TUNNING

The Repco Porsche 911 is powered by a GM V8 engine producing over 1,200 hp.

The Porsche 911 is a sports car icon, prized for its driving dynamics, performance, and superb craftsmanship. It stands out from its rivals thanks to its unique rear-mounted flat-six engine. However, an Australian builder swapped that engine for a twin-turbocharged V8.

This extreme creation, dubbed the "ShowTime Repco 933," is based on the 996-generation Porsche 911 and was built in Gary Reid's workshop; he is an expert in constructing cars for shows and drifting.

The original flat-six engine from the 996 model was removed and replaced with a GM 7.0-liter LSX V8—an engine with more than double the displacement of the original. Reid and his team could have settled for a standard LS engine from GM's lineup, but they chose not to.

Two massive Turbosmart turbochargers are mounted at the front of the engine, while the exhaust system spits flames directly through the engine cover. Fitting this massive engine into the 911 required the team to fabricate a new firewall, a new floor, and a new transmission tunnel. Despite these modifications, the engine still protrudes by several centimeters, necessitating a huge cutout in the engine cover. No standard Porsche 911 transmission can handle the power generated by the twin-turbo V8 engine, so Reid installed an eight-speed transmission from a Bentley and added a sequential shifting mode. All told, this wild Porsche 996 develops over 1,200 hp.

That is not only far more power than any standard 911 model but also exceeds the Porsche 918 Spyder—even with its advanced 4.6-liter plug-in hybrid powertrain—by ​​more than 200 hp. Unlike that hybrid hypercar, however, this 996 sends all its power exclusively to the rear wheels.

The heart of the 933 is a 7.0-liter LSX V8, built by Hi-Torque Performance and fitted with twin Turbosmart turbochargers, running E85 and managed through Haltech electronics. Output lands north of 1,200 horsepower, a figure that makes even the hottest factory 996 look sleepy by comparison. The 996-generation GT2, the most powerful 911 of that era, made 456 horsepower from its twin-turbo flat-six. This build nearly triples that number from an engine configuration and location Porsche never sanctioned.

Inside, the cabin keeps just enough 911 DNA to feel honest about its roots. Recaro racing seats wear Porsche's Pepita checkered fabric, and the dash carries a motorsport-spec steering wheel ahead of a digital cluster. The paint is Sandy Taupe, borrowed from the Toyota Land Cruiser parts bin rather than any Porsche palette, finished with red, black, and blue accents on the turbo intakes, brakes, wheels, and roll cage.

ShowTime brand ambassador Gary Reid laid out the thinking behind the build plainly: "I've always been a Porsche fan, and I love big-horsepower V8s, so the plan was simple: put a twin-turbo LS 427 in the front of a 911 Porsche, build a one-off wide-body kit, take inspiration from builds all over the world, and the result is this: the 933 Twin Turbo."

Repco isn't just a parts-bin sponsor here. The company has real history in motorsport's record books. In 1966, Jack Brabham won the Formula One Drivers' World Championship driving the Repco-Brabham BT19, with Brabham's own team taking the Constructors' title in the same season, the only time a driver has won an F1 championship in a car of his own make, run by his own team. That pedigree gives the 933's badge more weight than a typical tuner crossover.

The modifications go far beyond the powertrain. For instance, an exceptionally powerful cooling system has been installed in the cabin. The interior has also been thoroughly reworked, featuring a custom dashboard that houses a new infotainment screen, an aftermarket digital instrument cluster, and a multifunction Haltech steering wheel with buttons and switches for adjusting various functions and driving modes on the fly.

Additionally, carbon-fiber Recaro seats and a custom transmission tunnel have been installed. The tunnel houses a carbon-fiber sequential gear shifter and a hydraulic handbrake for the rear wheels. This demonstrates that the car was built not just for straight-line speed, but also for drifting.

A custom body kit was also handcrafted for the car. It features widened fenders, a carbon-fiber hood, and a massive rear wing, along with a shark-fin aerodynamic element above the engine cover—inspired by prototypes competing in the 24 Hours of Le Mans. Rounding out the modifications is a set of custom Rotiform wheels, measuring 18 × 9.5 inches at the front and 18 × 10 inches at the rear.

If you strip the Porsche 911 of its most defining characteristic—the rear-mounted boxer engine—what’s left? If Australian customizer Gary Reid has his way, what remains is a monster with a 1,200-hp V8 engine up front. Oh, the heresy!

Dubbed the “ShowTime Repco 933,” this insane creation started life as a standard 996-generation 911—just like any other—before falling into Reid’s hands. The original boxer engine was unceremoniously tossed out to make room for a Chevrolet 7.0-liter LSX V8—more than double the factory displacement. Not content with just the engine size, Gary mounted two massive Turbosmart turbochargers at the front, featuring exhaust outlets that spit fire straight upward. To accommodate the beast, the team had to rebuild the firewall, floor, and transmission tunnel, as well as cut a generous hole in the hood to let the engine breathe.

