The Mild Hybrid That Moves Like an EV

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Table of Contents

• Audi's Silent Revolution: The Mild Hybrid That Act …

• AMG's Hybrid Hammer Is Cracking Porsche's Halo

• The EV Tax Credit Is Gone, But It’s not the End fo …

• Snow Tires vs. All-Season Tires: What's Best for W …

• Spy Photos and Renderings of the Week

• Ford Hates CarPlay Ultra?!

• The finish line

Audi's Silent Revolution: The Mild Hybrid That Actually Moves Like an EV

By: Sergiu Tudose

A breakthrough mild hybrid powertrain that can get you moving on electric power alone, and a secret Audi seems oddly reluctant to share. What do these two things have in common? They’re one and the same. We'd never seen a mild hybrid system capable of changing your driving experience in any tangible way. Until recently, that is. The fact that this isn’t getting more media attention is somewhat odd.

Audi’s new MHEV Plus system, fitted first to the 2025 A5 TDI (diesel) and the Euro-spec S5 and S5 Avant, is a genuine revolution in hybrid design. While this too is a 48-volt system like many others in the industry, its layout is fundamentally different from your run-of-the-mill belt-driven starter-generator systems.

At the heart of “MHEV Plus” is what Audi calls a PTG or powertrain generator. It’s a compact electric motor fitted to the transmission output shaft, sending 24 horsepower (18 kW) directly to the wheels, and because it’s positioned beyond the clutch and transmission, it can move the car without the help of the internal combustion engine.

Positioning matters. With most other mild-hybrid systems, the tiny electric motor is attached in front of the clutch, either directly to the crankshaft or using a belt, so when the clutch is disengaged or the engine is switched off, the motor is mechanically disconnected from the wheels, meaning it simply cannot drive the car.

What it can do is assist the engine with a bit of extra torque or help restart it, but it can’t send torque directly to the wheels without the internal combustion engine being operational.

What Audi did was bypass all that “noise”, connecting the motor to the wheels mechanically, instead of the crankshaft. So, when the clutch is open and the engine is off, this tiny powertrain generator is still connected to the drivetrain and can therefore apply torque directly to the wheels.

This seemingly small detail can unlock a rare capability in the world of mild hybrids – the ability to “crawl” or maneuver under electric power alone. Whether you’re inching forward in traffic or parking your car, the 2025 Audi S5 and its diesel-powered A5 TDI sibling can pull off a wonderful plug-in hybrid or EV impersonation.

Meanwhile, under light load, the engine can decouple and shut off completely, letting the car coast with the electric motor maintaining momentum. This is a game changer and nobody’s even talking about it. Not even Audi.

But I think I understand their strategy. Audi already have their e-tron lineup for EVs, as well as TFSI e and e-hybrid quattro models for plug-in hybrids. Introducing a third category (mild hybrids that can “sometimes drive electrically”) could confuse even well-informed buyers.

Then there’s a little something called expectation management. I guess that once you publicly admit that your mild hybrid system can “drive electrically”, every question after that becomes “how far?” or “how fast?” and all the while, the answers wouldn’t be very headline-friendly. The truth is, Audi’s MHEV Plus system can’t replace a plug-in hybrid. Its electric “mode” is for short, low-speed maneuvering. We’re talking seconds, not minutes.

Speaking of strategy, U.S. buyers are faced with a cold truth. While the European-market S5 does come with this new MHEV Plus system, the US-spec S5 does not.

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AMG's Hybrid Hammer Is Cracking Porsche's Halo

By: Alex Oagana

Here's the thing: if you'd told me ten years ago that Mercedes-AMG, the same guys famous for putting hand-built V8s into taxicabs, would one day build the car that might finally dethrone the Porsche 911, I'd have laughed you out of the room.

The 911 has been the untouchable king of sports cars since the '60s. It survived oil crises, emissions strangulation, safety regulations, and even the era of soulless crossovers replacing every car segment. Its entire bloodline is continuity porn for car enthusiasts. 'The only sports car you can drive to the office on Monday and take racing on Sunday,' as the brochures love to say.

But then Mercedes, through its AMG branch, got serious. The GT arrived in 2014, a blunt-force instrument designed to elbow its way into 911 territory. It was good, but not great. Too brutish, too heavy-handed. It was AMG's old idea of a sports car: more muscle than finesse, more Nurburgring lap time bragging rights than delicacy. Porsche fans smirked, called it a pretender, and went back to polishing their flat-six shrines.

Nowadays, though, Stuttgart's other carmaker has gone for the jugular. The Mercedes-AMG GT 63 S E-Performance is not just a faster AMG. It's a calculated assault on the very idea of the 911 as the default choice for people who want a usable supercar. And thanks to Mercedes-AMG's willingness to embrace electrification in a way Porsche is still only flirting with, this could be the first time the 911 finds itself properly outgunned.

