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Sweden Forced To Deal With 747 That Used To Be A Hotel It Doesn't Want
- News
- Planelopnik
After filing for bankruptcy the plane-hotel never found a new buyer, dumping the rusting aircraft into the care of Sweden's airport authority.
After filing for bankruptcy the plane-hotel never found a new buyer, dumping the rusting aircraft into the care of Sweden's airport authority.

This Tri-Rotor Mazda RX-3 Could Be The Perfect Car — If You Can Finish Building It
- News
- Found For Sale
- Wrenching
The seller says its built three-rotor engine was professionally assembled before living life a quarter-mile at a time, sending an RX-2 to 9-second quarter-miles
The seller says its built three-rotor engine was professionally assembled before living life a quarter-mile at a time, sending an RX-2 to 9-second quarter-miles

The Winner Of History's First Car Race Murdered His Wife In A 'Crime Of Passion'
- News
- Culture
Albert Lemaître, the winner of the 1894 Paris-Rouen, stood trial for murdering his wife a dozen years after his historic victory, and got away with murder.
Albert Lemaître, the winner of the 1894 Paris-Rouen, stood trial for murdering his wife a dozen years after his historic victory, and got away with murder.

Mazda Is Optimistic About The U.S. Despite Expecting To Get Clobbered By $1.6 Billion In Tariff Costs
- News
CEO Masahiro Moro thinks a "cocktail of countermeasures" can reduce Mazda's tariff exposure by 60 percent.
CEO Masahiro Moro thinks a "cocktail of countermeasures" can reduce Mazda's tariff exposure by 60 percent.

This Lexus LFA With 'High Miles' Is Still Ridiculously Expensive
- News
- Found For Sale
The Lexus LFA is a little bit of a hard car to pin down.
The Lexus LFA is a little bit of a hard car to pin down.

199 MPH Autobahn Speeder Gets 3-Month Driving Ban
- News
The 199 mph infraction was a record for the mobile radar enforcement trailer stationed on the roadside.
The 199 mph infraction was a record for the mobile radar enforcement trailer stationed on the roadside.

Feds Use AI To Turn Mexican Driver's IndyCar Into A Promotion For Its Latest ICE Detention Facility
- News
- Racing
The Department of Homeland Security also recently announced a new Indiana facility that it nicknamed the Speedway Slammer, a move that seriously upset IndyCar,
The Department of Homeland Security also recently announced a new Indiana facility that it nicknamed the Speedway Slammer, a move that seriously upset IndyCar,

Genesis Killed The Electrified G80 So Quietly Nearly No One Noticed
- News
Just 77 units were sold in the first half of 2025, according to Cox Auto. In all of 2024, just 140 Electrified G80s were sold.
Just 77 units were sold in the first half of 2025, according to Cox Auto. In all of 2024, just 140 Electrified G80s were sold.

NASA's Curiosity Rover Grows More Powerful After 13 Years On Mars
- News
- Spacelopnik
Happy 13th birthday to the Curiosity rover, which landed on Mars on August 6, 2012.
Happy 13th birthday to the Curiosity rover, which landed on Mars on August 6, 2012.

Polestar Nearly Dead In China
- News
- EVs and Hybrids
Did you sell your car in April or May? If you did, then you sold more cars than automaker Polestar did in China during the same period.
Did you sell your car in April or May? If you did, then you sold more cars than automaker Polestar did in China during the same period.

This Is The Car Maintenance You Didn't Get To This Past Weekend
- QOTD
Slide through the responses and comfort yourself with your fellow sloth's stories of delayed maintenance.
Slide through the responses and comfort yourself with your fellow sloth's stories of delayed maintenance.

2026 Chevrolet Corvette ZR1X Starts At $207,395, But The Quail Silver Limited Edition Is Even More
- News
- Chevrolet
- Sports Cars
- EVs and Hybrids
- Buying
Fewer than 100 of the ZR1X Quail Silver Limited Edition will be made, and it starts at over $240,000.
Fewer than 100 of the ZR1X Quail Silver Limited Edition will be made, and it starts at over $240,000.

Musk And Tesla Are Sued By Shareholders Over Exaggerated Robotaxi Claims
- News
- The Morning Shift
Tesla and CEO Elon Musk are sued by shareholders because of misleading robotaxi claims and Rivian lost an astonishing amount of money in the second quarter.
Tesla and CEO Elon Musk are sued by shareholders because of misleading robotaxi claims and Rivian lost an astonishing amount of money in the second quarter.

What's The Best Feature On Your Car?
- QOTD
Maybe you wanted a car with newer performance technology, or something with more driver-assist systems. Maybe you just wanted a better sound system.
Maybe you wanted a car with newer performance technology, or something with more driver-assist systems. Maybe you just wanted a better sound system.

Infiniti Announces Totally Necessary QX80 Sport Trim To Get Your Heart Pumping
- News
- SUVs and Crossovers
Slotted below the top-end Autograph, the new QX80 Sport brings a darker, more aggressive look to Infiniti's luxury-focused flagship, but with no extra power.
Slotted below the top-end Autograph, the new QX80 Sport brings a darker, more aggressive look to Infiniti's luxury-focused flagship, but with no extra power.

At $5,000, Is This 1952 MG TD A Project With Potential?
- News
- QOTD
Offered as part of an estate sale, today's MG TD is a literal garage find that. Could its price prove a solid starting point to get it out of the garage?
Offered as part of an estate sale, today's MG TD is a literal garage find that. Could its price prove a solid starting point to get it out of the garage?

Why Did The Cadillac XLR Fail?
- Car Design
Why didn't the XLR experience the same success as the CTS-V?
Why didn't the XLR experience the same success as the CTS-V?

The EV Transition Isn't Happening On Schedule, So Automakers Have To Hang On To Technologies They Wanted To Ditch
- News
- EVs and Hybrids
Let's not sugarcoat the situation: EVs were supposed to make up a much larger percentage of annual sales than they are currently.
Let's not sugarcoat the situation: EVs were supposed to make up a much larger percentage of annual sales than they are currently.

E30 BMW 325i Once Lost A Sports Sedan Comparison Test To The Ford Taurus SHO
- News
- BMW
- Ford
- Sedans
- Nostalgia You Can Taste
The E30 actually placed third in this test, also falling behind another unlikely competitor, the rarely remembered Sterling 827S.
The E30 actually placed third in this test, also falling behind another unlikely competitor, the rarely remembered Sterling 827S.

Plane Stolen Twice In One Week Begs The Question: Just How Easy Is It To Steal A Plane?
- News
- Crime
- Planelopnik
A single Cessna 172 was stolen twice over the past week from two general aviation airports in Southern California.
A single Cessna 172 was stolen twice over the past week from two general aviation airports in Southern California.


Trump Will Slow, but May Not Stop, the Rise of Electric Vehicles
- Electric and Hybrid Vehicles
- Tax Credits, Deductions and Exemptions
- United States Politics and Government
- Trump, Donald J
- United States
- Tesla Motors Inc
- General Motors
- Ford Motor Co
President Trump and Republicans in Congress are eliminating federal incentives to buy electric vehicles, but carmakers need to keep selling and investing in them.

