Category: News

Linktour Automotive is entering the European market with its L6e and L7e electric models. The launch event at IAA Mobility 2025 marked a new era in urban driving. The brand is banking on avant-garde design, unique personalisation and intelligent technologies to win over city dwellers.

A strategic arrival in Europe

Linktour aims to transform the urban experience with its compact, agile vehicles. The L6e and L7e models combine performance, comfort and futuristic styling to meet the expectations of modern drivers. By incorporating strict European production standards, the brand ensures quality, safety and durability.

Four pillars of innovation

Design is at the heart of the Linktour philosophy. Futuristic silhouettes, frameless doors and a panoramic roof create a unique visual experience. Customisation is taken to a whole new level with the ‘Art Window’, transforming each car into a space for creative or commercial expression. Smart features include a 10.25-inch touchscreen and a 5-inch control panel. The Linktour mobile application lets you control the vehicle remotely, manage the air conditioning and monitor battery charging. Finally, the Urban Pioneer approach ensures manoeuvrability, safety and comfort thanks to an aluminium chassis and Cell to Body technology.

Two models for two experiences

The Alumi L6e “Urban Sprite” is compact and manoeuvrable, perfect for narrow streets and traffic jams. It appeals to young drivers and families looking for a second urban vehicle. The interior features eco-friendly materials and sporty seats with four-way adjustment. The Alumi Elite L7e ‘Urban Elite’, on the other hand, offers sporty driving with a 23 kW electric motor and acceleration from zero to 50 km/h in 5.5 seconds. Its 180 km range and D and S driving modes guarantee an experience to suit every need.

A global strategy with local support

Linktour is planning a gradual expansion of its international sales and service network. The aim is to provide easy access to spare parts, maintenance and batteries. According to Dr. Tang, CEO of Linktour, mobility must go beyond mere transport and become an extension of lifestyle. The brand doesn’t just launch vehicles: it offers a platform that inspires individual expression.

A problem with an incorrectly positioned sensor has forced Renault and its subsidiary Dacia to recall several recent models. Hybrid and electric vehicles are particularly affected, including the Mégane E-Tech and Scénic E-Tech. The authorities are warning of an increased risk of accidents.

Poorly positioned sensor to blame

The fault is caused by a sensor on the parking brake actuator being at the wrong angle. This fault sometimes prevents the locking pin from locking properly in “P lock” mode. In practice, the brake may lock or fail to activate, especially when the driver turns off the engine, unbuckles the seatbelt or opens the door. If the assisted parking brake (APB) continues to hold the vehicle, the risk of accidents and injuries is considered real by the authorities.

New, electrified models in the sights

The alert, published at the beginning of September on the government platform Rappel Conso, affects a large number of Renault models produced between April 2024 and January 2025. These include vehicles emblematic of the brand’s electric and hybrid strategy: Mégane E-Tech, Scénic E-Tech, Austral and Espace VI. The Rafale, a top-of-the-range SUV, is also included. At Dacia, the Duster Pays Grand Froid, manufactured until the end of October 2025, is also on the list.

Quick steps for homeowners

Renault recommends that affected motorists contact their dealer to check whether their vehicle is part of the campaign. The intervention, which is free of charge, will enable the sensor to be corrected and ensure safety. The authorities specify that it is not necessary to immobilise the vehicle, but call for immediate action to avoid any dangerous situation.

Increased vigilance around electric models

This massive recall is a reminder that the transition to electric vehicles also brings technical challenges. The Mégane and Scénic E-Tech, the spearheads of Renault’s electric range, are directly affected. However, the manufacturer says that corrections will be made quickly, in order to maintain customer confidence in its electrified models.

Chinese manufacturer XPeng is taking a decisive step in its expansion strategy. Thanks to an unprecedented agreement, its electric SUVs will soon be assembled in Europe by Magna Steyr in Graz, Austria. This marks a turning point for the brand, and reflects a wider trend towards localising Chinese production to avoid heavy taxes in the European Union.

