TOYOTA

2027 Toyota Tundra

Toyota is introducing an updated Tundra for the 2027 model year, giving its pickup truck a more purposeful exterior design, upgraded in-vehicle technology and a new Trailhunter package aimed at drivers looking for factory-installed off-road capabilities.

The refreshed Tundra gets a redesigned front end courtesy of Toyota’s North American teams, including CALTY Design Research in Michigan. Its styling features a more squared-off front profile, a wider stance, rectangular fog lights and a new hexagonal grille treatment tailored to different trim levels. Toyota says the changes are intended to give the truck a more modern and refined look without straying from the rugged character associated with the Tundra. One of the most notable additions is the Trailhunter package, which will be offered on the SR5 trim level. Designed as a more affordable, adventure-ready option, the package includes Michelin LTX Trail all-terrain tires, 18-inch bronze wheels and an upgraded suspension.

Also included are front tow hooks, additional underbody protection, and exclusive Trailhunter badging.

The Trailhunter package adds several off-road electronic systems to complement its mechanical enhancements. These include Multi-Terrain Select, Crawl Control, and a rear differential lock, which are designed to improve traction and vehicle control on rough terrain. Together, the equipment positions the package as a factory-developed choice for buyers interested in trail driving and camping without upgrading to the more specialized TRD Pro trim level.

The technology inside the truck also gets a significant update. Every 2027 Tundra comes with a standard 14-inch display powered by Toyota’s latest audio-visual system. The new interface uses a smartphone-style layout with customizable widgets, faster responses to “Hey Toyota” voice commands, and available AT&T 5G connectivity.

A built-in dash cam will also be standard. When activated, the system uses the truck’s exterior cameras to record 20-second video clips during manually selected or automatically triggered events. Enhanced digital key functionality will allow compatible smartphones to lock, unlock, start and control the vehicle via supported apps.

Other enhancements include a grille-mounted LED light bar, available RIGID fog lights and optional front tow hooks.

Toyota will continue to offer the Tundra with twin-turbo V6 gasoline and i-FORCE MAX hybrid powertrains. The 2027 lineup will include SR, SR5, Limited, Platinum, 1794 Edition, TRD Pro and Capstone trim levels, with Trailhunter available as a package rather than a separate trim level.

Safety equipment will include Toyota Safety Sense 4.0 as standard. The package offers features such as pedestrian detection assist, adaptive cruise control, lane departure warning with steering assist, lane keeping assist, automatic high beams, traffic sign recognition, and proactive driver assistance.

Toyota has not yet released full specifications or pricing for the updated pickup truck. Additional information about the 2027 Tundra is expected to be released in the fall of this year.

 

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AUTONEWS

Tracking a flight path to a green aviation future

An Adelaide University-led study has mapped out a route to advance the commercial aviation industry towards a net-zero emissions future, powered by green hydrogen.

Aviation is one of the fastest growing producers of greenhouse gas emissions,  generating around 14% of transport emissions – second to road transport. It is also one of the world's hardest-to-decarbonise industries. Unlike conventional jet fuel, hydrogen produces no direct carbon dioxide emissions during operation and, when generated from renewable energy sources, has the potential to transform the sector.

The comprehensive research, undertaken in collaboration with Hong Kong Polytechnic University, analysed 138 international studies published between 2015 and 2025 to consolidate how far the production of green hydrogen has progressed, and understand what’s needed to see it become commercially viable as a jet fuel solution.

Adelaide University PhD candidate Zahra Jaffary, lead author of the study, said green hydrogen is a viable technology but there are significant uncertainties around its feasibility, deployment and broader sector implications.

“Our research identified the current research trends and the immediate priorities that are needed to fill the gaps in understanding,” Jaffary said.

“There is a need for airport-specific case studies to assess hydrogen infrastructure needs, comparing onsite, offsite and hybrid supply chain models.

“We also need to urgently understand the future demand for fuel at airports, including spatial constraints and what refuelling systems could look like.

“And we need to identify the policy frameworks and regulatory measures needed to enable a successful transition to hydrogen power at the airport level.

"Additionally, hydrogen introduces safety considerations. Its wide flammability range, low ignition energy and need for careful handling require revised systems including design standards, leak detection and operational procedures for both aircraft and airport environments." 

With airport operators set to play a pivotal role in a hydrogen transition, detailed knowledge is essential to inform the significant decisions and investments required, and long-term planning should start soon.