Jury Says Tesla Was Partly to Blame for Fatal Crash
- Tesla Motors Inc
- Driverless and Semiautonomous Vehicles
- Electric and Hybrid Vehicles
- Deaths (Fatalities)
- Traffic Accidents and Safety
- Suits and Litigation (Civil)
- Decisions and Verdicts
- Computers and the Internet
- Compensation for Damages (Law)
- Automobile Safety Features and Defects
- Benavides Leon, Naibel (d 2019)
- McGee, George Brian
- Musk, Elon
- Florida
Lawyers for the family of a woman struck and killed by a Tesla sedan in 2019 argued that the company’s Autopilot software should have avoided the crash.
Mercedes and Porsche Squeezed by U.S. Tariffs and Slowdown in China
- Mercedes-Benz
- Porsche AG
- Automobiles
- International Trade and World Market
- Customs (Tariff)
- Stocks and Bonds
- Company Reports
- Economic Conditions and Trends
- Europe
- Germany
Germany’s leading luxury automakers are sharply scaling back expectations for the rest of the year.

Ford Is Latest Carmaker to Blame Tariffs for Profit Slump
- Ford Motor Co
- Company Reports
- Automobiles
- Customs (Tariff)
- International Trade and World Market
- Prices (Fares, Fees and Rates)
- Electric and Hybrid Vehicles
- United States Politics and Government
- Trump, Donald J
The company estimated that duties on imported cars and car parts would cost it $2 billion this year.

Volkswagen Is Hit Hard by Trump’s Tariffs
- Customs (Tariff)
- Volkswagen AG
- Volvo Car Corp
- Stellantis NV
- Automobiles
- International Trade and World Market
- Europe
- Taxation
- United States International Relations
The German automaker said U.S. import duties erased about $1.5 billion from its profit in the first half of the year, and it lowered its forecasts for the full year.

The Country Where 76% of Cars Sold Are Electric
- Electric and Hybrid Vehicles
- Automobiles
- International Trade and World Market
- Hydroelectric Power
- Prices (Fares, Fees and Rates)
- Buses
- Transit Systems
- Regulation and Deregulation of Industry
- Nepal
- Kathmandu (Nepal)
- China
Subsidies, hydroelectricity and a manufacturing powerhouse neighbor are moving the cars into Nepal faster than almost anywhere else.
How Trump’s Japan Deal Could Give Japanese Cars a Leg Up in the U.S.
- Japan
- Trump, Donald J
- International Trade and World Market
- Automobiles
- Customs (Tariff)
- General Motors
- Ford Motor Co
- Stellantis NV
- Canada
- Mexico
- Honda Motor Co Ltd
- Toyota Motor Corp
- United States Politics and Government
President Trump’s 15 percent tariff on cars from Japan has angered U.S. automakers, which make cars in Canada and Mexico subject to 25 percent tariffs.

Morton Mintz, Muckraking Crusader for Consumers, Dies at 103
- Mintz, Morton
- Books and Literature
- Deaths (Obituaries)
- Thalidomide (Drug)
- Consumer Protection
- Nader, Ralph
- Washington Post
- News and News Media
As a longtime Washington Post reporter and an author of 10 books, he held corporate America accountable for safe pharmaceuticals and cars.
Tesla Earnings Show Falling Profit as Car Sales Slow
- Electric and Hybrid Vehicles
- Company Reports
- Prices (Fares, Fees and Rates)
- Automobiles
- United States Politics and Government
- Driverless and Semiautonomous Vehicles
- International Trade and World Market
- Customs (Tariff)
- Law and Legislation
- BYD Co Ltd
- Tesla Motors Inc
- Musk, Elon
- Trump, Donald J
- China
- Austin (Tex)
- Europe
Elon Musk has said robotaxis are the company’s future, but most revenue still comes from cars.

Elon Musk Sees ‘Rough’ Times Ahead for Tesla
- internal-storyline-no
- Musk, Elon
- Tesla Motors Inc
- Robots and Robotics
- Customs (Tariff)
- Electric and Hybrid Vehicles
- Tax Credits, Deductions and Exemptions
- Stocks and Bonds
- Trump, Donald J
- General Motors
- Stellantis NV
Shares in Tesla were down in premarket trading as the carmaker lays out the risks from President Trump’s tariffs and his scrapping of tax credits.

Stellantis Says Profit Plunged as Tariffs Began to Bite
- Automobiles
- Stellantis NV
- International Trade and World Market
- Customs (Tariff)
- United States Politics and Government
- Prices (Fares, Fees and Rates)
- Company Reports
- Trump, Donald J
- Europe
- Mexico
- United States
- Canada
The company, which owns Jeep, Peugeot, Fiat and other brands, said it might soon have to begin raising prices.

The Secretive Mechanic Who Keeps the Rare McLaren F1 on the Road
- Antique and Classic Cars
- Restoration and Renovation
- Luxury Goods and Services
- McLaren Automotive
- Philadelphia (Pa)
- Hines, Kevin
The company made only 106 of these supercars, and service can take weeks.

China Puts New Restrictions on E.V. Battery Manufacturing Technology
- China
- Electric and Hybrid Vehicles
- Batteries
- Factories and Manufacturing
- Regulation and Deregulation of Industry
- International Relations
- Magnets and Magnetism
- Rare Earths
- BYD Co Ltd
- Contemporary Amperex Technology Ltd
- Ministry of Commerce (China)
Beijing will now require government licenses for any effort to transfer abroad the technologies crucial for producing inexpensive electric cars.

Hertz and Other Rental Car Agencies Turn to AI for Damage Detection
- Automobile Renting and Leasing
- Artificial Intelligence
- Airports
- Travel and Vacations
- Hertz Global Holdings Inc
- Sixt
Hertz and other agencies are increasingly relying on scanners that use high-res imaging and A.I. to flag even tiny blemishes, and customers aren’t happy.
Joby Will Buy Blade’s Helicopter Taxi Business for $125 Million
- Joby Aero Inc (Joby Aviation)
- Blade Inc
- Mergers, Acquisitions and Divestitures
- Helicopters
- Flying Cars
- Airports
- Urban Areas
- Military Aircraft
- Manhattan (NYC)
- Bevirt, JoeBen
Joby Aviation, which is developing electric aircraft, will acquire the passenger business of Blade, a New York helicopter operator, for $125 million.

Tesla Driver Testifies Autopilot Failed to Prevent Fatal Crash
- Driverless and Semiautonomous Vehicles
- Traffic Accidents and Safety
- Suits and Litigation (Civil)
- Deaths (Fatalities)
- Tesla Motors Inc
- Musk, Elon
- Electric and Hybrid Vehicles
- Brakes
- Driver Distraction and Fatigue
- Automobile Safety Features and Defects
- Recalls and Bans of Products
- McGee, George Brian
- Benavides Leon, Naibel (d 2019)
- Florida
The driver gave testimony in a federal trial about Tesla’s role in a 2019 accident that killed a woman in Florida.

