Tag Archives: Stellantis

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Stellantis Reboots SRT: The Muscle Car Comeback Begins with Tim Kuniskis at the Helm

Stellantis is back on the warpath to reclaim its muscle car credibility—starting with the long-awaited revival of its legendary Street and Racing Technology (SRT) division.

In recent years, Stellantis has lost favor with hardcore car enthusiasts. The final nail in the coffin for many was the retirement of the iconic Hemi V8 and the subsequent push to label electric vehicles as the new wave of American muscle. The automaker’s attempt to rewrite muscle car DNA left fans cold—and skeptical.

But that tide may finally be turning.

This week, Stellantis confirmed the resurrection of SRT, a name that once symbolized pure, unfiltered performance. From the snarling Neon SRT-4 to the ferocious SRT Viper, the badge has graced some of the most visceral American machines of the past two decades. Though the department was officially dissolved in 2021, a single vestige remained: the Hellcat-powered Dodge Durango. That lonely survivor may soon have company.

The Right Man for the Job

Leading the SRT renaissance is none other than Tim Kuniskis, the man behind some of Dodge’s wildest recent creations—including the quarter-mile-crushing Challenger SRT Demon 170. Kuniskis, who stepped down from Dodge in mid-2024 only to reappear as Ram CEO later that year, will now oversee Chrysler, Dodge, Jeep, and SRT. It’s a massive portfolio, but for those who’ve followed his career, he’s exactly the kind of mad genius the brand needs.

“We’re getting the band back together,” Kuniskis declared. “SRT is another box we needed to check as we head into a product launch cadence enabling more performance than we’ve ever seen before. We’re working with our product development and technology organization to select the best engineers in powertrain and vehicle dynamics to build a team worthy of the SRT name.”

What’s Next for SRT?

Stellantis says the reinvigorated SRT division will oversee two key pillars: the Direct Connection performance parts program and North American motorsports operations for Chrysler, Dodge, Jeep, and Ram. That includes an NHRA drag racing comeback and Ram’s entry into the NASCAR Truck Series starting in 2026.

It’s a clear sign the company is not just bringing back SRT as a marketing exercise—it’s reestablishing performance at the heart of its American brands.

While it’s too early to say what specific vehicles will wear the SRT badge next, expectations are sky-high. With electrification and hybridization reshaping the performance landscape, fans are eager to see how SRT blends modern tech with old-school muscle.

Your Move, Kuniskis

For now, the enthusiast community is cautiously optimistic. Stellantis made the right move by tapping Kuniskis to lead this reboot, but the next few years will determine whether SRT can truly return to glory—or become another nostalgic footnote.

So, gearheads—what’s your all-time favorite SRT vehicle? And what would you like to see come out of this new era under Kuniskis? Let us know in the comments below.

Source: Stellantis

News

Solid-State Batteries Remain the EV Industry’s Elusive Game-Changer

For over a decade, solid-state batteries have been heralded as the next great leap in electric vehicle (EV) technology—a breakthrough that could render today’s lithium iron phosphate (LFP) and nickel manganese cobalt (NMC) chemistries obsolete. Yet despite years of hype and high expectations, that breakthrough remains just out of reach.

Still, the automotive industry isn’t giving up. Global giants like BMW, Mercedes-Benz, and Stellantis continue to invest heavily in solid-state battery development, drawn by the potential of EVs capable of traveling over 1,000 kilometers (621 miles) on a single charge—along with the promise of improved safety, lighter weight, and more efficient packaging.

BMW Charges Forward

BMW is among the most active in the space, recently beginning tests of a specially-equipped i7 prototype fitted with solid-state cells developed by U.S.-based Solid Power. These sulfide-based electrolytes are seen as key to unlocking greater energy density and thermal stability. According to BMW, these cells will play a major role in its upcoming Neue Klasse lineup—though full-scale production likely won’t begin until well into the 2030s.

Mercedes-Benz Takes It to the Streets

Not to be outdone, Mercedes-Benz has also begun real-world testing of solid-state batteries, retrofitting its flagship EQS sedan earlier this year with a pack developed by Factorial Energy. The result? A battery boasting 25% higher energy density than current models, in a more compact and lighter form factor.