Keeping the original interior would have made no sense—and wouldn't have been possible anyway—since part of the cooling system had to be installed where the rear seats used to be. While he was at it, Reid built a new dashboard featuring digital gauges, a multimedia system, and a Haltech steering wheel packed with controls to adjust the car's mapping on the fly. Carbon-fiber Recaro seats share the spotlight with a hydraulic handbrake and a sequential shifter, revealing the monster's true calling: going sideways at drift exhibitions.

The look is rounded out by a custom body kit featuring significantly wider fenders, a carbon-fiber hood, and a massive rear wing inspired by Le Mans prototypes. All of this sits on 18-inch Rotiform wheels. Nothing is sacred, really. And that’s just fine!

Autonews

 

BMW

BMW Z8 ALPINA Roadster V8

At the turn of the 21st century, few German automobiles managed to capture as much visual character as the BMW Z8. Directly inspired by the legendary 1950s BMW 507, the roadster designed by Henrik Fisker entered production in 2000 featuring an aluminum body, an aluminum space-frame chassis, and a 4.9-liter V8 engine derived from the BMW M5 E39, mated to a 6-speed manual transmission. As production of the standard Z8 neared its end in 2002, BMW and Alpina created a final, highly exclusive interpretation of the model: the ALPINA Roadster V8, designed to transform the Z8's sporty nature into something closer to a high-luxury grand tourer.

The formula developed in Buchloe was intriguing precisely because it did not aim simply to boost performance. Alpina replaced the 4,941 cc S62 engine with the 4,837 cc F5 V8—based on the M62 architecture and related to the engine used in the Alpina B10 V8 S. Naturally aspirated, the engine produced 381 hp at 5,800 rpm and 520 Nm of torque at 3,800 rpm. Instead of the Z8's 6-speed manual gearbox, the Roadster V8 was fitted with a 5-speed ZF Switch-Tronic/Steptronic automatic transmission, featuring steering-wheel-mounted shift controls. This combination delivered more progressive responses and greater torque availability at low and mid-range RPMs, perfectly aligning with Alpina’s more refined philosophy.

This shift in character extended to the chassis as well. Alpina recalibrated the suspension for a more comfortable, less rigid setup, while the Z8’s stiff-walled run-flat tires were replaced by conventional tires mounted on striking 20-inch Alpina multi-spoke wheels. The goal was not to turn the Z8 into a track car, but to create a roadster capable of covering long distances with greater smoothness. Despite a drop in power compared to the standard Z8’s 400 hp, the Alpina Roadster V8 could accelerate from 0 to 100 km/h in 5.3 seconds and reach an electronically limited top speed of 260 km/h.

Externally, the transformation was deliberately understated. The Z8’s basic design remained largely unchanged, preserving the long hood, short rear deck, traditional side air vents, and signature circular taillights. Key identifiers included the Alpina wheels, specific badging, and subtle trim details. Inside, however, the shift in philosophy was more apparent: softer Nappa leather, instruments with Alpina’s signature blue dials, a three-spoke sports steering wheel with transmission controls, and more refined trim all reinforced its grand touring character. Each car also featured an individually numbered plaque located between the seats.

The model's commercial history is as unusual as its mechanical configuration. Production of the standard BMW Z8 ended in November 2002, and Alpina took over the final phase of the program with the Roadster V8. Although often simply referred to as a 2003 model, the cars were produced between the summer of 2002 and October 2003, with a total production run of just 555 units. Of these, 450 units were allocated to the United States—a market where the Roadster V8 was sold through BMW’s dealer network, a fact of particular significance in Alpina’s commercial history. The remaining units were primarily destined for Europe and Japan.

This limited production run marked the final chapter of the Z8 family while simultaneously establishing the Roadster V8 as a truly unique automobile in Alpina’s history. It was not merely a BMW Z8 modified by an independent tuner; rather, it was a low-volume model developed by Alpina in close collaboration with BMW. While it utilized the Z8’s platform and bodywork, it featured extensive modifications to the powertrain, suspension, transmission, wheels, and trim. Alpina’s own parts documentation confirms the existence of the individual ‘000/555’ production plaque, further underscoring the series' limited nature.

What makes the 2003 Roadster V8 so compelling is precisely how it reinterpreted an already exceptional car. While the original Z8 sought to blend the aesthetics of the classic 507 with the handling of a modern sports car, Alpina deliberately shifted the balance toward the realm of grand tourers. They swapped the M5-derived V8 and manual gearbox for a more tractable powertrain, boosting low-end torque and softening the suspension for greater comfort. The result was a roadster that—while still high-performing—was designed to be enjoyed in a more relaxed, sophisticated manner, all while preserving the integrity of one of BMW’s most striking body designs of that era. With only 555 units produced, the Alpina Roadster V8 remains one of the rarest and most distinctive interpretations of the Z8.

Autonews

 

AUTONEWS

Why US targets automakers with over 15% Chinese ownership?

Mercedes-Benz builds sport utility vehicles in Alabama for markets around the world and runs a van plant in South Carolina. Chinese groups, including Geely and Beijing Automotive, together own nearly 20 percent of the German company. That combination of US factories and Chinese shareholders turned a bill aimed at Chinese automakers into a direct threat to Mercedes’s American business.