Scotland’s North Coast 500 Draws Tourists, but at What Cost?
- Travel and Vacations
- Roads and Traffic
- Road Trips
- Traffic Accidents and Safety
- Waste Materials and Disposal
- Rural Areas
- Scotland
- NC500 Ltd
- Povlsen, Anders Holch
The North Coast 500 route through the country’s remote north has drawn millions of visitors to the Highlands. But the price, residents say, is being paid in trash, traffic jams and even deaths.

Rétromobile Is Heading to New York
- Antique and Classic Cars
- Automobiles
- Conventions, Fairs and Trade Shows
- Javits, Jacob K, Convention Center (Manhattan, NY)
- France
- Manhattan (NYC)
- Retromobile
The event, a behemoth of a classic car show, has been held in France for almost 50 years and is coming to the Javits center in 2026.

The Appeal of the Classic-Looking Morgan
- Automobiles
- Collectors and Collections
- Fuel Emissions (Transportation)
- Morgan Motor Co
- England
An English company has been producing handmade sports cars for more than 100 years. The new model looks very much like the old ones.
U.S. Proposes Steep Tariffs on Critical E.V. Battery Material
- Graphite
- Batteries
- Electric and Hybrid Vehicles
- International Trade and World Market
- Prices (Fares, Fees and Rates)
- Factories and Manufacturing
- Customs (Tariff)
- United States Politics and Government
- Commerce Department
- Tesla Motors Inc
- Panasonic Corp
- Ford Motor Co
- General Motors
- LG Energy Solution
- China
- Trump, Donald J
The Commerce Department plans to impose a 93.5 percent levy on Chinese graphite, an essential ingredient in the batteries that power electric vehicles.