A strategic partnership in Austria

Magna, a Canadian subsidiary with over 300 production sites worldwide, has been chosen to manufacture the G6 and G9. These models, already sold on the continent, will now come directly from the Austrian factory. According to XPeng, this decision represents a first step towards a sustainable commitment in Europe, while accelerating its conquest of the market.

Getting around European surcharges

The European Union imposes high taxes on vehicles imported from China, reaching 31% for XPeng. By localising its production, the company is considerably reducing these costs, while at the same time gaining greater responsiveness to local demand. This strategy is part of a wider movement: several Chinese manufacturers, including BYD, Chery and Leapmotor, have already announced similar projects on European soil.

GAC and other players are following suit

XPeng is not the only company to benefit from Magna’s expertise. Chinese manufacturer GAC, with its Aion brand, has also entrusted the assembly of its electric models to the Graz plant. Recently presented in Munich, this brand plans to start sales in Poland, Portugal and Finland, before expanding across the continent by 2028.

A new lease of life for Magna Steyr

For Magna Steyr, this contract comes at just the right time. The Austrian plant had lost several major programmes, notably with BMW and Jaguar. The arrival of XPeng and GAC has given a significant boost to this historic site, already renowned for its production of the Mercedes G-Class. This momentum illustrates the determination of Chinese carmakers to integrate rapidly and sustainably into the European automotive landscape.

Rimac, known for its electric hypercars, has just unveiled a new solid battery and ultra-powerful electric axles. The idea? To become a major technological player in the electric car industry.

Since its creation in 2009 by the young Croatian engineer Mate Rimac, the brand of the same name has rapidly established itself as a key player in the world of electric sports cars. With the Concept One and its 1,200bhp, followed later by the Nevera, which flirts with 2,000bhp, Rimac has made its mark and proved that electrification doesn’t close the door on thrills. The problem? Making a profit selling hypercars isn’t the easiest thing in the world! So the idea of its founder is to add another string to Rimac’s bow by becoming a technology supplier for other manufacturers, using its cars as a showcase.

Very promising solid state batteries

This autumn, the manufacturer has announced a new solid-state battery. Developed in partnership with ProLogium and Mitsubishi Chemical Group, it has a capacity of 100 kWh and an energy density of around 260 Wh/kg. That’s not bad, but it’s even better when you consider Rimac’s promise of a recharge time of 10-80% in less than seven minutes.

And this is not just a concept or a manifesto, but a presentation ahead of the commercial launch in 2027. While solid batteries are still relatively rare on the market, if Rimac meets the deadline, it will be one of the pioneers in this segment. This is a strategic positioning, since solid batteries are more compact and therefore offer greater range for the same weight as lithium-ion batteries. For many observers, solid batteries represent the future of the electric car.

A major commercial power?

In addition to its future solid-state batteries, Rimac also presented its new generation of electric axles called Sinteg 300 and 550. These are engineering monsters that can deliver up to 11,000 Nm of torque to the wheels. It’s totally insane, and once again, it could convince many manufacturers, especially those looking for high performance, to choose the Croatian manufacturer.

Starting out by producing spectacular hypercars and making a name for himself in the sun, Mate Rimac, like a good engineer, has decided to use the fame he has gained from his cars to start designing parts, starting with batteries, axles and engines. It’s certainly more profitable than selling fifty Nevera…

Founded in 2016, SERES has, in just a few years, established itself as a leading player in electromobility. First through its commercial success as a manufacturer under the AITO name, then through a strategic partnership with Huawei. Today, SERES is setting its sights on Europe, presenting its ultra-efficient ‘Super Range-Extender’ system at the IAA Mobility trade fair in Munich.

The story of SERES is a good illustration of the extent to which the Chinese automotive industry has been able to reinvent itself at breakneck speed. Founded in 2016 as an electric mobility brand in the global sense of the term, the company has found a major partner: the giant Huawei. It was with the flagship of Chinese tech that SERES developed AITO, a local manufacturer that enjoyed almost immediate success (750,000 cars sold in its first four years of existence – that’s amazing) thanks to its high-end positioning, which has since been fully acquired by Huawei in 2023. Relations are still very good between all these companies, which are now cohabiting in the same universe, linked by partnerships.