The Senate Commerce Committee’s proposal would bar any automaker with more than 15 percent Chinese ownership from selling vehicles in the United States. With its stake sitting just under 20 percent, Mercedes landed squarely in the bill’s path and quickly became the most prominent test case.

The legislation was written to keep Chinese automakers and their technology off American roads, not to punish a German company with about three decades of US manufacturing history. But the ownership math did not discriminate.

Once the 15 percent threshold became public, it was obvious Mercedes sat on the wrong side of it.

Senator Bernie Moreno, the bill's lead sponsor, acknowledged the problem directly. Moreno told Reuters that lawmakers were negotiating changes specifically so the bill would not ban Mercedes-Benz from the US market.

Mercedes-Benz CEO Ola Källenius has pushed back on the idea that Chinese ownership gives Beijing any real influence over the company. "They are by no means acting in consort, nor are they representative on the board," Källenius said, describing the stakes as financial and passive rather than coordinated.

Senator Ted Cruz offered a different read on the standoff. He claimed General Motors was lobbying for the ownership threshold to push a rival out of the American market. That accusation has not been independently verified. It shows how fractured the politics around this bill have become.

Mercedes is lobbying to raise the ownership cap from 15 percent to 25 percent, which would clear the company without forcing any restructuring of its shareholder base. Moreno has floated a separate option: waivers that would let Mercedes keep operating while regulators sort out compliance details.

Not every senator is on board with carving out exceptions. Rand Paul argued the 15 percent line could sweep in Mercedes-Benz alongside smaller brands like Aston Martin and Lotus, and he wants the bill's scope narrowed before it goes further. That disagreement helped stall the vote.

Senate sponsors have now pushed the permanent vote to November, after the chamber returns from recess, rather than force a decision before the midterm elections. If the bill eventually passes in its current form, Mercedes would have until 2030 to bring its ownership structure into compliance.

The fight over this bill sits inside a broader federal push on Chinese-connected vehicle technology, which has already shaped how automakers handle software and data from vehicles built with Chinese components. Other automaker executives have raised similar concerns about where the line between ownership and technology risk actually falls. That distinction is exactly what is keeping this bill in limbo through November.

The U.S. Senate Commerce Committee approved legislation on Wednesday to toughen a government ‌ban on Chinese automakers entering the American market that could bar German automaker Mercedes-Benz from selling vehicles in the United States.

Senator Ted Cruz, the committee chair and a Texas Republican, said the bill's provision that would ban companies with more than 15% ownership by Chinese entities would bar Mercedes-Benz (MBGn.DE), opens new tab from selling vehicles in the ​United States because of its nearly 20% passive Chinese investment. He said the bill required changes before it could become law.

Senator Bernie ​Moreno, an Ohio Republican, said Mercedes-Benz would have until 2030 to comply and could get waivers if ⁠needed from the ownership requirement if necessary.

Moreno and Senator Elissa Slotkin, a Michigan Democrat, proposed legislation to codify a regulation imposed by the ​Biden administration that effectively bans all Chinese automakers from selling passenger vehicles in the U.S. and takes other steps to prevent China from ​entering the U.S. light-duty market.

"We're preventing an absolute, total, and complete destruction of our industrial base," Moreno said.

Cruz said General Motors was pushing for the provision to get Mercedes-Benz out of the market and make its Cadillac brand more competitive. He said "we would never consider" banning Mercedes-Benz sales in the United States.

GM ​said in response the legislation isn't about any individual automaker and added the automaker "supports policies that protect and strengthen American manufacturing and the ​global competitiveness of U.S. automakers."

Mercedes-Benz noted its extensive U.S. operations and said it "continues to support legislation designed to protect U.S. national security. Mercedes-Benz also remains ‌committed to ⁠ensuring that any legislation does not impact our operations. The company will continue to safeguard its employees, dealers, suppliers, and customers.

Moreno noted that GM plans to shift production of its Chinese-made Buick Envision to the United States for the 2028 model year and said Ford has agreed to move Chinese-made Lincolns to the United States.

"I view that as a big victory," Moreno said.

He added Google's ​self-driving unit Waymo, which had ​been talking with Chinese automaker ⁠Geely about platforms coming from China, "has committed to looking at a Detroit-based manufacturer for their future platforms."

Cruz said another bill provision supported by GM to require automakers buy more expensive batteries from GM would ​add $5,000 to the vehicles' cost. An amendment to revise the battery management software requirements failed.

Moreno said ​that amendment had been ⁠sought by Rivian, opens new tab, which did not immediately comment.

Last month, Polestar, opens new tab said the Trump administration was forcing the electric-vehicle maker to stop selling vehicles in the U.S beginning in the 2027 model year. The Sweden-based company is majority-owned by China's Geely Holding.

Polestar's sister brand and co-founder, Volvo Cars, ⁠said in ​May it received authorization to keep selling vehicles in the U.S., though it said it ​still must meet the rule's requirements.