Car and Bike news, reviews and videos.
BMW CE 04 review: a scooter unlike any other
BMW never clearly mentions this anywhere, but it seems to be a safe assumption that the CE in this scooter’s name stands for Concept Electric, and that would be apt because this is the wildest-looking production two-wheeler I’ve ever ridden.
BMW CE 04 design - 9/10The futuristic bodywork, solid disc wheels, and floating seat make the CE 04 a real head-turner.
The production CE 04 looks remarkably close to the Concept Link that BMW first showed off in 2017, and to my mind, it’s a combination of a futuristic jet ski and one of those freaky things out of a Tron movie. People on the street can’t get enough of it either, and the CE 04 pulls in slack-jawed crowds wherever it’s parked.
Jog dial serves as the main input, just like on bigger BMWsThe futuristic body panels, solid disc wheels and thin, floating seat are part of what makes the CE 04 such a stunner, but so is the sheer length of the thing. To put it in perspective, the CE 04’s wheelbase is more than half a foot longer than a Suzuki Hayabusa’s – it’s even longer than that of the Harley-Davidson Street Glide. Clearly, BMW’s designers were willing to quite literally go to great lengths to fit the large 8.9kWh battery between the two wheels.
BMW CE 04 motor and performance - 9/10 The CE 04 is nearly as quick as the new 400cc TriumphsIf the first shocker with the CE 04 is the way it looks, wait till you twist the accelerator open. I always start riding a new EV in Eco mode, and that’s probably why this BMW was such a surprise. Unlike pretty much most other EVs, BMW’s Eco mode is not some annoying, speed-restricted thing that you want nothing to do with. It will hit the same (electronically limited) top speed of 128kph in Eco mode, and the only real difference here compared to the other modes is that the acceleration and response are tempered to some extent.
Large 10.2-inch TFT display packs plenty of functionalityBut even in Eco mode, the CE 04 proves to be startlingly quick in our VBox tests, darting from 0 to 100kph in 9.07 seconds. For some frame of reference, only the Ultraviolette F77 in its top Ballistic mode is quicker than this, and by just 1.1 seconds. In Dynamic mode, the CE 04 easily ends up being the fastest electric two-wheeler on sale in India, with a 6.7-second 0-100kph time.
With its liquid-cooled 42hp motor, the CE 04 is as quick as the likes of the new 400cc Triumphs, but it feels a lot wilder on the BMW for two reasons. The first is that strong, uninterrupted, gearshift-free EV surge and the second is the way you sit on the CE 04, but we’ll address that further down. Since we’re on the topic of performance, it’s worth talking about how fast the CE 04 slows down because it does so quite aggressively whenever you close the accelerator.
BatteryBattery 8.9kWhMotorPermanent magnet, liquid-cooledPower 42hpTorque62NmThe regen braking is very strong in Dynamic mode, and it’s about the equivalent of 30-40 percent pressure being applied to the brakes. Even Eco and Road modes have strong regen, and it’s only Rain mode that slackens this off.
At first, the regen feels alien to the point of being unpleasant, but you soon learn to work around it. Once you do, you’ll realise that you almost never use the physical brakes anymore. Should you find the need to, the J Juan system is strong and slows the big CE down well.
BMW CE 04 handling and comfort - 7/10 The CE 04’s handling is unexpectedly motorcycle-like for a scooter.The combined forces of the regen and the brakes are a good thing because this scooter weighs 231kg. You will be aware of the weight the moment you pick the scooter off the stand, and the same goes for slow-speed parking manoeuvres. Then again, with a low 780mm seat height and the convenience of a reverse parking assist, it’s nowhere as bad as 231kg can be. What’s more of a concern is the seating comfort.
Seat looks unique, but riding position is uncomfortable.First, there’s the thin seat itself, which starts to get painful in about 10 minutes’ time. But the main issue is how you sit on the bike because there’s next to no support for the rider to brace against the powerful acceleration. The seat is completely flat, and the floorboard along the sides is very narrow, which encourages you to place your feet further forward. Thanks to all this, you’ll end up overusing your arms and core to try and hold on, which I found led to a sore lower back after a while.
That’s a pity because when you look beyond the seating comfort, you’ll find that the suspension itself is quite decent at soaking in road imperfections. BMW does have accessory seats on offer that are a little taller and have a supporting ridge for the rider, and I’d be keen to try them out, although they cost upwards of Rs 40,000.
Maxxis tyres give you good confidence even in the wetHandling is a bit of a surprise because the CE 04 behaves more like a large motorcycle than a scooter. It’s certainly not agile or quick-responding, but there’s a solid, planted feel around corners, and the Maxxis tyres give you good confidence even in the wet. I suppose this rock-solid yet dynamic and trustworthy feeling is enabled by the unusual combination of length and weight, along with relatively small 15-inch wheels.
Weight and componentsSuspension (F/R) Telescopic fork/monoshockBrakes (F/R) Disc/discTyres (F/R)120/70 R15 / 160/60 R16Kerb weight231kgSeat height780mmUsability is not compromised by that long and low look either, and there’s sufficient ground clearance to handle most speed breakers without worry – just don’t expect to take tight U-turns like a normal scooter would. The fact that the CE 04 has dual-channel ABS and traction control looking out for you is also a good thing, given how quick and heavy it is.
BMW CE 04 battery range and features - 8/10 BMW claims 130km, but over 160km is possible in Eco modeIn fact, the CE 04 is well-equipped in general, and things like the huge 10.25-inch TFT display and keyless system certainly add to its special feeling. There is no traditional boot space, but you do have a storage compartment under the seat that opens at the touch of a button. It’s quite spacious and comfortably holds the large charger, but getting a full-sized helmet in there is not possible, although smaller lids should easily fit. There’s also a smartphone storage cubby under the handlebar, with a USB Type-C port on the left, while the charging port is hidden away in another cubby on the right.
Large 10.2-inch TFT display adds to the special feeling, as do the premium switches and keyless start system that you’d normally see in other BMW big bikes.Given that the CE 04 has a rather large battery, charging speeds are quite quick at around 4 hours, thanks to a 2.3kW charger. More conveniently, the scooter uses a car-style Type 2 charging port, which increases charging options.
Large storage space is accessible at the touch of a buttonAs for range, BMW claims a modest 130km, which is not great when you consider that Indian EV scooters with batteries half the size can do about 100km on a charge. Then again, the CE has much more than double the performance, and it weighs about double those EVs as well. Moreover, we found that it could cover over 160km when ridden cautiously in Eco mode, so 130km is a realistic claim that you will easily achieve.
BMW CE 04 price and verdict - 7/10 The CE 04 is likeable mostly for BMW’s bold, concept-inspired design.Priced at Rs 15.25 lakh, the CE 04 is a very expensive scooter even when the road tax savings, thanks to its electric drivetrain, are considered. On the other hand, it is a fabulously unique machine that will serve as an endless conversation starter while also providing you with the high-end, special feeling that’s expected from a BMW Motorrad product.
It’s a complete head-turner and sparks conversations wherever you park it.The CE 04 is a likeable machine, and while some of that is thanks to its strong performance, it’s mostly due to BMW’s surprising commitment towards this wild, concept-bike-like design. However, that is a bit of a double-edged sword because it means that there are some significant compromises when it comes to the comfort factor. If BMW can find a way to make this a more comfortable scooter with its next update, it will significantly elevate its appeal.
PricePrice (ex-showroom, India)Rs 15.25 lakh
Kawasaki Versys 1100 review: road touring masterclass
The 2025 Versys 1100 looks pretty much the same as the previous Versys 1000, but as the name suggests, it has a new engine, so it is a new bike.
Kawasaki Versys 1100 engine and performance - 9/10 New motor has seen a big boost in output but has linear power deliveryFor 2025, the Versys’ four-cylinder engine grows from 1,043cc to 1,099cc, and it gets a good jump in power and torque as well, climbing from 120hp to 135hp and 102Nm to 112Nm. This motor is shared with the Ninja 1100, and though it has the same gearing, it is slightly down on power in the Versys.
Versys 1100's engine much more powerful than the 1000's; make a sweet sound too. EngineEngine1,099cc, four-cylinder, liquid-cooledPower135hp at 9,000rpmTorque112Nm at 7,600rpmGearbox6-speedThe engine has a silent, low-profile sound at lower revs – audible enough for the rider but not loud enough to upset the neighbourhood. Once you build some revs, though, it gets nice and loud, along with a fun intake roar that begins at around 4,000rpm. Unlike many inline-four sportbikes, this motor doesn’t quite rev as quickly, and it also doesn’t have an explosive top end. Instead, it builds power in a more linear way, which absolutely suits the nature of the motorcycle.
Kawasaki Versys 1100 city and highway manners - 8/10 It is comfortably usable inside the city and capable on the highwayWith this much horsepower, the Versys 1100 can be violently fast if you want it to be, but it also has a calm and mellow side. The bike feels gratifying at normal speeds like a steady 80-100kph, and it doesn’t goad you into unnecessary acceleration like a lot of peaky inline-fours would.
Suspension, tyres and brakesSuspension (F/R)USD fork / MonoshockBrakes (F/R)310mm dual discs / 260mm discTyres (F/R)120/70-ZR17 / 180/55-ZR17 Windscreen adjustment requires both hands.Another nice thing is that the Versys doesn’t hide speed like some super ADV-tourers do. The gearing is quite short, and there’s a very mild buzz that starts above 4,000rpm, both of which gently let you know the speeds are rising, without becoming an irritant. A major plus of the short gearing (and the engine’s tractable nature) is that you can drop all the way down to 30kph in 6th gear and cleanly accelerate without any fuss.
In the city, there’s a fair amount of heat coming off the right side, and the clutch will feel heavy if you’re stuck in a jam, but the bike is quite usable and definitely not as scary to ride as you’d imagine when you first look at it.
Kawasaki Versys 1100 design and comfort - 8/10 Not a pretty thing but its supremely comfortable for both rider and pillionThe big Versys has always been an awkward-looking thing, with a bulky front section and an unusually large subframe with enormous seats. With 17-inch wheels, the lower end of the bike looks a little scrawny even though it’s wearing sportbike-size tyres – 120-section at the front and 180 at the rear. You can tell that this is some sort of a halfway house between an ADV and a road bike, and while it’s not a pretty thing, there is purpose behind this awkwardness.
The Versys 1100's design prioritizes function over form.That purpose would be comfort, and there’s heaps of it. The riding position is completely upright and neutral, there’s good wind protection, and pillion comfort is absolutely superb. This is easily one of the best bikes under Rs 20 lakh for two-up touring.
Nothing in this price bracket can match the Versys' comfort for two-up riding. Kawasaki Versys 1100 ride and handling - 8/10 It is a balanced handler but not a sporty oneThe Versys’ riding manners reflect this, and it behaves more like a standard tourer than an ADV or even a sport tourer. The bike weighs 257kg with its large 21-litre tank filled, and you’ll be particularly aware of the size and heft at low speeds on uneven surfaces. It feels nicely balanced once you pick up some speed, but it doesn’t like being hustled. You can carry a nice fast flow through corners, but getting aggressive with the throttle and brakes on a mountain road is behaviour best spared for other bikes.
The Versys is a capable machine but doesn't enjoy being hustled through a corner. Weight and dimensionsKerb weight257kgSeat height820mmGround clearance150mmFuel tank capacity21 litresWheelbase1520mmThe suspension is adjustable for preload and rebound at both ends, and with 150mm of travel, it’s very good for a road bike but not up there with ADVs. Essentially, you don’t need to fear bad roads, but you must respect them. With 150mm of ground clearance, the Versys can handle some very light off-roading, but anything rocky or slushy will be an uneasy affair, thanks to the weight and the fat road tyres.
Kawasaki Versys 1100 price and verdict - 8/10 Extremely comfortable road touring bike with a lovely soundtrackFeatures-wise, you get three levels of TC, two power modes and cruise control. Beyond that, it still feels like a fairly old-school motorcycle with a semi-digital display and no heated grips or a quickshifter, although the latter can be equipped as an optional extra.
PricePrice (ex-showroom, India)Rs 12.90 lakh Semi-digital instrument console feels its age.At Rs 12.9 lakh, the Versys 1100 has gone up in price compared to the previous 1000, but it still costs less than smaller ADV bikes like the Tiger 900 GT; and in that sense, it makes for good value. However, you need to be comfortable with its size and weight, and you must be looking for the particular riding experience it has to offer.
Massive seats are impressively comfortable.The primary appeal here is the lovely inline-four engine, along with the superb comfort, and you can’t get that combination anywhere else unless you spend about double the money for something like the BMW S 1000 XR. On the other hand, if the size and bulk of the Versys is a little too much for you, you should consider the Ninja 1100SX that we recently reviewed. It also has surprisingly good comfort along with the same engine, but with a more manageable and playful character. Either way, Kawasaki is offering a unique four-cylinder experience with these two bikes, and they’re both pleasantly usable and enjoyable even on our roads.
Also See: Kawasaki Versys 1100 video review
Aprilia SR 175 video review