“Much effort is focused on improving the cost and efficiencies of hydrogen production,” Jaffary said.

“Our research has identified what else we need to know, implement and cost in order to make hydrogen jet fuel a reality, particularly given the long lead times for investment and infrastructure development.”  

Co-researcher, Adelaide University’s Professor Shane Zhang, said the report’s findings highlight the need for government intervention and incentives to reduce the growing environmental impact of the sector.

“Without clear signals from airlines and governments, airports have little commercial incentive to invest in costly hydrogen infrastructure,” Professor Zhang said.

“Targeted policies, incentives and regulatory frameworks will be essential to provide certainty for investment and accelerate the adoption of clean hydrogen fuel.

“Australia has an incredible opportunity to become a leader in a future hydrogen aviation economy given its abundant renewable energy resources and green hydrogen ambitions, and we need to start getting the ducks in a row.”

Green flight paths could unlock sustainable aviation...‘Green flight paths’ between key global locations could help to fast-track fully decarbonised aviation, according to research funded by IDRIC and led by an international team based at Heriot-Watt University and the American University of Sharjah in the United Arab Emirates.

The research, published in the Royal Society of Chemistry’s top international journal, Energy and Environmental Science, recommends that a small number of long-haul flights with high passenger volumes, such as London to Dubai, could be used to establish these green flight paths by demonstrating and reporting on sustainable aviation fuels (SAF).

SAF are non-petroleum-based fuels that emit significantly fewer greenhouse gas emissions than traditional fossil-based jet fuels.

Dubai and London Heathrow airports are two of the busiest airports in the world and the first and second highest ranked in the world terms of CO₂ emissions from international flights, as well as total international passengers. London Heathrow is already a world leader in SAF ambition and is working towards a target of incorporating 11% of SAF into its overall fuel usage by 2030.

SAF is compatible with existing aviation fuel systems and can be used in current aircraft engines and infrastructure without requiring any modifications. This makes SAF easier to implement since airlines can use it with their current fleets, the study noted.

The green flight paths would encourage the “dedicated large-scale investment” needed to encourage the worldwide adoption of SAF.

Professor Steve Griffiths, Vice Chancellor for Research at the American University of Sharjah, is a sustainable energy expert and lead author of the paper. He said: “The UAE and UK are both highly dependent on long-haul flights, so have a compelling opportunity to lead the establishment of green flight paths, to demonstrate and deploy sustainable aviation fuels. Establishing green flight paths has the potential to not only drive decarbonisation of the aviation sector, but also lead to international cooperation for the development of SAF, and the related clean technologies needed to achieve net-zero by 2050 on a global scale.”

Professor John Andresen, Associate Director of the Research Centre for Carbon Solutions (RCCS) at our University, co-authored the paper and is a chemical engineer with an expertise in fuel processing technology. He said: “The concept of green flight paths is inspired by green shipping corridors, which are paving the way for net-zero shipping. A similar framework for prioritising long-haul flight segments is becoming increasingly urgent, to drive the global production and use of net-zero SAF technologies.”

Currently, widely available sustainable flights are a long way from being a reality. SAF provide a potential route to changing this. Since the chemical and physical characteristics of SAF are almost identical to conventional fuels, they can be safely mixed. However, figures from 2022 show SAF production is way off track, currently sitting at 0.1% of the 2050 net zero goal that has been set by the international community.

There are a number of reasons for this lack of progress, many of which are economic, the researchers explain. SAF production is costly and in its infancy, so significant investment is needed to de-risk and reduce the costs of production. Unlocking investment is key to developing the scalable solutions that will lead to much wider uptake of SAFs.

Targeting a small number of high-volume, long-haul routes would demonstrate the economic viability of the green flight path model because it would speed up the development of commercially viable SAF supply chains, the researchers say. These targeted global locations often lie geographically close to industry clusters already working towards decarbonisation.

Coupling plans for green flight paths with the growing agenda for decarbonising whole clusters of the economy – for example, industry or transport – offers the opportunity to tackle challenges in a coordinated, holistic way, the researchers add.

The research paper also makes a strong case for the ‘climate justice’ of green flight paths. This is because only about 10% of the world’s population currently take flights, so green flight paths rightly place the onus on countries benefiting the most from aviation to develop solutions to make it sustainable. Solutions that can be scaled will also become increasingly important as worldwide incomes rise, along with a likely increase in demand for flights.