Bluetooth, Wi-Fi, cellular connectivity and some satellite communications technologies are covered under the rules based on national security concerns linked to the ability ​of vehicles to collect sensitive data on American owners.

Mercedes escapes...The US government has decided to draft legislation banning not only Chinese manufacturers from the market but also automakers in which Chinese entities hold a stake exceeding 15%. Interestingly, this strategy has put pressure not just on Chinese brands—whether state-owned or private—but also on European automakers in which Chinese companies hold significant stakes. And there are many such cases.

The driving force behind the bill—which aims to ban automakers with excessively high Chinese ownership from the US market—is Senator Bernie Moreno. A 59-year-old Republican born in Colombia, he is leading the discussion on the issue. The goal of the proposed regulation, known as the "Connected Vehicle Security Act" (which has not yet been passed), is to protect the US from vehicles capable of spying—much like the actions China itself took against vehicles within its own borders quite recently.

Despite the ongoing debate, there is little doubt that US regulators will push for the legislation to move forward, even though it places some of the automakers most popular with Americans in a very difficult position. This is the case for Mercedes-Benz, which has two Chinese shareholders: one is the state-owned Beijing Automotive Group (BAIC Group), and the other is the private consortium Geely, represented by Li Shufu.

While BAIC holds a 9.98% stake in Mercedes, Geely (through Shufu) controls 9.7%; combined, this brings the total Chinese stake in the "Silver Star" brand to 19.68%—well above the 15% limit proposed by the US legislation. As soon as the proposed legislation was announced, attention was quickly drawn to the fact that certain “non-Chinese” manufacturers also risked being shut out of the US market.

Moreno all but guaranteed that President Trump would not sign a law banning Mercedes; however, lawmakers are also looking for a way to accommodate other manufacturers that are similarly non-compliant with the regulations—such as Aston Martin, which currently has 17% of its capital held by Chinese interests. Then there is Volvo: despite being 100% owned by Geely, it will still be able to compete in the North American market, where it even operates manufacturing plants. It is worth noting that Polestar—which, like Volvo, is owned by Geely—has already been informed that it will be barred from selling in the US.

A U.S. Senate bill titled the Connected Vehicle Security Act proposes barring vehicle sales from any automaker with more than 15% Chinese ownership.

Key details of the legislation:

• Core rule: The bipartisan bill bans connected vehicles containing Bluetooth, Wi-Fi, cellular, or satellite communication tech from companies with over 15% Chinese equity.

• Reason: National security concerns regarding data collection on American drivers and software vulnerability.

• Timeline: Automakers would have until 2030 to comply or seek official waivers.

• Sponsors: Led by Senator Bernie Moreno (R-OH) and Senator Elissa Slotkin (D-MI).

Impacted automakers:

• Mercedes-Benz: Faces the largest spotlight because Chinese investors hold nearly 20% passive ownership combined (split between Beijing Automotive/BAIC and Geely's Li Shufu). Sponsors have signaled that Mercedes-Benz is not intended to be banned and are working on carve-outs or adjusting the threshold.

• Polestar: Faces a U.S. sales halt starting in the 2027 model year due to its majority ownership by China's Geely Holding.

• Other Brands with Chinese Ties: Volvo Cars (majority Geely-owned), Aston Martin (17% Geely-owned), and Lotus (majority Geely-owned) are also under review as lawmakers negotiate adjustments

 

DS

DS F3VER Concept

DS Automobiles presents the DS F3VER, a concept vehicle that opens a new chapter in the brand's design story. Conceived as a manifesto for the brand's future direction, this model blends a compact silhouette with a powerful presence and introduces new, instantly recognizable stylistic features.

Designed and developed entirely in-house, the DS F3VER demonstrates the breadth of expertise within DS Automobiles, as well as its teams' ability to rapidly turn a shared vision of design and innovation into reality.

Unveiled to an international audience at the Paris Motor Show, the DS F3VER aims to spark an immediate reaction and shape DS Automobiles' thinking regarding future creations. Its name reflects this very ambition: creating an instant emotion—a positive "fever" that drives the concept's allure and magnetic appeal.

With the DS F3VER, DS Automobiles reaffirms its uncompromising vision of mobility. Acting as a true design laboratory, this concept explores three complementary areas: powerful appeal, extensive personalization options, and usage freedom tailored to every moment of life.

Designed to turn heads, the DS F3VER features unconventional proportions, a commanding stance, and an instantly recognizable light signature. From its sculptural form to the finest details, every element draws inspiration from diverse fields—ranging from aeronautics and architecture to digital technology and high-tech objects—creating an expression that is unique, technologically advanced, and distinctly contemporary.

Measuring 4.19 meters in length, 1.84 meters in width, and 1.46 meters in height, the DS F3VER explores new proportions, commanding an impressive presence within perfectly balanced dimensions. This blend of compactness and a bold stance gives it striking charisma and presence.