Kawasaki Versys 1100 video review

Ducati Multistrada V4 Rally review: multi talented mile muncher
My immediate reaction in the first few minutes on the V4 Rally wasn’t about its massive size or the subtle V4 growl, but more about how this is surely the lowest-feeling 870mm seat height I’d ever experienced. A quick call to a friend at Ducati India confirmed that this bike was not running an optional low seat, but it was suggested that I take a look at the suspension settings within the menus. Sure enough, I discovered that the suspension preload was set to just Level 1 out of 24, and as I raised that number on the TFT (which fantastically beats the traditional struggle with a C-spanner), I could feel the seat rise as it gradually reached the level of what 870mm should feel like. And this is just one example of how the Multi V4 uses technology to spoil its rider.
Ducati Multistrada V4 Rally engine heat and city manners - 8/10 It is rideable in the city but would rather spend its time out of it.Twenty minutes into leaving the Ducati service centre, it dawned on me that I wasn’t being cooked by the otherwise fire-breathing 170hp V4 engine. Just like on the standard Multi V4, Ducati has done an incredible job of making sure you don’t directly encounter the heat radiating from what they call the V4 Granturismo engine.
The Rally is the only variant to get a massive 30-litre fuel tank.This bike is still an immense beast with a rather heavy clutch and a preference for being above 3,000rpm, so it’s not the ideal city commuter, but it is miles better than what big Ducatis used to be. Being stuck in Indian big-city traffic on this Ducati won’t have you questioning the life decisions that led you to that situation.
Weight and dimensionsWeight238kg (wet, without fuel)Seat height870-890mmWheelbase1572mmFuel tank capacity30 litresHowever, you do need to break free from urban constraints, because the overwhelming sense of identity with this motorcycle is that it is meant to blast across continents. The wind protection is almost all-encompassing, the seating position is upright and commanding, and the engine feels like it will always have more to offer than you can use.
It is a tremendous motorcycle, but it will be appreciated by those who particularly specifically crave long-haul capabilities.My only complaints with the comfort are that the wind protection can get stifling on hot days and that the seat-to-footpeg knee bend is a little tight for taller riders, although moving the seat to its higher 890mm position helps.
Ducati Multistrada V4 Rally performance and top speed - 9/10 Engine is ferociously fast and can cross 200kph with easeThe 90-degree, 1,158cc V4 feels like a force of nature. It doesn’t have the same aural or high-rev violence as the 210 plus-horsepower Desmosedici Stradale engines in the Panigale and Streetfighter V4, but it has a relentless pull that almost always outlasts your bravery (or at least mine) for big speeds on the road.
EnginePower170hp at 10,750rpmTorque121Nm at 8,750rpmGearbox6-speedDouble-century figures arrive with almost alarming ease, and the Multi seems game for well above 250kph. Come to think of it, this engine has a rather unique combination of a calm yet insatiable appetite for acceleration.
For a near-260kg motorcycle with a huge fuel tank, the Rally feels very well-balanced in tight, low-speed turns.The V4 is quite smooth, although it sounds a little clattery at low revs and doesn’t have the same torque-drenched low end of BMW’s 1,300cc boxer; however, it makes up for that with what you experience between 6,000 and 10,000rpm.
Gets radar-assisted cruise control and blind-spot warning.
The acceleration cuts off rather abruptly at the 10,000rpm limiter, and there’s a clear feeling that this engine could rev higher and give you even more power. Then again, that’s a small price to pay for the highly beneficial 60,000km valve service intervals that Ducati has managed to engineer into the V4 Granturismo.
Ducati Multistrada V4 Rally weight and handling - 9/10 It hides its weight well on the move but it still makes its presence feltThe Ducati V4 has always had a voracious appetite for fuel, even with the clever rear cylinder deactivation tech that kicks in at idle or slow speeds. With a bigger 30-litre fuel tank, the V4 Rally solves that issue, and it can cover much greater distances than the standard Multi V4. But this comes at a cost: the Rally weighs nearly 260 kilos when fully fuelled.
The Multi V4 Rally hides its weight well for such a tall and large machine.For the most part, the bike hides its weight well, and it’s not as top-heavy as you’d expect. Things can get tricky when you’re trying to ride away after having parked on an uneven rocky surface – I found it’s best to quickly build a little momentum to avoid that uneasy, top-heavy feeling like the bike might tip over. Beyond that, though, the V4 Rally feels remarkably well-balanced at very slow speeds, even when taking u-turns or making tight manoeuvres off-road, and that helps with rider confidence.
Suspension, brakes and tyresSuspension (F/R)USD fork / Monoshock (electronically adjustable)Brakes (F/R)330mm dual discs / 265mm discTyres (F/R)120/70-R19 / 170/60-R17With its big tank, cross-spoked wheels, long-travel suspension (200mm at both ends) and radar-assisted rider aids, the Rally is an all-terrain hyper tourer of sorts. However, it is also a Multistrada at heart, and that means it must handle well in the corners. It manages to do that rather well, but you have to make sure the suspension is set to match your expectations.
Long-travel electronic suspension is highly adjustable.If you decide to exercise the engine and Brembo brakes through a set of corners, you will have to go into the menu settings andfirm up the suspension damping at both ends – adjustable by five steps between “Softest” and “Hardest”. I quickly learned that failure to do so can result in a heart-stopping weight transfer mid-corner should you need to adjust your speed for any reason.
The 1,158cc V4 engine has a relentless pull that almost always outlasts your bravery for big speeds.With the suspension properly set up, the Multi Rally can be rather quick on a mountain road, but you get the sense that this sort of behaviour is best reserved for other versions in the Multistrada line-up. What’s more relevant is that there is more suspension travel than the regular V4 S, and when you slacken the suspension off, the Rally effortlessly ploughs through all manner of bad roads without breaking a sweat.
Ducati Multistrada V4 Rally price and verdict - 9/10 It is a phenomenal long-distance travel bike but prohibitively expensiveQuality levels are mostly excellent, but a few black plastics around the windscreen area could be nicer. It’s also annoying that Ducati has given the bike a keyless start but not a keyless fuel-filler lid. Nevertheless, this motorcycle has few peers as far as globetrotting luxury adventure bikes go, and it also cements Ducati’s conscious shift towards being India’s most premium motorcycle brand.
Front storage cubby can hold a smartphone – not huge ones.That can be seen in the Rs 29.7 lakh price tag that’s anything from Rs 4-7 lakh more than its immediate rival, the BMW R 1300 GS Adventure, depending on which GSA variant you consider. In states like Maharashtra, the on-road price can go as high as Rs 38 lakh, and that’s before you factor in Ducati’s eye-wateringly expensive accessories. For example, the crash protection bars are priced at about Rs 78,000, and a set of aluminium panniers with mounts costs as much as Rs 2.8 lakh.
PriceRedRs 29.72 lakhBlackRs 30.02 lakhThe Multi V4 Rally is a tremendous motorcycle, but it will be appreciated by those who particularly crave these long-haul capabilities. For folks who want something equally exotic but a little less intimidating and a little more playful, I’d look elsewhere within the Multi V4 line-up.
Also See: Ducati Multistrada V4 S review, test ride
2025 Ducati Panigale V4 S track review: Top of the game