“These benefits not only lead to longer vehicle ranges but also affect the vehicle design, for example the architecture,” explained Uwe Keller, head of battery development at Mercedes. “Solid-state cells are also less prone to overheating,” he added—highlighting the improved safety profile that makes this technology so attractive to automakers.

Stellantis Eyes a 2026 Test Window

Stellantis—parent company of brands like Jeep, Peugeot, and Fiat—is also partnering with Factorial Energy on its own solid-state battery push. Road testing is expected to begin in 2026. According to Anne Laliron, Stellantis’ SVP of tech research, “Solid state is the North Star in battery chemistry,” offering automakers a unique tradeoff: more range or fewer materials—both of which contribute to lower costs and reduced carbon footprints.

Japan’s Race to the Finish

While Europe and the U.S. continue testing, Japanese automakers are racing to be first to market. Toyota says it will begin production of solid-state batteries by 2027, with Nissan aiming for a 2028 launch. However, given Nissan’s recent internal struggles, timelines may shift—once again demonstrating how challenging commercialization of this tech can be.

The Road Ahead

Despite slow progress, the stakes couldn’t be higher. If the promises of solid-state batteries hold true—greater range, enhanced safety, faster charging, and better packaging—they could usher in a new era of electric mobility. But until the technology scales economically and proves reliable under mass-market conditions, the dream of a solid-state future remains just that: a dream.

Still, with some of the world’s largest automakers now testing real-world prototypes, that dream may finally be inching closer to reality.

Source: Automotive News

News

Are EU Green Rules Killing Affordable Cars?

Developing a new car for the European market has become a daunting task — not because of innovation demands, but due to the overwhelming pressure of regulatory compliance. As the European Union tightens its grip with ever-stricter rules on emissions, safety, and noise, automakers are warning that excessive bureaucracy is threatening not just vehicle affordability, but also the future of sustainable mobility.

John Elkann, Chairman of automotive giant Stellantis and also of Ferrari, revealed to Automotive News Europe that over a quarter of an engineer’s time at Stellantis is now spent solely on making vehicles compliant with EU rules. “If you look at our engineers, more than 25 percent just work on compliance, so no value is added,” Elkann stated, highlighting the mounting cost — both in labor and innovation.

The burden is only expected to increase. By 2030, cars in Europe will be required to emit an average of just 49.5 grams of CO₂ per kilometer — nearly half the target for 2025–2029. From 2035 onward, new vehicles emitting any harmful substances will be outright banned, marking a total phase-out of combustion engines.

While this legislation aims to steer Europe toward a greener future, it’s also pushing many vehicles — particularly smaller, more affordable ones — off the roads. Rising costs have forced automakers like the Volkswagen Group to discontinue compact city cars such as the VW up!, Skoda Citigo, and SEAT Mii. In 2019, over one million vehicles priced below €15,000 were sold in Europe. Today, that number has shrunk to a mere 100,000.

Elkann sees a solution in looking east — to Japan. He’s advocating for a European version of the Japanese kei car, a class of ultra-compact, lightweight vehicles that make up about 40% of Japan’s market. “There’s no reason why if Japan has a kei car… Europe should not have an E-Car,” he argued.

Former Renault CEO Luca de Meo echoed the sentiment, criticizing the current trend of oversized electric SUVs. “Driving around every day in an electric vehicle weighing 2.5 tons is clearly an environmental nonsense,” he noted earlier this year.

Despite the growing dominance of crossovers, some brands are succeeding with smaller offerings. Dacia, Renault’s no-frills budget brand, has carved out a 5.1% market share in the EU this year, thanks in large part to the lightweight and affordable Sandero. Even its SUVs remain relatively light, with the Bigster maxing out at just 1,400 kilograms.

The core dilemma is clear: in trying to build the greenest cars, regulators may be steering the market toward heavier, pricier models, inadvertently sidelining the very goal of reducing emissions. For many consumers, the choice will become either unaffordable electrics or keeping older, polluting vehicles longer — the opposite of what EU policy intends.

As calls grow for a more flexible, tiered approach to regulation — particularly one that fosters small, efficient urban vehicles — the question remains: will European lawmakers loosen the rulebook to make room for an “E-Car”? Or will red tape continue to strangle innovation and affordability in the name of progress?

If the future of European mobility is to be both green and accessible, something has to give.

Source: Automotive News Europe