At the front, the visual identity of the DS F3VER is defined by a vertical "totem" bearing the brand emblem, lending the vehicle a strong, unique character. A new light signature, featuring distinctive vertical Y-shaped elements, complements this look with a high-tech, almost hypnotic dimension. Together, these elements give the DS F3VER an instantly recognizable identity, both day and night.

For visual harmony, the rear of the DS F3VER follows the same design logic as the front: a totem featuring a digitized DS logo sits at the center of the bumper, while multidimensional lights create a spectacular sense of depth. Resembling a tunnel of light that seems to stretch into infinity, they consist of 16 LED panels mounted on an ultra-light magnesium structure inspired by the vault of the Grand Palais. Together, these elements also create a unique light signature that makes the DS F3VER instantly recognizable.

The DS F3VER introduces an adaptable roof band—a distinctive detail that subtly highlights the elegance of its lines. Conceived as an exclusive space for personal expression, this decorative strip allows owners to showcase the unique character of their car.

The approach to the two-tone bodywork has also been redefined; color is no longer merely a coating for the sheet metal but becomes an integral part of the design itself. The dividing line between the two colors is intentionally extended toward the rear, reaching the light clusters before wrapping around the trunk lid, side panels, and bumper. This new composition alters the perception of volume, emphasizes the vehicle's compact form, and opens up a wide range of personalization possibilities. The "Cosmic Blue" dichroic paint, developed specifically for the DS F3VER, shifts in appearance depending on the light—transitioning from bright blue to shades of deep purple—strikingly accentuating the vehicle's contours.

This visual experience extends into the vehicle's digital realm through user experience (UX)-driven light animations integrated into the rear light assembly. These serve three complementary purposes: personalizing the vehicle's visual identity through unique lighting scenarios, creating intuitive interaction between the DS F3VER and its surroundings, and conveying information quickly and clearly. In this way, light becomes a real language – both emotional and functional – that strengthens the connection between the vehicle and its users.

Colors, materials, graphic elements and animations together create a harmonious experience, capable of giving each DS model a unique character. The attention paid to personalization also extends to the wheels of the DS F3VER model. Their geometric design creates a structure that is both light and strong. Finely crafted details in champagne color and a discreet "Clous de Paris" pattern further emphasize their refinement.

The DS F3VER introduces a new generation of electric vehicles, combining comfort, class-leading range, and freedom of use. Designed with a focus on efficiency, the DS F3VER embodies the "Design Intelligence" philosophy that now guides the brand's design teams: creating uniqueness with fewer elements. This approach aims to reduce the number of components, lighten the structure, optimize aerodynamics, and enhance the perception of quality through cleaner surfaces and fewer visible joints.

In the DS F3VER model, this philosophy is particularly evident in the harmonious front light cluster that integrates the main headlights and daytime running lights, the one-piece bumpers, and the absence of additional plastic elements around the wheel arches and on the lower bodywork. Each solution simultaneously meets aesthetic, technical, industrial, and environmental goals. The result is a sleeker, sculptural silhouette where simplicity becomes a source of sophistication.

This approach is supported by state-of-the-art digital tools and artificial intelligence solutions developed by Stellantis. They enable designers to explore multiple directions more quickly, compare proposals, and devote more time to their development. Artificial intelligence does not replace creativity; rather, it expands the scope of exploration and accelerates the design process. Unveiled at the very heart of the DS Automobiles stand beneath the dome of the Paris Motor Show, the DS F3VER promises to "infect" visitors with its energy (sparking a "fever"). They will be able to extend this experience through a unique web app that allows them to create, personalize, and share selfies featuring this concept vehicle.

Autonews

CITROËN

CITROËN 2 CV 2026

Some cars define an era. Others stand the test of time. Rarely has a model embodied a universal vision of freedom as powerfully as the Citroën 2 CV. Today, the Chevrons brand draws inspiration from this legend to present a radically contemporary interpretation, unveiled at the 2026 Paris Motor Show: 2 CV Concept.  Electric, minimalist, affordable, compact and ingenious, this concept brings the spirit of the 2 CV up to speed with today’s challenges and heralds a future model set to join the Citroën range by 2028. A model with a distinctive, fresh and cheerful style, whose ambition will be to rekindle the magic of electric mobility.

“Reinventing the 2 CV isn’t about replicating a car from the past; it’s about reinventing what made it unique: its simplicity, its accessibility and the freedom it offered. With the 2 CV Concept, we’re bringing that spirit into today’s world to make electric mobility simpler, more human and more desirable. The world has changed. But the idea remains the same: to make life more beautiful with Citroën.” – Xavier Chardon, CEO of Citroën

The starting point was not to recreate a 2 CV, but to imagine the small electric car of the future – practical and desirable, bringing some “joie de vivre” – which would make everyday short journeys exciting again.

The 2 CV is a source of inspiration. Unveiled at the Paris Motor Show in 1948, it met a set of pragmatic specifications. It was not intended to become an icon. It became iconic because of what it made possible: working, travelling, going almost anywhere and enjoying life to the fullest.