Adelaide University

 

RENAULT

Renault Clio Hybrid covers more than 1,100 kilometers on a single tank of fuel

Electric car range tests are commonplace these days, but how far can a modern full hybrid go without refueling? That's exactly the question Renault wanted to answer, as it organized an interesting challenge together with two famous German automotive YouTubers.

Bernd Konrad and Alexander Schäfer were given identical copies of the Renault Clio Full Hybrid E-Tech 160 with a 39-liter tank. Their task was simple - to cover at least 1,000 kilometers on a single tank of fuel in real-world driving conditions.

The Clio Full Hybrid E-Tech 160 develops 158 hp, is equipped with an automatic transmission, and according to factory data, average consumption is 3.9 l/100 km according to the WLTP cycle.

Konrad set off from Cologne towards Lake Garda in Italy, driving on motorways, regional roads and over Alpine passes, while Schäfer from Heilbronn travelled through France, visiting several Renault Group production sites along the way.

Unlike classic "hypermiling" challenges, the aim was not to use extreme fuel-efficient driving techniques. Both drivers drove in line with the flow of traffic, without disturbing other participants. On motorways, they generally maintained a speed of around 100 km/h, while on other sections they respected the legal limits.

The results exceeded expectations. Konrad covered 1,112 kilometres on a single tank of fuel with an average consumption of just 3.59 l/100 km, while Schäfer finished the drive after 1,101 kilometres with an almost identical average consumption of 3.64 l/100 km.

An interesting and relevant aspect regarding the Clio's handling—which was not previously among the most fun-to-drive compact cars—is the increase in track width (the distance between wheels on the same axle), specifically by 4 cm at the front. This change, combined with a quicker steering ratio—reducing the number of turns from lock to lock from 3.3 to 2.6—results in better cornering behavior.

It continues to use the CMF-B platform, which has been employed for several generations and features MacPherson strut suspension at the front and a torsion beam at the rear—a typical setup for compact hatchbacks. It also comes with ventilated disc brakes at the front and solid discs at the rear.

Regarding engines, the Clio offers two main powertrains. The first is the three-cylinder 1.2 TCe, delivering up to 120 hp.

The hybrid version combines a naturally aspirated, 16-valve, four-cylinder 1.8 E-Tech gasoline engine (of Geely origin) with two electric motors (one generator and one traction motor) powered by a 1.4 kWh battery. The combined output is 158 hp and 27 kgfm of torque. On its own, the front electric traction motor provides 49 hp and 20.9 kgfm, making the new Clio E-Tech significantly more powerful than the Toyota Yaris Cross Hybrid (111 hp) and even the Corolla or Corolla Cross Hybrid (122 hp).

It is worth noting that the gasoline engine operates on the Atkinson cycle—where intake valves remain open longer to recirculate some of the intake air and lower the compression ratio, thereby improving energy efficiency. This engine is paired with an automatic transmission known as "Multimode," which uses actuators instead of traditional clutches; it combines four mechanical gears linked to the 1.8 engine with two electric gears, resulting in 15 combined gear ratios. Thus, regarding fuel consumption, Renault states that the hybrid system allows the gasoline engine to remain in the background for 80% of the time during urban driving.

Renault points out that these results were achieved thanks to the efficient full hybrid drive, which in urban and suburban driving often uses the electric motor, while the battery is charged through regenerative braking. A moderate driving style with a steady pace also contributed to this.

This test shows that for more than 1,000 kilometers of autonomy, it is not necessary to choose a diesel car. Modern standard hybrids, with sensible driving, can offer extremely low consumption and a range that was until recently reserved almost exclusively for diesel cars.

The official maximum single-tank range for the Renault Clio E-Tech Full Hybrid is up to 1,000 kilometers, though achieving over 1,100 kilometers is possible under real-world hypermiling conditions or by configuring specific bi-fuel variants.

According to official Renault Group Technical Data, the full-hybrid powertrain delivers excellent fuel economy but is officially marketed with a 900 to 1,000-kilometer total limit due to its compact tank size.

Range breakdown by engine type:

-E-tech full hybrid (145 hp / 160 hp): This model features a 39-liter fuel tank. With an official combined consumption of 3.9 to 4.2 liters per 100 km, the math yields a theoretical maximum range of roughly 928 to 1,000 kilometers. Drivers can exceed 1,100 km primarily in urban environments, where the car operates in zero-emissions electric mode up to 80% of the time.