SERES, long-term autonomy and vision

Today, SERES, through its SERES Power branch, focuses mainly on the design and manufacture of electric motors, in particular for the famous extended-range electric vehicles (EREVs) that are a big hit in China. These cars use small combustion engines, powered by petrol, which, instead of driving the wheels, act as generators to recharge the batteries. SERES was at the IAA Mobility trade fair in Munich to present a new development in these systems.

The ‘Super Range-Extender System’, whose name sounds like something out of a Marvel film, uses in-house RoboREX technology. According to SERES, its active energy management enables it to reduce fuel consumption by 15%, cut noise by 90% and deliver a spectacular output of 3.65 kWh per litre of fuel. All this with a maximum energy efficiency of almost 45%, when most current petrol engines struggle to exceed 35%.

This presentation in Europe is not insignificant. EREVs are not yet very popular on our side of the world, but this seems to be mainly due to lack of recognition, the rarity of models and the absence of this type of vehicle in the catalogues of European manufacturers. With some 3,900 patents to its name and 132% growth over the last year, SERES is determined to change the situation and add new industrial partners to its already impressive portfolio. It’s a story to keep an eye on, because at a time when the European electromobility market is in the throes of transition, when the vagueness surrounding the ban on 100% internal combustion is persistent, when the installation of recharging stations is still too sporadic and, above all, when range is the most persistent factor in motorists’ hesitation to switch to electric vehicles, range extenders are emerging as a very interesting solution.

Plug-in hybrids, long touted as the ideal gateway to electric mobility, are once again under fire. A recent study by the NGO Transport & Environment (T&E) claims that they emit on average five times more CO2 than official tests claim. All the more reason to reopen an already lively debate about these vehicles, which are so popular with company fleets.

Some disturbing figures

According to T&E, analysis of 127,000 vehicles registered in 2023 reveals actual emissions of 139 g/km, compared with just 28 g/km on paper. The discrepancy stems from the calculation of the WLTP standard, which assumes that PHEVs are driven 80% of the time in electric mode. In practice, this figure drops to 26%. As a result, the combustion engine is used much more often than expected.

Criticism but also nuances

The NGO denounces a greenwashing strategy and calls on Brussels to correct the rules from 2025. The car industry, on the other hand, is defending PHEVs as an essential transitional solution. For Christophe Périllat, head of Valeo, these models remain useful until the electric market is fully mature. In his view, increasing the electric range of hybrids to 100 km would already cover most everyday journeys.

A political battle ahead

It’s not just a technical issue. Carmakers want to make the targets for 2035, the date set for the end of combustion engines, more flexible. Brussels will have to make a decision at the strategic dialogue on 12 September. Discussions between NGOs, manufacturers and the European Commission are likely to be tense.

Towards other alternatives?

At the same time, a number of players are exploring the use of range extenders, which are already popular in China. This technology, which recharges the battery via a small internal combustion engine, could represent a compromise. However, there are still too many risks associated with the use of combustion engines.

The controversy surrounding PHEVs illustrates the challenges of the transition. While their limitations are now clear, pure electrics remain the most credible option in the long term.

Young Turkish manufacturer Togg took advantage of the IAA Mobility 2025 show in Munich to announce its imminent arrival on the European market, starting with Germany. As the spearhead of Turkey’s industrial revival, Togg is aiming to win enough market share to first become profitable and then expand on a large scale.

Turkey is doing its utmost to achieve a balanced trade balance. Still too dependent on imports despite its strong agriculture and status as a major industrial hub, the country has set itself the task of continuing to develop this second point. So, in 2019, the government unveiled the start-up Togg, an acronym for “Türkiye’nin Otomobili Girişim Grubu“, Turkey’s first national manufacturer. A small revolution that will enter its second phase in 2025: internationalisation.