I have always had a bit of a tortured love affair with the Ducati Panigale V4. It is, in my mind, the most exotic and violently exciting motorcycle of its kind. However, every ride on one over the years has left me feeling simultaneously blown away but also disappointed in myself. Unlike some rivals that instantly make you feel like a riding hero – particularly the one from Germany – the Panigale always left a lingering feeling that I just wasn’t good enough for it.
The best way I can explain it is that it felt like the bike’s chassis and suspension were designed to excel when loaded with tremendous speed and brake force going into a corner – the kind of commitment a rider with my skill level simply could not provide. Ducati has obviously been aware of this because every update since the V4 debuted in 2018 has been centred around the phrase “easier to ride”. While it certainly did evolve in that general direction, the Panigale has never quite nailed that description – until now.
Ducati Panigale V4 S performance - 10/10 One of the hardest accelerating motorcycles on the marketThe changes this time around are so vast that Ducati is calling this a new-generation bike – its 7th-gen superbike, to be precise. The engine is the same 1,103cc V4, but it’s massaged to produce even more power (up slightly to 216hp) while somehow also adhering to even stricter Euro 5+ emissions norms, which is just incredible. Torque has dropped slightly, but the only real loss is that the engine is now a little quieter than before – again, thanks to stricter norms.
EngineDucati Panigale V4 SEngineV4, 1103cc, liquid-cooledPower216hp at 13,500rpmTorque121Nm at 11,250rpmThe bigger changes are at a chassis level, with the aluminium frame modified to offer a huge 40 percent reduction in lateral stiffness while also shedding 700gm. The controversial new double-sided swingarm also brings in weight savings as well as a 37 percent reduction in lateral stiffness. There are new forged wheels and the latest Brembo Hypure front calipers, which are slightly lighter than the previous Stylemas and claim even better heat dissipation for more consistent performance. And the final major chassis update is the move to Öhlins’ latest ECE 3.0 semi-active suspension (on the S model) that promises a wider operating range of damping capabilities at both the firm and soft ends of the spectrum.
Large TFT is easy to read and packed with valuable information.Another significant improvement for me is that the riding position is now designed to be more roomy with a reprofiled fuel tank that is now easier to grip. Ducati also continues to lead the charge in the MotoGP-derived electronics game, with a new horizontally laid-out TFT being the poster child for a deep rabbit hole of electronic customisation options. The one feature that stands out this time around is the new eCBS, which essentially introduces some rear brake inputs while entering a corner (to tighten the line) and even on exit (to help with anti-wheelie). This is something the pro riders manually do, but most amateurs struggle to find the spare brain capacity to manage rear brake inputs at racetrack speeds.
Ducati Panigale V4 S handling - 10/10 Easier and more encouraging, but also more capableSo, how does all this translate to the race track? Ducati invited us to one of its DRE (Ducati Riding Experience) events at the Chang International Circuit in Thailand to find out, and the result was three of the most memorable, euphoric track riding sessions I’ve had in a long, long time.
The first session was all about recalibrating my brain to the outlandish speed. Previous experience at this track reminds me that it has two fairly long straights, but on the V4, it’s almost like they don’t exist at all. It takes just seconds before the little speedometer on the bottom left of the Race layout on the TFT display flicks past 290kph, and it keeps climbing at a remarkable rate before I bail out and haul on the brakes.
Panigales have always been the forerunners of the latest Brembo brakes, and these new Hypurecalipers build on the already exceptional Stylema’s feel and performance. No matter how brave I was about my braking markers, it felt like the brakes could take much more abuse. As we gently rolled back into the pits at the end of the session, the plumes of hot air gently cooking my left thigh were an amusing reminder that with great Ducati power comes great Ducati heat. Then again, the company says it has further improved the V4’s cooling system, which was always quite effective at handling race track speeds – even in our weather.
That’s me attempting to follow Ducati’s official MotoGP test rider, Michele Pirro, who is riding at a very sedate pace by his standards. It’s also a nice comparison of how the new Panigale looks next to the previous-gen bike.With a little familiarity in the bag, session two was less of a brutal assault on the senses, which allowed me to observe other things. First, the revised riding ergonomics had me feeling less awkward (and, thereby, less exhausted), and I could tell that the bike felt lighter and more agile than before. Then, there was the way the Panigale dipped into corners with less effort than I recalled and also laid down the power on exits without any of the bucking and weaving that the previous-gen models tended to do. However, by this point, it felt like the suspension was a little too soft for the speeds we were now carrying, and I was keen to switch from Sport mode to Race mode in the next session.
Key specsDucati Panigale V4 SKerb weight198kgWheelbase1485mmFuel tank17-litreSeat height 850mmSuspension (F/R)USD fork/monoshockBrakes (F/R)Twin 330mm discs/245mm discTyres (F/R)120/70-ZR17 / 200/60-ZR17There are two Race modes, each of which can be individually tuned to your liking via a dizzying array of engine, suspension, and electronic settings. The only setting I changed within Race Mode B was lowering the ABS to Level 1, which supposedly provides the full e-CBS effect and deactivates the ABS at the rear. Engine response is noticeably ramped up in the Race modes, but amazingly, it’s still not the full, unrestricted violence in the first few gears, and you’ll need to individually set that in the settings menu. That was something I had absolutely no desire to do, given how easily the bike was already lifting its front wheel on slow corner exits.
The V4 S gets the latest Öhlins electronic suspensionThe most delectable change, however, was how taut and accurate the firmer suspension damping in Race mode made the bike feel. The Panigale now turned in and held a tight line in a way I have never experienced on a fast Ducati, and it somehow still found superb traction on a rather worn set of Pirelli Supercorsa SP tyres. I wonder how much of that tight turn-in was due to the firmer suspension and how much was from the clever rear brake system. Whatever that ratio was, it was, it worked beautifully, and those few laps trying to keep pace with Ducati’s official MotoGP test rider, Michele Pirro, directly ahead of me were some of the most exhilarating I’ve ever had – even though it was plainly obvious that he was riding at what was an embarrassingly casual pace by his standards.
Ducati Panigale V4 S verdict - 9/10 More desirable and rewarding than ever, but at a massive priceSadly, three sessions are all we got, and it would take more like three days to truly unravel how much this bike has to offer. However, the one clear takeaway I have is that it is now vastly more enjoyable for a much wider audience of non-superhero riders- and that has me filled with newfound and unconditional love for the Panigale V4.
That being said, there is the caveat that, while it may be easier than before, this is still an overwhelmingly rapid motorcycle that demands respect and a decent amount of skill and experience. There’s also the fact that a bike this explosive needs a big and flowing GP-level track to be truly enjoyed – I suspect it will continue to feel like a caged (and enraged) wild animal if you take it to some of our smaller southern circuits. And, of course, there’s the exorbitant Rs 36.50 lakh ex-showroom price, which means you’ll need a lot more than a heart filled with sunshine and rainbows to be able to afford one. But my god, if you can, you should!