-TCe 100 LPG (Bi-Fuel): If you heard the "1,100+ km" figure directly from a dealership, you might be thinking of the Renault Clio LPG variant. This version utilizes two separate fuel tanks (petrol and liquefied petroleum gas) to achieve a combined driving range of 1,100 to 1,200 kilometers without stopping.

-Larger hybrid models: The 1,100 km single-tank milestone is officially claimed by Renault's larger E-Tech hybrid SUVs, such as the Renault Rafale, which pairs a highly efficient 200 hp hybrid engine with a much larger 55-liter fuel tank.

Why Renault E-tech hybrids are so efficient:

Renault's E-Tech system, which leverages technology derived directly from Formula 1 engineering, maximizes fuel economy through a series-parallel setup:

Urban dominance: The system allows the car to run on pure electric power for up to 80% of city driving time.

Regenerative braking: The 1.2 kWh to 1.4 kWh battery self-recharges automatically whenever the vehicle slows down or brakes. No plug is required.

Intelligent gearbox: A multi-mode clutchless dog gearbox automatically shifts between 15 different operational combinations to keep the engine in its most efficient power band.

Low consumption: It achieves a certified WLTP combined fuel economy starting from 3.9 to 4.2 liters per 100 km.

 

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DUCATI

Ducati Formula 73: a modern tribute to the 750 SS Desmo at a surprising price

Ducati is celebrating its centenary. In 1926, the Bologna-based company manufactured radios and electrical components, soon establishing itself in Borgo Panigale. After World War II—during which its facilities were destroyed by bombing—the company returned, but this time producing something far better suited to Italy at the time: small combustion engines designed to be fitted to ordinary bicycles. The initiative was a success, marking Ducati's transition into a motorcycle manufacturer.

To mark its centenary, Ducati is launching a very special motorcycle that revives one of the happiest moments in its history. It embodies the spirit of a bike and an era that helped forge the Ducati legend and inspired the principles that still guide the company today. The Ducati Formula 73 pays tribute to the Ducati 750 Super Sport Desmo, the first street-legal Ducati V-Twin equipped with a valve actuation system that positively controls both opening and closing—meaning the closing phase does not rely on spring action.

This prevents unwanted valve float—a phenomenon occurring at high RPMs where the valve fails to return to its seat in time and is literally struck by the piston during its upward stroke. One can easily imagine the resulting engine damage.

The name "Desmo" is short for "desmodromic," a term derived from two Ancient Greek roots: *desmos* (meaning bond or link) and *dromos* (meaning course or track). The Ducati 750 Super Sport was, in fact, a road-going replica of the Ducati 750 Imola Desmo ridden to victory by Paul Smart and Bruno Spaggiari at the 1972 Imola 200—the first European race for production-based motorcycles, a formula that would eventually give rise to today's Superbike racing in the 1980s. That historic victory at Imola—with Smart finishing first and Spaggiari second—and the subsequent birth of the 750 Super Sport Desmo marked the first pivotal chapter in Ducati’s saga of production-based motorcycle racing, a journey that has since achieved a world-record tally of over 400 race wins, sixteen riders' titles, and twenty-one manufacturers' titles.

The Ducati 750 Super Sport Desmo emerged during a decade of great change and contrast, defined by intense cultural creativity. It was a period marked by societal transformation and a widespread desire for renewal. Extraordinary artistic vitality influenced music, cinema, fashion, and thought, making the 1970s a complex and deeply significant era.

The Ducati Formula 73—a contemporary reinterpretation of the legendary 1973 750 Super Sport Desmo—was created as a tribute to that era and that motorcycle, embodying the values ​​of style, sophistication, and performance that have inspired Ducati ever since. The Ducati Formula 73 is dedicated to the brand's enthusiasts. Its silver and teal livery draws inspiration from the original 750 Super Sport Desmo; the vertical gold stripe on the tank echoes the unpainted strip found on the Ducati 750 Imola Desmo—a transparent section of the fuel tank that allowed the team to quickly check fuel levels during endurance races without complicating the bike or adding extra instrumentation. Like all limited-edition Ducati motorcycles, the Formula 73 features its model name and serial number on the upper triple clamp; each bike comes with a certificate of authenticity, as well as a collection of period-style images and sketches created by the Ducati Style Centre, presented in a special box.