Germany as a gateway for Togg

At the IAA Mobility show in Munich, Togg announced the imminent arrival in Germany of its two 100% electric models: the T10X SUV and the T10F saloon, whose design, inspired by BMW’s lines, could appeal to German customers who are already well used to them. And it’s in the locals’ interest to like them, because Togg’s development, and even survival, depend on it. According to Reuters, the manufacturer needs around 200,000 sales a year to reach profitability. Its domestic market, despite respectable results with 30,000 units sold in 2024, will not be enough to ensure Togg’s long-term growth. Germany is therefore de facto the priority market for the young manufacturer, providing both a potential springboard and a gateway to the rest of Europe.

But Togg didn’t just announce its arrival in Germany. The manufacturer has also sprung a surprise by tackling another field that is becoming increasingly essential: artificial intelligence. Can.ai, its in-house AI platform, has been developed in partnership with Microsoft Turkey, from whom it borrows the Azure cloud, and incorporates technologies from OpenAI, from whom ChatGPT is derived. While it responds to voice commands, as is the case in almost all new vehicles, this virtual assistant “makes predictions and acts proactively in the best interests of users“, as Togg puts it. This ‘hands-free’ support is summed up by the name of its interface, ‘ZeroTouchUI’.

It now remains to be seen what practical applications this artificial intelligence will have in driving, but on paper, and on test at the Toog stand in Munich, it looked promising. And that’s at least what it will take to stand out in an already crowded German market. While the Togg vehicles offer a classic design that has proved its worth, a decent range – 500 and 600 km respectively for the T10X and T10F – and this new AI assistant that promises to be revolutionary, they should be priced at between €45,000 and €50,000, putting them up against the Audi Q4 e-Tron and BMW iX2, among others… We’ll have to hang on!

The IAA in Munich is an opportunity for Skoda to present its Vision O concept. A large electric estate car that will serve as the basis for future models from the Czech brand in the Volkswagen Group.

The Volkswagen Group has decided to use this 2025 edition of the IAA Mobility show in Munich as a showcase for its future. After Audi’s Concept C, a veritable white paper on the design of future vehicles in the rings, it’s Skoda’s turn to present its manifesto, in the form of the Vision O concept. And, as with Audi, it’s not just another SUV! It’s an estate car (100% electric, of course), a category in which the Czech manufacturer has enjoyed a string of commercial successes, led by the Superb Combi and Octavia Combi.

Practical, spacious and… elegant

Skoda has revisited its design language, known as ‘Modern Solid ‘, which emphasises simplicity and a futuristic brutalism. The new front end features a full radiator grille, with headlamps and sensors forming the future visual signature of the brand’s models. The whole thing is 4.60 metres long and has a very slender silhouette for an estate car. It’s elegant.

But this sharp styling doesn’t seem to prevent the Vision O estate from fulfilling its initial mission: making life easier for the driver, offering comfort for passengers and offering a voluminous boot. This is the case here, with Skoda announcing a capacity of 650 litres! That’s almost as much as the Skoda Superb Combi, the benchmark in the brand’s catalogue, which is almost 30 centimetres longer. And it’s 50 litres more than the current Octavia Combi for the same size. All-electric helps!

Still inside, but this time in the passenger compartment, everything is simpler than in current models. Tech and minimalism are not necessarily the house style, but it works. The ‘Horizon Display’ extends across the entire dashboard, the lighting adapts to different times of day and a voice assistant called Laura, infused with artificial intelligence, keeps the car’s occupants company. There are two killer details: an integrated fridge and a portable loudspeaker. If that’s not a family car, we don’t know what is.

See you in 5 years?

A highly accomplished concept car, we could almost expect to see the Vision O or its production versions on our roads as early as next year. But that won’t be the case! Instead, it is part of the Skoda Strategy 2030 and, according to several observers, the manufacturer is waiting for the Volkswagen Group to finish developing its new platforms for electric cars before announcing the first vehicle adapted from the Vision O. And if we had to put a coin in, we’d bet on the first electric Octavia. What’s in it for us? Its dimensions and the ‘O’ in ‘Vision O’ give us a hint.

On Monday 8 September, Eco Motors News travelled to Bavaria for the opening of theIAA Mobility, the Munich International Motor Show. Among the show’s leading innovations, BMW unveiled its 100% electric SUV: the new BMW iX3, the cornerstone of the Neue Klasse electric platform.