The Porsche 911 is not just a car; it's a religion. It's been the yardstick against which every other sports car measures itself for over six decades. Ferrari, Aston, and Lamborghini may sell more drama, theater, and horsepower, but none of them have managed to build something so ruthlessly consistent. Porsche nailed the formula in 1964 - rear engine, 2+2 layout, everyday usability - and has spent the next 60 years slowly perfecting it like a stubborn monk chiseling away at a marble statue.

And it worked. The 911 outlasted all its modern rivals. The Jaguar E-Type, the XK, then the F-Type? All gone. All those sexy Maserati grand tourers? Dead and reborn tens of times. The Honda NSX? A glorious two-hit wonder. Meanwhile, the 911 never missed a generation, never lost its place, never gave up its throne as the sports car you buy when you want certainty.

But that consistency has also been Porsche's curse. Because the 911 isn't allowed to make mistakes. It has to stay familiar, instantly recognizable, always reassuringly '911.' Which is why every new version ends up looking like the old one with new LED squiggles and a slightly bigger infotainment screen. For purists, that's a feature. For Mercedes-AMG, it's the opportunity of a lifetime.

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The EV Tax Credit Is Gone, But It’s not the End for Electric Cars

By: Cristian Agatie

The EV incentives introduced in 2023, as part of the Inflation Reduction Act, contributed significantly to EV adoption in the US. People could deduct up to $7,500 off the price of a new electric vehicle if it was built in North America and did not contain critical components made in China.

 For leased EVs, these restrictions did not exist, making leasing very popular for EV buyers. Starting in 2024, the credit was available at the point of sale, essentially lowering the price of an EV by up to $7,500 for qualifying buyers.

The EV tax credit has undeniably made electric cars more attractive, as the $7,500 credit helped EVs better compete with combustion vehicles. For some carmakers, especially EV startups, the credit was also a lifeline, helping to plug the holes in their strained budgets. With most carmakers losing money on their EVs, it's understandable why many saw the cancellation of the tax credit as crippling for the auto industry.

Intriguingly, this wasn't the case in the short term, and it won't be in the long term. The September 30 expiration date was made official in July, when President Trump signed his famous One Big Beautiful Bill (OBBB) into law. The deadline gave carmakers and EV buyers three months to buy an EV before the credit was taken off the table.

Many carmakers have tried to compensate for the loss of tax credit by offering incentives in one form or another. Ford, GM, and Stellantis, for instance, have used their financing arms to lease inventory EVs from their dealers. The payments will enable these vehicles to become eligible for the $7,500 federal credit. For as long as these stocks last, the Detroit Three will be able to pass the savings onto their customers.

Meanwhile, others have cut the prices of their EVs to compensate for the loss of the federal tax credit. The most radical move was announced by Hyundai, which cut the price of the Ioniq 5 by over $9,000. This makes the widely acclaimed electric crossover one of the most affordable on the market alongside the Chevrolet Equinox EV, with a starting price of $35,000.

The price cuts are arguably better than the tax credit, as they apply to everyone who wishes to purchase an EV. Conversely, the IRA tax credit was conditioned by the applicant's tax status and the EV's credentials. This won't significantly help the EV market in 2026, especially since many people have rushed their EV purchases to take advantage of the tax credit. There will be rough water ahead, and many companies might lose business, especially startups and suppliers.

However, in the long run, the EV market will recover and will become stronger. I am confident that, in time, carmakers will become better at building affordable EVs, and EV adoption will increase. Not based on incentives, but on merit. There's no denying that electric cars are superior to their gasoline rivals.

EVs are more efficient, have lower operating costs, and nothing can beat the neck-breaking acceleration of an EV. We already have affordable EVs, as well as those with a range of 400 miles or more. We just need to figure out how to make EVs that can be both.

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Snow Tires vs. All-Season Tires: What's Best for Winter Driving?

By: Mircea Panait

We've all been there at some point in our driving lives, pondering whether snow tires or all-season tires are better for wintry conditions. While not a straightforward question to answer, getting informed on the subject is a must for making the right decision.

From a historical perspective, winter tires were first. Finland's Nokian Tyres plc is credited with the world's first winter tire. The Kelirengas, which means weather tire in English, rolled out in 1934 specifically for trucks and especially cold weather. Two years later, the Hakkapeliitta was introduced for passenger vehicles.

The all-season dilemma dates back to the 1970s. Quite a few tire manufacturers took on the challenge to design a tire that can be used year-round, and from the very beginning, the design philosophy was compromise. Simply put, a tire that can handle so many scenarios cannot match the grip level, effective traction, and braking performance of a dedicated tire.

Goodyear of Akron, Ohio gave us the first year-round option in 1977 in the form of the Tiempo. Unexpectedly high demand for the Tiempo prompted other manufacturers to experiment and follow suit with their own all-season tires. Before getting up close and personal with snow and all-season rubber, we first have to understand the most basic of things, starting with the numbers, letters, and symbols on their sidewalls.

 Many people regard tires as nothing more than round pieces of rubber on wheels. They're way more than that, especially if we're talking about modern radial tires. The airtight layer of synthetic rubber, which is the modern equivalent of an inner tube, is called the inner liner. Above it, textile fiber cords are bonded into the rubber to create the carcass ply.