The new livery revives the silver and teal color scheme of the 750 SS Desmo, along with a vertical gold stripe on the tank inspired by the 750 Imola Desmo. Rounding out the package are clip-on handlebars with bar-end mirrors, a small windscreen, a sporty tail section, and various machined aluminum components—such as levers, foot controls, and the fuel cap—manufactured by Rizoma.

The Ducati Formula 73’s 803 cc Desmodue engine is an L-twin—effectively a 90° V-twin—featuring desmodromic valve actuation and two valves per cylinder. Euro 5+ compliant, it remains true to the technical standards upon which Ducati built its legend during the 1970s and 1980s. Delivering 73 hp at 8,250 rpm, this authentic engine defines the Formula 73’s character, serving as a fundamental element of both its styling and the riding experience.

Buyers of the Ducati Formula 73 who wish to complement their look with technical gear inspired by the collector bike's original aesthetic can choose a helmet and sports jacket that echo the Formula 73’s livery. The Ducati Formula 73 will be produced in a numbered series limited to 873 units; it will be available in Europe within a few months, reaching the rest of the world shortly thereafter.

Each unit will feature an identification plate with its serial number and come with a certificate of authenticity, as well as a special box containing historical images and sketches created by the Ducati Style Center. The brand has also developed a helmet in collaboration with Arai and a sports jacket featuring the same livery as the motorcycle.

The Ducati Formula 73 will be produced in a limited run of 873 units and priced at €17,290; it is set to arrive in Europe in the spring of 2026, with sales in other markets beginning later that same year.

Autonews

HONDA

Honda Jazz e:HEV: The Japanese vehicle celebrates its 25th anniversary as one of the smartest utility vehicles on the market

Some cars succeed because they hit the market at the perfect moment, others because they benefit from an unstoppable marketing campaign, and some because—without fanfare—they end up forging their own unique identity. The Honda Jazz belongs to this latter group. It has never been the best-selling subcompact in Spain, nor the cheapest, nor the most popular—qualities that went to strong competitors like the Dacia Sandero, Toyota Yaris, Renault Clio, or Seat Ibiza.

These models achieved much more prominent positions on sales charts, whether due to price, tradition, sales networks, or simply a more established image among consumers. The Jazz, on the other hand, has always played a different game: one that seeks to convince not through volume, but through practicality.

Now, at 25 years old, it may be time to view it from a new perspective. Born in Japan in 2001 as the Fit and launched that same year in Europe as the Jazz, the small Honda arrived with a then-unusual concept: offering the space and practicality of a larger car within a compact body designed for urban use. It wasn't just about creating a spacious hatchback, but about completely rethinking how every centimeter, every inch of interior space, and every cargo configuration could be utilized. This approach explains why, a quarter of a century later, it remains one of the most distinctive options in the B-segment.

The Jazz’s silhouette has never tried to hide its design philosophy. Compared to other hatchbacks with more traditional styling, Honda has always prioritized a tall body, a large glass area, and a forward-positioned windshield. This silhouette shapes its aesthetic but also defines one of its greatest strengths: visibility. Behind the wheel, the Jazz conveys a sense of control rarely found in compact cars, featuring a wide field of vision, slim A-pillars, and a comfortable driving position from the very first meters. For this latest generation, the 2026 update is subtle. Details such as the 16-inch wheels, certain badges, exterior trim, and body colors have changed, but Honda hasn't altered the car's essence. The Jazz doesn't need to look like a mini-SUV (even though a crossover version now exists); its charm lies elsewhere—specifically, in the interior.

Magic Seats: the unique solution... The Jazz's interior remains a masterpiece of space optimization, as we discovered during the event (we had to fit as many cardboard boxes as possible inside, in true Grand Prix style). It doesn't boast the largest trunk in its class—its 304-liter capacity falls short of the Ibiza, Fabia, and even the Clio—but thanks to its regular shape and, above all, a low load lip, stowing your belongings is easy.

However, when it comes to versatility, the Jazz retains one of its signature features from the very beginning: Honda's Magic Seats. It is one of those solutions that seem obvious once you use them, yet very few manufacturers have managed to replicate them with the same effectiveness. Thanks to the central fuel tank position and a well-designed interior, the rear seats can flip up—like cinema seats—or fold down to create a virtually flat cargo area. In other words, the Jazz allows you to transport tall, bulky, or awkwardly shaped items without having to step up to a larger vehicle segment.