Since then, the world has changed, but the idea remains the same. Redefining a sensible set of specifications that focuses on essential needs and eliminates the superfluous to offer greater freedom. Inspired by the original, yet free from nostalgia, to offer a new take on electric mobility, making it fun, affordable and more human. It’s not about replicating the past. It’s about reinventing the idea that made it a success.

To bring about a new generation of small electric cars, in line with the new European E-Car regulations, positioned between the Ami and the C3, to offer greater freedom of movement without compromising on character.

A model manufactured in Europe, with a target starting price of around 15,000 euros, to help make electric mobility accessible to as many people as possible.

An approach that goes against the grain of a market where cars are becoming even larger, heavier, more sophisticated and more expensive: simple and clever, lighter and more efficient. The aim is to offer practical, desirable and affordable cars.

At 3.76 m, the 2 CV concept is shorter than the original 2 CV, which is exceptional. This is a deliberate choice to recapture the pleasure and agility of small cars, whilst making driving and parking easier.

Agile, easy to live with and full of personality, it breathes new life into a long-neglected category. Whether it’s the city 2 CV or the country 2 CV: it adapts to all terrains.

A controlled weight aiming for one tonne: less mass means a smaller, more cost-effective battery, with a range tailored for everyday use and low running costs.

Innovation isn’t always about adding features; it’s also about simplifying. Design choices that also take into account mass production and ease of repair: flat surfaces and direct air intakes beneath the windscreen, bumpers separated from the bodywork and replaceable independently…

The design challenge was to create a dialogue between heritage and innovation: to preserve the essence of a model whose silhouette and interior are instantly recognisable, without succumbing to a static sense of nostalgia. To breathe new life into an icon, not by copying it, but by reinventing its design language to ensure it is fully rooted in the present day.

An instantly recognisable silhouette, with the unique proportions and curves of the 2CV, reinterpreted through tauter lines and generous volumes to convey greater energy.

At the front: round headlamps set apart from the bodywork, an expressive LED signature, a sculpted, sweeping bonnet, TPV-inspired creases, integrated air intakes and exposed windscreen wipers.

On the sides: a vertical windscreen, a curved and flowing roof, rounded wings and taut flanks; contoured door handles, tapered indicators on the C-pillar, 18-inch steel wheels inspired by the 2 CV, and Michelin tyres bearing the Heritage logo and the Citroën chevrons.

At the rear: a distinctive roofline accentuated by a black tailgate extending down to the bumper, just like on the first-generation 2CV, LED lights on either side of the tailgate, three horizontal stripes, a short overhang, a visible tailgate handle and a number plate displaying the 2CV’s nicknames in different countries.

Autonews and MotorLand

 

MOTO GP

Bezzecchi Shines in Mandalika

Italian rider Marco Bezzecchi secured Italy's 300th victory at the Indonesian Grand Prix, leading an Aprilia 1-2-3 finish at the Pertamina Mandalika International Street Circuit ahead of Spaniards Raúl Fernández and Jorge Martín. Martín reclaimed the lead in the 2026 MotoGP World Championship, edging past his compatriot Marc Márquez by just two points.

Before the start, the absence of Aleix Espargaró was confirmed; he is still recovering and chose not to push himself to participate, opting instead to focus on testing the Aprilia 850cc bike at Sepang. The race also saw two significant crashes: Augusto Fernández and Francesco Bagnaia fell at different times, triggering yellow flags.

Marc Márquez, who briefly held third place early on, was overtaken by Martín and subsequently by Pedro Acosta and Ai Ogura, ultimately finishing sixth. The battle for the championship lead between Márquez and Martín was intense, featuring position swaps during the race, but the Aprilia rider eventually conceded the lead to his teammate.

Diogo Moreira had an understated race, starting in 19th and climbing to 16th place, just outside the points-scoring zone. The Brazilian rider continues to gain experience in the premier class but is still seeking more significant results.

The race's top 10 was rounded out by Ai Ogura, Pedro Acosta, Marc Márquez, Álex Márquez, Fabio di Giannantonio, Fabio Quartararo, and Enea Bastianini. Following the Indonesian GP, ​​MotoGP takes a break and returns from October 23 to 25 for the Australian GP, ​​the final round at the Phillip Island circuit.

Marco Bezzecchi got a slightly better start than pole-sitter Raúl Fernández, but Fernández regained the lead exiting Turn 1. Meanwhile, Marc Márquez moved up to third ahead of Fabio Di Giannantonio, Fermín Aldeguer, and Jorge Martín; behind them, Álex Márquez overtook Ai Ogura, who was also passed shortly after by Pedro Acosta.

Aldeguer overtook Di Giannantonio—who was also passed by Martín on the second lap—while Acosta pulled away from Álex Márquez. Everyone gained a position when Aldeguer crashed at the end of the second lap.

Fernández and Bezzecchi began to pull away from Marc Márquez. Márquez was then caught off guard by Martín, who made a bold move from a distance to snatch the podium spot on the third lap, with Acosta lurking close behind after passing 'Diggia'.