Aprilia SR 175 review: sporty but not single minded
The Aprilia SR line of scooters, especially the larger 150s and 160s, has been synonymous with sporty Italian design, fun demeanour and strong performance. What they have also been known for is their rather single-minded approach to performance and being priced on the higher side, more so in the BS6 era than ever. Enter the SR 175, Aprilia’s latest sporty scooter that aims to rectify some of these issues.
But before we begin to talk about the scooter itself, I must stress how unusual it is that Aprilia India hasn't officially launched the SR 175 yet but strangely, customer deliveries have begun! One of these new customers has very kindly loaned us his scooter for a review, which is how this story has been possible.
Aprilia SR 175 design and features - 8/10 Striking bodywork unchanged from before; gets two new coloursThe Aprilia SR 175’s sharp and angular bodywork is almost identical to the SR 160, and this design is now the better part of a decade old, but it still manages to turn heads and stand out in the sea of humdrum commuters on our roads. The SR 175 gets two new colours – white/red and purple/red – both of which are inspired by the RS 457 sportbike.
The SR's colour palette is the same as the RS 457's.While the design remains unchanged, what has seen a step up from before is the feature set. And all of that is primarily down to the crisp new 5-inch TFT display – also borrowed from the RS 457 – and brand-new switchgear to control all the functions. This colour TFT replaces the rather basic and dull-looking monotone LCD on the SR 160 and brings in things such as turn-by-turn navigation, call/message alerts, as well as music playback control once you connect your smartphone to the display via Aprilia’s proprietary app. The inclusion of this colour TFT dash now makes the Aprilia one of a handful of ICE scooters – besides TVS’ Jupiter 125 and Ntorq and Honda’s Activa and Dio models – to have this feature.
The 5-in colour TFT is borrowed from the RS 457 but has a new layout.
The new dash is bright and can automatically switch between day and night modes, depending on ambient light. There are also two display modes, with all the above functions only available to use in the ‘Digital’ mode. I personally prefer the clean and uncluttered look of the ‘Analogic’ mode, which has a faux round speedometer and a needle. The overall UI/UX is fairly straightforward for nearly all functions, and no secret handshakes are needed here.
However, convenience-enhancing features, such as a multi-function ignition key slot, a cubby on the front apron, a brake-lock clasp, an external fuel filler and start/stop tech or even a quiet start, are missing. Boot space has never been an Aprilia SR’s forte, and the 175 is no different – you’ll struggle to get even an Indian half-face helmet in there.
Underseat storage not as spacious as that of a conventional scooter.
Then, there was one other issue specific to our test scooter. The side stand cut-off doesn’t seem to work, and the display doesn't show the side stand symbol at all like it does in the brochure provided to us by the dealer.
Aprilia SR 175 performance and efficiency - 8/10 Packs in strong and eager performance; reasonably fuel-efficient, tooBut once you swing a leg over and start riding, the SR 175 will have you grinning ear to ear. It’s eager from the word go and is great fun accelerating away from stop lights and leaving traffic behind! Aprilia has enlarged the SR 160’s engine to create this new 174.7cc mill, which makes 12.9hp at 7,200rpm and 14.14Nm of torque at 6,000rpm – a discernible step up from the previous 11.27hp at 7,100rpm and 13.44Nm at 5,300rpm.
EngineEngine174.70cc, single-cyl, air-cooledPower12.9hp at 7,200rpmTorque14.14Nm of torque at 6,000rpmThe power delivery, while strong, is smooth as well as predictable, and younger riders will benefit from that. There’s no sudden surge of power, and it has a measured yet strong pull all the way to a speedo-indicated 90kph.
The SR 175's riding experience in a nutshell: fun!
In our tests, the SR 175 was quite close to the Yamaha Aerox 155 in the sprint to 60kph, after which the more powerful Japanese scooter starts increasing the gap. This is commendable performance from the Aprilia’s simpler 3-valve, air-cooled engine, and what also pleasantly surprised us was its fuel efficiency. It returned an impressive 41.7kpl out on the highway and a decent 35.2kpl inside the city. For the sort of engine this is and the performance on tap, these numbers are commendable.
PerformanceAcceleration0-40kph2.76s0-60kph5.69sRoll-on acceleration20-50kph2.88s30-70kph6.37s50-80kph7.37s
The Aprilia SR’s engine has always been a gruff thing, and while that character continues onto the 175, its refinement isn’t a dealbreaker. There is some juddering below 20kph, especially so with small or constant throttle inputs, but once you open the taps, this engine becomes reasonably smooth with just a mild tingle in the floorboard. Our scooter had less than 500km on the odo, so perhaps this could improve after performing the first service.
Aprilia SR 175 ergonomics and comfort - 7/10 It can feel tight for bigger riders; suspension is firm, not harshFocused and sporty scooters like this can’t match the outright comfort and spacious nature of mainstream practical offerings. The Aprilia SR 175 follows that theme to some extent, but it isn’t as single-minded as its predecessors. Its sloped rider’s seat, which forces you to adjust your seating position every so often, continues into 2025, and it isn’t the most spacious or well-padded unit around. But its suspension comfort has proven to be an area of surprise.
Fuel economyCity35.21kplHighway41.78kplOverall38.50kplThe first day of riding the SR 175 entailed going from Andheri in Mumbai’s western suburbs to Panvel East. Traversing the breadth of the monsoon-ravaged city, I’m happy to say that the SR’s suspension kept me reasonably comfortable as I encountered an unceasing barrage of road imperfections. Of course, it’s still a sporty scooter with taut suspension, but it’s not as downright uncomfortable as the Aerox.
The sloping seat forces you to reposition yourself every so often.The SR 175 is quite a tall thing by scooter standards, and while I, at 5’11”, didn’t have any issues with flat-footing it, I foresee that to be a challenge for anyone under 5’7”. Riders with bigger feet will also wish for a little more room on the floorboard, as I felt my feet had little wiggle room and felt quite locked in place. I wear size 12 shoes, so I’m on the larger end of the spectrum, and this is a subjective thing.
Aprilia SR 175 ride and handling - 7/10 14-inch wheels lend stability and confidence when leaned overSporty handling and surefooted manners at high speeds have always been the Aprilia SR line-up’s forte, and the 175 happily continues that trend. The large 14-inch wheels shod with chunky 120-section rubber inspire loads of confidence when chucking the SR 175 into a bend, and the scooter stays planted no matter the size of the bump on the road.
14-inch wheels keep it planted in almost all situations.Our scooter came equipped with Vee Rubber tyres, however, Aprilia also offers MRF and CEAT as tyre suppliers, although what your scooter comes equipped with is entirely a game of luck.
BrakingBraking (60-0kph)19.18mStopping performance, too, is superb, and it feels like this scooter wants you to brake like you’re on a motorcycle. The front brake has a strong yet progressive bite and shoulders the majority of the load, with the rear drum brake mainly there to keep you steady. Just like the SR 160, the SR 175 comes with a single-channel ABS as standard, and while this safety feature works well for the most part, it feels like it intervenes a little too early when you clamp down hard on the binders and robs you of power.
The 14-inch wheels lend the SR a motorcycle-like planted feel. Aprilia SR 175 price and verdict - 8/10 A lot more scooter for not a lot more moneyBy now, we’ve established that the SR 175 is a perceivable step up over its predecessor. Happily, you get this improved experience without having to pay extra, and in Mumbai, the SR 175’s ex-showroom price is Rs 1.26 lakh, which is more or less on par with the top SR 160’s asking price. Considering that there’s really no petrol scooter in this space (the Yamaha Aerox now costs over Rs 1.50 lakh), the Aprilia SR 175 makes a rather compelling case for itself.
Aprilia SR 175 left rear static in fieldIts performance and sporting ability are attributes few other scooters can match. Its striking good looks and fancy TFT display add to its allure, and it isn’t entirely impractical. Areas of improvement are more to do with the company rather than the product itself – a small Aprilia dealer network limits availability, and service will generally be more expensive and quite likely not as frictionless as for scooters from other brands.
PricePrice (ex-showroom, Mumbai)Rs 1.26 lakh However, if you’re willing to look past that, the Aprilia SR 175 is a thoroughly enjoyable scooter at a fair price that will stand out in the crowd.
2025 Ultraviolette F77 Mach 2 video review