This is a key quality for understanding the model, as every centimeter counts in this category. With the Jazz, Honda manages to make the interior feel considerably more spacious than the exterior dimensions would suggest. The rear seats are spacious, access is easy thanks to a rear door that opens 90 degrees, and the overall feel is more akin to a compact minivan than a traditional B-segment car. Furthermore, the front cabin area also features various practical solutions, such as a dual glovebox on the passenger side, bottle holders at the ends of the dashboard, and a well-organized center console.

A hybrid, back when no one was thinking about it...Another aspect of the model's history is the efficiency of its powertrain. While talk of hybrid cars—including mild hybrids—is commonplace today, back in 2011, it was a rarity. That year saw the launch of the second generation, the main innovation of which was the incorporation of IMA technology. This solution wasn't as sophisticated as today's systems—in fact, it was a precursor to what we now know as mild hybrids—but it foreshadowed the direction Honda would reinforce years later with the fourth generation.

This latest version revives that concept with the e:HEV system, becoming the first European Honda to incorporate this two-motor hybrid technology. The current setup combines a 1.5 i-VTEC gasoline engine with two electric motors, a battery pack, and a fixed-gear transmission that allows for automatic switching between electric, hybrid, and combustion modes, depending on driving conditions. Total output is 122 hp, with 253 Nm of electric torque—more than enough to move the car with agility in the city and safety on the highway.

But the best part of the system is how it operates. The Jazz always starts and runs in electric mode for the first few meters, using the gasoline engine as a generator and driving the wheels when necessary for maximum efficiency. The driver doesn't need to choose anything; they simply drive while the car makes the decisions.

Where it really stands out is fuel consumption. Honda claims 4.6 l/100 km on the combined cycle for the Jazz e:HEV and 4.8 l/100 km for the Crosstar—figures that align with our real-world driving experience. It is relatively easy to achieve figures close to 5 l/100 km on the combined cycle and below 4 l/100 km in city driving. This level of efficiency is hard to match among most competitors and, once again, deserves recognition.

However, its limitations must also be acknowledged. The transmission can produce some noise during hard acceleration, and the car may exhibit some understeer on winding roads. On the other hand, the steering is light, the suspension prioritizes comfort, and the car moves very naturally in the city, where the electric motor's immediate response and ease of maneuvering are truly appreciated. On back roads, it behaves well—without sporting pretensions, but with enough composure to travel at a good pace without feeling unsafe. The Honda Jazz marks its 25th anniversary while remaining true to its roots—a remarkable achievement in a market that seems to change almost daily. It hasn't compromised on design or interior space; instead, it has evolved, proving that a small car can be exceptionally practical when designed from the inside out.

Perhaps that is why it has never been the top choice in Spain. It is a car that requires a certain sensibility to appreciate; the more you drive it, the more you understand its virtues—a rare quality in a segment where buyers are often swayed by habit, tradition, and, of course, price.

Although the current lineup remains straightforward—featuring the Advance, Sport, and Crosstar (the SUV-styled version) trims—Honda Spain is announcing special promotions to celebrate the model's 25th anniversary. The Jazz e:HEV Advance is available with monthly payments of €115 (based on a price of €28,800), while the Crosstar starts at €25,050 (MSRP €30,050). It may not be a cheap hatchback, but it is a car that boasts an ECO label, full hybrid technology, extensive equipment, and a warranty that can extend up to eight years, subject to the manufacturer's terms.

 

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SUZUKI

Real-world test: Suzuki Swift consumes less fuel than other petrol cars, even with all-wheel drive

The compact Japanese hatchback with mild hybrid drive and AllGrip all-wheel drive proved to be the most fuel-efficient petrol car tested in the first half of 2026 by the Italian website Motor1.

Suzuki has once again confirmed its reputation as a manufacturer of economical compact cars, and its usual test, on the 360-kilometer route from Rome to Frosinone, was conducted by Motor1.

The new Suzuki Swift won the title of the most fuel-efficient petrol car in tests conducted during the first six months of 2026, confirming the brand's long-standing philosophy focused on low fuel consumption.

However, how does a car that is only 3.86 meters long, with a 1.2L mild hybrid engine and AllGrip Auto all-wheel drive, manage to achieve such good results?