While Jack Miller and Pecco Bagnaia crashed in quick succession behind them, Acosta overtook Marc Márquez on the eighth lap. Further ahead, Bezzecchi began closing the gap to Fernández, getting within half a second.

Just before the halfway point, Acosta appeared to let Márquez pass him, but he returned the favor on the following lap and reclaimed fourth place. It became clear that Acosta was struggling with tire pressure issues, as he allowed Márquez to pass him again a few laps later, while Ogura overtook Diggia. The race's first crash occurred on the second lap. Aldeguer lost his balance and fell at Turn 16—a low-speed section—triggering a brief yellow flag. With the Gresini Spaniard out of the picture, Martín attacked and easily overtook Márquez for third place, momentarily creating an Aprilia 1-2-3.

By the fifth of 27 laps, Fernández held a comfortable 0.7-second lead over Bezzecchi. Martín was trying to close the gap but remained some distance back. Márquez was attempting to stay close to his title rival while coming under pressure from Acosta, who was running fifth. Further back, Moreira had climbed to 16th, just one spot outside the points.

Shortly after, two more crashes and yellow flags occurred, with Miller going down at Turn 2 and Bagnaia at Turn 17.

On Lap 7, Acosta overtook Márquez, dropping the Ducati rider to fifth place—a scenario that handed the championship lead back to Martín.

As the race approached the halfway mark on Lap 13, Fernández remained in the lead, though his advantage over Bezzecchi had shrunk to 0.3 seconds. Martín held third, unable to close in on his Aprilia teammate, while Márquez executed a counter-move to reclaim fourth place from Acosta. Moreira was running 15th.

While Bezzecchi began his attack on Fernández in earnest, Acosta overtook Márquez again on Lap 15, pushing the Ducati rider back to fifth.

Bezzecchi dived down the inside at Turn 1, capitalizing on Fernández running wide to take the lead and pull away, while Márquez and Acosta continued to swap fourth place. But this paved the way for Ogura to close the gap; he managed to overtake Márquez and move up to fifth on lap 22.

With eight laps remaining, Bezzecchi launched an attack on Fernández to take the lead; the Spaniard made a small error at that moment, allowing the Italian to immediately pull away. Behind them, Acosta overtook Márquez again, and this time Ogura seized the opportunity to pass the number 93 rider with five laps to go.

Marco Bezzecchi rode on to secure the victory, while Raúl Fernández easily finished second; Jorge Martín rounded out the podium, and Ai Ogura overtook Pedro Acosta in the closing stages to complete the Aprilia quartet.

Marc Márquez scored 10 points by finishing sixth, well ahead of the Ducatis ridden by Álex Márquez and Fabio Di Giannantonio, both of whom struggled in the final laps. Fabio Quartararo and Enea Bastianini rounded out the top 10.

Ultimately, Marco Bezzecchi returned to winning ways, triumphing at the Indonesian GP—his first victory since the Italian GP on May 31. Raúl Fernández and Jorge Martín completed the podium. The top 10 was rounded out by Ai Ogura, Pedro Acosta, Marc Márquez, Álex Márquez, Fabio Di Giannantonio, Fabio Quartararo, and Enea Bastianini. Diogo Moreira finished 16th.

Fermín Aldeguer will require surgery after fracturing his right hand during the MotoGP Indonesian GP. The Gresini rider crashed at Turn 16 after gaining two positions at the start. The Spaniard will return to Barcelona to undergo the medical procedure.

The team confirmed that the fracture is at the base of the first metacarpal of his right hand. The accident capped off a difficult weekend in Mandalika, marked by four crashes in MotoGP. The Spaniard had previously won the Indonesian GP, ​​but was unable to repeat that result this season.

This new injury adds to other physical issues he has faced throughout the year. Even before the championship began, the rider fractured his left femur during training, missing pre-season testing and the opening round in Thailand. Later, a vertebral fracture sustained at the Dutch GP sidelined him for three races.

More recently, the Spaniard underwent surgery to remove some of the metal hardware implanted in his left leg during the treatment of his initial injury. Now, he faces another recovery period before the final stretch of the season.

Currently tenth in the championship standings, the rider has two weeks until the next MotoGP event: the Australian GP at Phillip Island.

MotoGP now takes a break before resuming action from October 23 to 25 with the Australian GP, ​​marking the event's final edition at the Phillip Island circuit.

by: Autonews

 

AUTONEWS

Why China agrees to cut plug-in hybrid exports to Europe by over 50%?

The Chinese are known to be tough negotiators who defend their interests fiercely and only yield when they feel they have no other choice. This was the case with plug-in hybrid (PHEV) models—a category the European Union (EU) had seemingly overlooked when it initially imposed tariffs only on Chinese-made electric vehicles. However, following negotiations in Beijing with the European Trade Commissioner, the Chinese government agreed to cut its PHEV exports to Europe by more than half.