With its imposing but not restrictive size (4.78m long and 1.90m wide), the German brand has made the most of the interior space offered by this SUV. It is equipped with the all-new Panoramic iDrive, a 1.10-metre touchscreen display in the style of a windscreen with an 18-inch screen and a driver-centred interface. The steering wheel has also evolved and differs from that of its 2020 predecessor: an aerodynamic design that matches the cockpit atmosphere.

The cabin is practical: there are three real seats in the rear, a spacious 520-litre boot (up to 1,750 litres with the seats folded down), and a 58-litre frunk.

As an electric vehicle, BMW has reworked the IX3’s aerodynamics. And it works! With its twin engines (synchronous at the rear and asynchronous at the front), the iX3 delivers 463 bhp and 645 Nm: 0 to 100 kph in 4.9 seconds, top speed 210 kph. Not bad for this handsome baby weighing in at over 2,300 kg.

On the battery front, the IX3 is also very impressive. It inherits the new generation NMC battery, with a capacity of 108 kWh. This gives the car a range of 800 km. And if you thought such a powerful battery would take a long time to recharge, you’d be wrong! When charged, it is capable of handling up to 400 kW thanks to its 800 V architecture, which means that you can go from 10% to 80% battery power in just 21 minutes.

With a carbon footprint 30% smaller than its predecessor, BMW is counting on this first Neue Klasse model to regain market share, particularly in Asia, and lay the foundations for the mobility of tomorrow, centred on the user experience, technology and the energy transition.

While production of the BMW iX3 begins in November 2025, you’ll have to wait until March 2026 to be able to buy it for around €70,000.

Presented by Audi as a white paper on its future aesthetic identity, the Concept C electric two-seater roadster makes our mouths water.

I owe my first car shock to Audi. When my friend Curtis’ father left school, he came to pick him up with his new car: an Audi TT. At the time, I wasn’t really into design, let alone car design. But this coupé was like nothing I’d ever seen. It was designed outside all convention, conveying a new aesthetic language capable of speaking to the hearts even of those who had never really paid attention to cars before. That was some twenty years ago (we’re not getting any younger!) and even then, the brand with the four rings was opening the door to a new way of thinking about the silhouette of cars. And history could well repeat itself. With the 100% electric Concept C, just unveiled at the IAA Mobility show in Munich, Audi is entering what it describes as a “new era in automotive design“, guided by a quest for purity of line and simplicity that breaks with the current era of convoluted silhouettes and slashed surfaces.

The Concept C reshuffles the deck with its ultra-legible design, harmonious proportions and an almost Bauhaus minimalism that is anything but sad. The most striking element is undoubtedly the abandonment of the traditional grille in favour of a contrasting but less intrusive vertical ‘face’. According to Audi, the overall design was inspired by the Auto Union Type C single-seaters of the 1930s and the third-generation Audi A6 of 2004. Curiously, the company never mentions the Audi TT or the R8, with which the similarity is obvious… But that’s certainly due to a lack of objectivity. Still on the subject of design, the Concept C appears to be the debut of the brand’s new light signature, made up of four horizontal segments, again very discreet.

Audi Concept C… more than just a concept car

In addition to this aesthetic approach, the Concept C also reveals more about the architecture of the Audi of the future. The roadster is built around its battery pack, giving it a rather svelte silhouette, efficient aerodynamics and a very low centre of gravity, without compromising passenger comfort. And for the first time at Audi, the retractable roof is… rigid! It’s certainly not going to please canvas purists, but a coupé/cabriolet is so cool…

 

Inside, it’s nothing to write home about. It’s (very) simple and (very) effective. There’s nothing revolutionary about it. On the contrary, it’s more in line with what’s being done a lot of these days: a screen, few or no buttons and materials that alternate between cold (aluminium) and warm (wool).

For those who still doubt the influence of the Concept C on the future of the brand, Audi could not be clearer: “this concept car prefigures a future production model and will influence future creations“. And I’ll take their word for it, because the production TT is a near carbon copy of a concept car presented a year earlier. Rebelotte?