The Swift’s new 1.2L petrol engine combines outstanding fuel efficiency with impressive low-end torque for quick, responsive acceleration. It is also equipped with a number of advanced features that help suppress emissions.

The 1.2L, 3-cylinder Z12E engine used in the Suzuki Swift and Dzire Boostergreen models.

The engine incorporates mild-hybrid technology to reduce CO2 emissions and improve fuel economy.

The unit generates approximately 81 hp and 107 Nm of torque, with additional support from a 3 hp electric motor.

The image highlights the engine's new design, which focuses on efficiency and urban performance.

Low weight and efficient engine...One of the key reasons is the very low weight of the vehicle. The Suzuki Swift 1.2 Hybrid 4WD AllGrip in the Top equipment package weighs only 995 kilograms, which gives it a great advantage over the competition.

The combination of low weight, a naturally aspirated 1.2-liter three-cylinder engine with 83 hp, a 12-volt mild hybrid system and a five-speed manual transmission enabled an average consumption of only 4.05 l/100 km in the real consumption test with a petrol cost of 25.21 euros on the test route.

The Japanese philosophy of efficiency, even with all-wheel drive...Suzuki emphasizes that the car was developed according to the Japanese principle of "Sho-Sho-Kei-Tan-Bi", which implies that the vehicle should be compact, light, simple and maximally efficient.

That is why the Swift uses a simple five-speed manual transmission and technical solutions that reduce weight, energy losses and fuel consumption, without compromising functionality.

The AllGrip Auto four-wheel drive system attracts special attention. It is a mechanical system with a cardan shaft and a viscous coupling that automatically transfers part of the torque to the rear wheels when the front ones lose grip. In extreme situations, the power distribution can be as high as 50:50.

Although the four-wheel drive version has 2.5 cm more ground clearance than the front-wheel drive model, this has almost no effect on consumption.

For comparison, the Swift with the same engine, but with front-wheel drive, achieved an even lower consumption of 3.9 l/100 km, which also places it among the most economical petrol cars tested in the last twelve years.

The weather also played a role...The excellent result was partly influenced by favorable weather conditions. The test began at a temperature of 13 °C, when there was no need for intensive use of heating or air conditioning.

In addition, the drive was carried out on a dry road. It is known that wet asphalt can increase fuel consumption by 5 to 10 percent, so the ideal weather conditions further helped the Swift achieve an exceptionally low result.

Fuel economy explained...Once you are ready to buy a new car, how do you find out which one is the most economical? It’s good to know you can compare apples with apples. Every new car sold has a fuel rating displayed as X.X Litres per 100km. This means the car uses so many litres of fuel for every 100 km travelled. So, the lower the fuel figure the better the fuel economy.

All manufacturers put their new cars through international standardised testing to find out what this fuel economy figure is. In addition, every car sold in New Zealand at a dealership is required to display this figure on the car, making it easy for you to compare between vehicles.

Before deciding on what vehicle is right for you, it’s important to understand fuel economy ratings and what they mean.

The official fuel economy tests...All Suzukis are tested to the internationally agreed standards and guidelines to determine their official fuel economy and CO2 emission figures. Tests are conducted in controlled conditions using a machine called a dynamometer which simulates different driving environments. The tests produce results for the following types of driving:

-Urban: Simulates driving in traffic, including a combination of idling, acceleration, steady driving and deceleration.

-Open Road: Simulates open-road driving with a sustained period of steady driving at higher speeds (average speed: 63km/h, maximum speed: 120km/h).

-Combined Cycle: The combined figure is the average of the two tests, weighted by the distance covered in each part of the test. This is the result quoted as the vehicle’s fuel consumption figure.

But how will your Suzuki perform in the real world? Noted independent New Zealand Motoring journalist Donn Anderson has undertaken numerous real-world fuel economy runs with Suzuki models in New Zealand – all of which bettered the official combined cycle fuel tests. Completed with two occupants and luggage and no special preparation, the results were remarkable.

-The Baleno 1.0 RS Turbo bettered the official figures by 24%

-The S-Cross 1.4 Prestige Turbo bettered the official figures by 23%

-The Ignis 1.2 bettered the official figures by 12.8%.

However, it is important to remember that your fuel consumption may vary compared to the official figure. Factors such as your vehicle’s condition, your driving style, and traffic and road conditions all have a bearing on how efficiently your car performs.