After the World Trade Organization identified illegal state subsidies for Chinese-made electric vehicles—findings mirrored by the European Commission’s own investigation—the EU mandated that Chinese automakers wishing to export their China-built EVs to Europe must pay an additional levy on top of the standard 10% import duty applied to all non-European goods entering the bloc. This special tariff was set to range from 7.8% to 35.3%, depending on the level of state aid received, bringing the total import tax to between 17.8% (for Tesla, which faced the lowest penalty) and 45.3% (for SAIC/MG and brands that did not cooperate with the EU investigation). As scrutiny of Chinese vehicles intensified, manufacturers quickly discovered a loophole in the regulations; the EU had apparently overlooked the fact that plug-in hybrid electric vehicles (PHEVs) would also pose a problem. Although they sell in lower volumes than pure electric vehicles, many European manufacturers—particularly German brands—rely heavily on them. As Chinese PHEV sales surged—even unseating the VW Tiguan from the top spot—German automakers sounded the alarm. Having previously lobbied to prevent tariffs on electric vehicles from skyrocketing to 100% (as happened in the US), they now demanded that Europe take action to prevent another instance of unfair competition.

Faced with pressure from Germany, the EU announced plans to engage the Chinese in talks to urge moderation before resorting to a new round of extra tariffs, with the primary goal of narrowing the EU's massive trade deficit with China. To the surprise of many, China yielded; negotiators announced an "understanding to moderate Chinese exports of plug-in hybrid and hybrid vehicles to European Union countries," aiming to cut these exports by more than half.

Adding to the positive news, European Trade Commissioner Maroš Šefčovič revealed that the talks also yielded an agreement regarding raw materials and rare earth elements—essential components for the magnets used in electric motors and the GPS systems found in everything from cars to missiles. The agreement secured by Šefčovič will now undergo review and ratification by EU member states, a process expected to proceed without issue.

He said that “by this step we are actually preventing several millions of car exports from China to the European Union.”

The two sides were seeking to resolve key factors behind China’s growing trade surplus, which hit 360 billion euros ($403 billion) last year.

China’s Commerce Ministry posted online that Chinese Commerce Minister Wang Wentao expressed concerns about the EU’s recent restrictive measures. He said that China is not the root of the EU’s problems but a partner in solving them.

The head of the European Automobile Manufacturers’ Association, Sigrid de Vries, said that the deal appears to avert further instability in the EU and “can help facilitate the transition to a new era of Chinese presence in the European market in an orderly way and this is in the long-term interests of all parties.”

Sefcovic said he will brief EU leaders meeting in Brussels next week and seek their approval.

“They would have to see that this is convincing enough to take the other steps,” he said. “We are in a situation that they (China) could put under the threat whole sectors in the European industry, literally thousands of jobs and the public opinion and the leaders clearly expect very fast action from our side.”

Sefcovic also said both sides reached understandings to further facilitate China’s export licensing for rare earths and permanent magnets, as well as to improve access to the Chinese market for various EU products through lower most-favored-nation tariffs, including car parts, olive oil and footwear, totaling almost 4 billion euros (about $4.5 billion) in current export value.

Growing tensions...China has been pushing for the EU to stop blocking Chinese imports of advanced computer chipmaking machines, restrictions imposed on national security grounds at Washington’s behest.

Earlier, Sefcovic had said the talks this week were the culmination of three months of intensive work. He had set an October deadline for meaningful results on trade rebalancing.

Earlier in the week, the Chinese Commerce Ministry issued a statement urging the EU to avoid protectionist measures, warning that such moves could backfire.

Trade tensions have grown in recent months, with both sides imposing or considering curbs on each other’s imports.

The EU has moved to limit imports of Chinese-made electric vehicles and EV batteries and enacted measures to protect the European steel industry. It also is limiting duty-free imports of e-commerce small parcels, essentially targeting Chinese fast fashion firms.

Last week, China launched an anti-dumping investigation into imports from the EU of p-nitrotoluene, a chemical compound used in dyes and pharmaceuticals.

Chinese officials and businesses have raised concerns over reports some EU members are pushing for new measures to protect local industries.

China had a global trade surplus exceeding $1 trillion last year...Worries over surging Chinese exports to Europe and other parts of the world in what some are calling a China shock 2.0 have deepened as the U.S., especially since U.S. President Donald Trump returned to the White House, has raised tariffs and enacted other measures to try to reduce its own huge trade deficit with Beijing.

Despite the backlash from some of its trading partners, China’s global trade surplus hit $1.2 trillion in 2025 and is forecast to surpass $1 trillion again this year.

The EU’s trade deficit with China widened to 103.3 billion euros (about $116 billion) in the second quarter, as imports rose to 153.6 billion euros ($172 billion), while European exports to China climbed to 50.3 billion euros ($56 billion), according to EU statistics.

And on Wednesday, Germany blocked the sale of a major logistics firm in the port of Hamburg to the state-owned Chinese shipping behemoth Cosco over security concerns.

“As Europe’s largest economy, Germany welcomes foreign investment. At the same time, some investments can endanger the country’s security,” the German economic ministry said in a statement. “The acquisition would have deepened dependencies and jeopardized the resilience of supply chains in Germany and the EU.”