600" package that brings engine output to – you guessed it – 600 hp. Also standard on the Evo will be a full-carbon body kit with louvered wheel arches, a larger front splitter, and dive planes for even more downforce and better handling.

The price in the U.S. is expected to be $490,000 or less, with final pricing and full technical specifications to be announced at a later date. The GT-XA model is currently not approved for use on public roads in the U.S. Carbon Yard is working to meet the requirements for obtaining such approval, and KTM X-Bow USA plans to deliver the first units to customers in 2027—provided that the necessary approvals are secured.

AUTONEWS

Federal EV tax credit may double upon return in a boon for Tesla

Tesla might be the biggest beneficiary of a proposed return of the federal program for electric vehicle tax credits. Fueled by rising gas prices, the move is gaining legislative traction with a potential doubling of the tax credit amount.

The federal EV tax credit is gone, and one House Democrat wants it back at twice the size, citing exorbitant gas prices. Rep. Greg Landsman of Ohio introduced the 21st Century Vehicle Choice Act on October 22. It would raise the new EV credit from $7,500 to $15,000 and the used EV credit from $4,000 to $8,000, both as a permanent fixture.

After the incentives ended under the Republican tax and spending law last fall, US demand cooled quickly, and Tesla's cheaper Standard trims could only do so much to cushion the blow.

The bill also drops income caps to $225,000 for married couples filing jointly, $169,000 for heads of household, and $112,500 for single filers. The $15,000 figure is also a ceiling, as it is split into two $7,500 halves, and a car has to meet both battery and material sourcing requirements to earn the full amount. That list has always been short, so how many Teslas would actually qualify remains to be seen. Also, anyone who has claimed the credit in a prior year would reportedly get nothing.

Tesla would still stand to gain the most, as it sells more EVs in the US than anyone, and the Model 3 and Model Y sit in the price range where a bigger credit matters most. Double the used electric vehicle credit could also help the large secondhand Tesla market.

Other than the grand $15,000 EV tax credit bill, no less than 160 House Democrats backed a separate proposal from Reps. Sean Casten and Mike Levin, which would restore the old $7,500 credit running through 2032, as it was originally intended. Landsman's version has no cosponsors listed so far, but both bills are sitting in committee, and House Democratic leaders have not committed to an EV plan.

Even if Democrats win control of Congress in the midterms, a bill like this may still need a presidential signature. For now it is a rather plausible scenario that gives future EV owners hope that the federal EV tax credit could make a grand return either in its original form or at double the subsidy amount to spearhead EV adoption.

The federal EV tax credit could be coming back to the U.S., and at twice its old value. More than 160 House Democrats are backing a new bill that would bring back the credit for new and used EVs and make it permanent 

Rep. Greg Landsman (D-OH) introduced the 21st Century Vehicle Choice Act on October 22, just over a year after the $7,500 federal EV tax credit ended under President Trump’s One Big Beautiful Bill Act.

According to Landsman’s press release, the bill would double the new EV credit from $7,500 to $15,000 and the used EV credit from $4,000 to up to $8,000. It would also raise the credit for EV charging equipment from 30% to 50% of eligible costs.

The bill keeps the same structure the credit had under the Inflation Reduction Act of 2022, where the new EV credit was split into two halves tied to battery components and critical mineral sourcing. Each half would double, so only vehicles meeting both requirements would get the full $15,000.

Income limits for the new EV credit would drop to $225,000 for married couples filing jointly, $169,000 for heads of household, and $112,500 for single filers. You can read the full text of the bill for every detail.

“We have to make life more affordable and give folks more choices. Our bill would make electric vehicles more accessible and help families save money on gas,” Landsman said. Coltura, a group backing the bill, said the highest-mileage drivers “could save over $4,000 a year by switching to an EV.”

What it could mean for EV Sales...When the old credit was set to expire, buyers rushed to lock it in, pushing U.S. EV sales to a record in the third quarter of 2025. A permanent $15,000 credit would give Americans a strong reason to go electric for their next vehicle. That would help EV-only brands like Tesla and Rivian, and it could also pull legacy automakers like Ford and GM, which have slowed their EV plans, back toward building affordable electric models.

Don’t count on it yet....The bill has only been referred to House committees, and it would still need to pass both chambers and be signed into law by the President. Landsman introduced a nearly identical bill in October 2024, and it never made it out of committee.

Critics of EV credits argue the government shouldn’t choose sides in the powertrain wars, that taxpayers shouldn’t subsidize wealthier buyers of high-end EVs, and that the market has grown enough to compete on its own, while the Trump administration called the credits wasteful spending. Supporters argue the credits make EVs affordable for more families and lower fuel costs.

For now, there’s no federal EV credit to claim, and that’s unlikely to change unless Landsman’s bill gains support beyond House Democrats.

Representative Greg Landsman of Ohio introduced the 21st Century Vehicle Choice Act (H.R. 10881), a bill that proposes bringing back and doubling the federal electric vehicle tax credit from $7,500 to $15,000 for new EVs and from $4,000 to $8,000 for used EVs.

Key details of the proposed legislation:

• Doubled Incentives: The new vehicle credit would double to $15,000 (split evenly into two $7,500 halves tied to North American battery component and critical mineral sourcing requirements, matching the structure of the previous Inflation Reduction Act).

• Charging Equipment: The tax credit for home and public EV charging equipment would increase from 30% to 50% of eligible costs.

• Stricter Income Limits: The bill lowers income eligibility caps to $225,000 for married couples filing jointly, $169,000 for heads of household, and $112,500 for single filers.

• Lifetime Limit: Buyers would only be eligible to claim the new vehicle credit once in their lifetime.

Why it is considered a boon for Tesla:

• Market Position & Scale: Following the expiration of previous federal EV incentives, US demand cooled and smaller competitors faced severe pressures. Tesla, with its established domestic manufacturing footprint, localized supply chains, and high-volume lineup (such as the Model Y and Model 3), is positioned to capture a massive share of renewed buyer demand.

• Affordability Cushion: Doubling the credit to $15,000 drastically lowers the effective purchase price of Tesla's mainstream trims, helping offset rising consumer gas prices and revitalizing sales momentum.

• Political Hurdles: While backed by over 160 House Democrats, the bill faces an uphill battle in a divided Congress where passing a major subsidy expansion will require Republican support.

Why this could be a boon for Tesla:

• Rebounding U.S. Demand: Following the expiration of the previous federal EV incentives, overall American EV demand cooled. A $15,000 discount dramatically lowers the effective purchase price for consumers dealing with rising gas prices.

• Competitive Dominance: CEO Elon Musk previously noted that rolling back or shifting EV credits tends to hurt smaller or less-profitable EV startups "devastatingly" while impacting Tesla far less due to its scale. Doubling the credit widens the price-to-value gap between Tesla's lineup (such as the Model Y and lower-cost standard trims) and traditional or struggling EV competitors.

• Domestic Sourcing Compliance: Tesla already manufactures its primary volume vehicles (like the Model Y) in North America with extensive local supply chains, positioning it to capture the full split-component credits far more easily than foreign brands reliant on non-compliant supply chains.