Below you will find a few helpful driving and vehicle tips to keep in mind.

Understanding fuel economy labels...All vehicles for sale through a registered motor vehicle dealership in New Zealand must carry a government-authorised fuel label. This lets you compare the fuel economy and running costs of any vehicle using a star system.

The star rating gives up to 6 stars for the most fuel efficient vehicles based on a standard distance travelled over 12 months and a uniform cost per litre. This information must also be available on the seller’s website.

The label also gives the cost per year to run the car based on the published fuel economy figure. It is expressed as litres of fuel the vehicle will use while travelling 100kms (L/100km), with an average fuel price of $2.80/litre and driving 14,000km per year.

The Suzuki Swift achieves exceptional fuel efficiency—even with its AllGrip all-wheel-drive system—due to its ultralight HEARTECT platform, a highly efficient small-displacement 3-cylinder engine, and a self-charging 12V mild-hybrid system that reduces engine load during acceleration.

Core efficiency technologies:

Lightweight HEARTECT platform: Weighing significantly less than standard hatchbacks (often under 950–1,000 kg), the Swift requires far less kinetic energy and engine strain to get moving.

Mild-hybrid assist (SHVS): An Integrated Starter Generator (ISG) captures energy during deceleration and uses a small lithium-ion battery to provide torque-assist when pulling away from a stop.

Optimized ALLGRIP auto AWD: Unlike heavy, permanent 4WD setups that constantly waste energy, Suzuki’s automatic all-wheel-drive system engages the rear wheels only when it detects front-wheel slippage, keeping drag low during normal driving.

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Are modern motor oils shortening engine life? Engineer claims thinner oils have their price

Changes in the automotive industry in recent years have also brought changes in recommendations for motor oils. While in the past, new vehicle specifications often included oils such as 10W40, 10W30 or 5W30, today manufacturers increasingly recommend oils with lower viscosity, such as 0W30, 0W20, and in some markets even 0W16 or 0W8.

According to the former automotive engineer, it is precisely these increasingly rare oils that could have an impact on engine longevity.

The engineer, who runs the YouTube channel Broken Clutch Garage, claims that his conclusions are based on years of work in engine testing programs, during which the durability and wear of new power units were checked. The tests involved completely disassembling the engines after a certain number of kilometers in order to analyze their condition in detail.

In his opinion, the main reason why manufacturers are switching to lower viscosity oils is not to extend engine life, but to meet increasingly stringent fuel consumption and emissions standards, writes HAK revija.

Namely, thinner oils create less internal friction in the engine, which can contribute to better efficiency and fuel savings of about one to two percent. However, the engineer claims that such oils can also have a weaker ability to maintain a protective layer between metal parts during operation.

When this protective film is occasionally interrupted, direct contact between metal surfaces occurs, which can accelerate their wear.

Testing showed a difference...The engineer states that during testing he noticed a significant difference when oils such as 0W20 appeared in the programs.

As an example, he cites the testing of a V6 engine for an American car manufacturer, where, according to him, the switch to a lower viscosity oil led to a shortening of the expected engine life. Instead of the previously projected values, the service life during testing was reduced to around 130,000 to 160,000 kilometers.

An additional problem, according to him, is modern design trends. Manufacturers today use thinner sleeves, lighter pistons and other components that are designed taking into account the specific properties of modern oils.

There are also systems such as variable oil pumps, which can reduce oil flow at lower engine speeds, as well as technologies such as start/stop systems and cylinder deactivation.

According to this engineer, deactivating individual cylinders can lead to a temperature imbalance in the engine, because parts that are not working produce less heat, which further burdens the construction of the unit.

Differences between markets...He particularly highlights the American market, where, as he claims, even thinner oils are often used than in Europe. As an example, he cites that some manufacturers, including Toyota, recommend oils with a lower viscosity in the American market than for European models.

That's why he advises drivers to pay attention to driving conditions and climate. In his opinion, oils like 0W20 can be useful during the winter months, while during the warmer months, oils like 5W20 or 5W30 should be considered.

However, it's important to note that car manufacturers determine recommended oil specifications based on their own testing, and using a different viscosity than prescribed can affect the warranty, engine performance, and long-term reliability of the vehicle. It's recommended to check the manufacturer's recommendations for a specific car model before making any changes.