The lower bead area is where the tire grips the wheel rim, whereas the bead ensures an airtight fit. Main components further include the cap ply that reduces friction heating, the crown belts that serve as a rigid base for the tread, and the casing ply. Being made of resistant steel cords, this particular component determines the strength of the tire.

The tread is the part of a tire that makes contact with the road, and the design of the tread makes a world of difference when braking and cornering. As for the sidewalls, the confusing array of numbers and letters isn't exactly difficult to fathom. For starters, P designates a passenger vehicle tire as opposed to LT for light truck rubber.

C means commercial tire, XL or HL are tires with high load capacities, and T stands for temporary tire. After the tire class, the sidewall has three digits for the section width, two digits for the aspect ratio, an R for radial construction, and two digits for the wheel's diameter. High-floatation tire codes are slightly different, with the first digits indicating the tire diameter and width.

The load index is often featured after the tire diameter, and the speed rating comes right after it. H, for example, is a speed rating that means no more than 130 miles per hour (210 kilometers per hour) with said tire. DOT means that your tire of choice meets or exceeds the safety requirements of the US Department of Transportation for road use.

For the full article, please continue reading on our site.

Spy Photos and Renderings of the Week

By: Mircea Panait

The past week has been full of interesting renderings, beginning with the 2026 Ram 1500 TRX from Andrei Avarvarii. Scheduled to start production sometime in the latter part of January 2026, the Hellcat supercharged V8-powered truck was imagined by the pixel artist with plenty of styling cues from the RHO.

Although the 2025 Ram 1500 RHO is a seriously competent off-road truck, its twin-turbocharged I6 simply doesn't match the aural exuberance of a pushrod V8 with hemispherical combustion chambers and an IHI-supplied blower. The return of the TRX should also imply 720-plus horsepower, thus putting the Ram brand's flagship thriller above Ford's F-150 Raptor R.

Another design study that seems very close to the real thing is the 2027 Kia Telluride from Nikita Chuicko. Imagining the second generation of the US-built crossover, the renderings in question are heavily influenced by a set of spy photos of two prototypes, with one such prototype being the off-road trim level.

Boxier, more upright, longer, and roomier than its predecessor, the mid-size family hauler is going official next month at the 2025 Los Angeles Auto Show. The South Korean automaker hasn't shared any other details about its largest crossover for North America, but given the Hyundai Palisade's optional hybrid powertrain, an electrified setup may happen.

Spied and imagined with an evolutionary take on the raised hatchback shape of the outgoing GLA, the replacement rocks pop-out door handles in the name of improved aero. Every little bit helps when it comes to driving range, and based on the official estimates for the CLA with EQ Technology, the GLA with EQ Technology should be pretty good in this regard.

Although BMW hasn't made a case for an M7 thus far, Nikita Chuicko did with the help of Photoshop. A high-performance variant of the 7 Series that isn't likely to ever see the light of series production, the M7 would have a hard time justifying its off-the-line performance against the near-instant torque of the i7 M70 xDrive.

While poor on range, the 650-pony i7 M70 xDrive is the most powerful electric production vehicle from BMW at press time. If the Munich-based automaker were to surprise us with an M7 for this generation of the 7 Series, the purported model's powertrain would be close in peak numbers to the M5 and XM Label.

When it comes to important spy photos from the past week, the big one is BMW's next-generation M3 with internal combustion. Clearly inspired by the full-electric M3, the dinosaur juice-drinking twin soldiers on with CLAR underpinnings from the current M3. We also have confirmation that six cylinders are featured, albeit with a dash of electrification for extra oomph.

Be it a 48-volt system or a full hybrid, prepare for a heavier and techier M3. Because of its electrified twin-turbo I6 powertrain, chances are the ZF-supplied manual transmission will not return to the options list. Internally referred to as G84, the successor of the G80 could surprise us with around 600 horsepower for its top spec as opposed to 543 for the G80-gen M3 CS.

Ford Hates CarPlay Ultra?!

By: Bogdan Popa

It was a good week for Android Auto users, as Google announced two new features and released a software update that paves the way for the introduction of more goodies. Google Pixel users will receive Call Screen and Call Notes on Android Auto as part of an update expected to be released by the end of the year.

Meanwhile, Android Auto 15.4 started rolling out to users, bringing us a step closer to the debut of Gemini behind the wheel.

Otherwise, Ford is not a big fan of CarPlay Ultra due to its deep integration into the vehicle and the level of control Apple would obtain, TomTom has a new device to warn you about traffic hazards, and Waze has finally started rolling out Conversational Reporting.

It's becoming more obvious that the Kia Challenge is still a thing. Teenagers are still stealing Kia and Hyundai cars exposed to the infamous TikTok hack, and police in the United States warn of a new nationwide trend that must be stopped ASAP.

This is much harder than it sounds. The Kia Boys are getting smarter, stealing cars in less than a minute using nothing more than a screwdriver and a USB cable. Police advise Kia and Hyundai owners to take the obvious step and patch their cars. Otherwise, you must invest in anti-theft hardware to protect your vehicle. 

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