2025 TVS Apache RTR 310 video review

2025 TVS Apache RTR 310 review: More tech, less price
TVS never stops updating its flagship 310cc models, and for 2025, the naked RTR 310 gets some small visual and electronic changes. The overall character of the bike remains unchanged, but these additions have made a noticeable improvement to the refinement of the riding experience.
TVS Apache RTR 310 Design and Features - 9/10 India’s most feature rich bike gains some new techThe visual changes are limited to new handguards with aluminium frames, sequential turn indicators and a new transparent clutch cover like on the RR 310. There are also four new colours, although two of these will cost you extra; more on prices later.
The keyless fob is part of the Dynamic Pro Kit.The final physical feature addition is a keyless start and handlebar system, which is available on one of the two optional BTO (Built to Order) packages. However, there are multiple electronic changes as well.
Even the base variant comes standard with a TFT display.The 5-inch TFT display gets some revisions to its display layout. For the most part, it operates well, although there is a bit of a delay between your request for a riding mode change and the screen acknowledging it.
One optional extra that is no longer available is the cooled seat. It was a great attempt at a valuable feature, but the comfort factor was a problem that couldn’t be solved. The new Apache RTR 310 otherwise continues to be a sharp and handsome motorcycle with an aggressively raked rear seat, an aluminium subframe and a powerful LED headlamp.
TVS Apache RTR 310 Engine and Performance - 8/10 Still packs stronger performance than the spec sheet suggests, but with some improvementsOne of the most significant upgrades here is that TVS has recognised that the RTR 310 felt a little ‘untamed’ and has worked on increasing the smoothness of the throttle response. The company has created what it calls torque filtering, whereby the ride-by-wire system monitors not only how much the throttle is open but also how quickly it has been opened and then decides on the engine response accordingly.
In function, it works quite well because the throttle response in city traffic, even in Sport mode, is now smoother and more predictable. The previous RTR was fun, but it never felt like it wanted to settle into a calmer state, which could get tiresome on a daily commute. Now, the bike feels more relaxed when you want, but the system gives you great response when you ask for it with a quicker throttle opening. TVS has achieved the objective of smoothing the throttle response, but the feeling of the system remains quite synthetic, and it lacks the natural feel of a throttle cable.
The clear clutch case adds to its style quotient.The addition of launch control is a new feature, and while it’s hardly something people will use often, it is a fun gimmick to have. Another electronic aid is Drag Torque Control, which basically assists the slip/assist clutch in smoothing out multiple aggressive downshifts. This is something already seen on some big bikes, and it opens the throttle valve slightly to feed the engine a small amount of fuel, which counteracts the reverse torque coming from the wheel under hard downshifts. Again, this is something most customers won’t notice, but you can switch the system off in the menus, and there is a perceptible difference in the smoothness at the rear wheel when hammering in three or four fast downshifts.
The 312cc engine is otherwise mostly the same, and it remains at 35.6hp, unlike the RR 310 that was recently bumped up to 38hp. What has changed is that the RTR 310’s final drive gearing now matches the RR 310, which means the rear sprocket size has reduced by four teeth. The bike is still quite short-geared in nature but no longer excessively so.
Its overall styling remains unchanged, barring a few small additions.Performance and refinement levels from this 4-valve liquid-cooled engine are largely the same since the last update in 2024, when TVS worked on reducing the perceptible vibrations. This is an exciting and quick-revving motor, and you will still feel varying levels of buzzing in the seat, fuel tank and footpegs at different points in the rev range. Thankfully, it is no longer as harsh as it was when it was first launched in 2023.
You can read our previous road test to get an understanding of the performance on offer here, and the RTR punches above its weight, even out-accelerating more powerful rivals like the Triumph Speed 400. A beautifully smooth bi-directional quickshifter only adds to the experience.
Engine2025 TVS Apache RTR 310Engine312.12 cc, single-cylinder, liquid-cooledOutput35.6hp at 9,700rpmTorque28.7Nm at 6,650rpmGearbox6-speed TVS Apache RTR 310 Suspension Comfort, Handling and Brakes - 8/10 No changes to the way the bike handlesThe new RTR 310 carries the same chassis, suspension, brakes and tyres, and it also weighs the same 169kg, so there’s no surprise that it continues to ride as before. The seating position is well-judged for the road, with a mildly sporty lean down to the wide handlebar but good comfort in the footpeg placement. The 800mm seat height is friendly for short riders, and even tall folks will fit well on this bike.
Things are a little different on track because there’s not a lot of room to slide back and tuck down. This is both thanks to the big pillion seat bump-stop and the large TFT that you’ll find right in front of your helmet when crouched down. Despite these compromises, on-track handling is really very good, and the bike feels light, agile and quick-turning but also comfortingly stable.
Our test bikes had the optional adjustable suspension, which most riders won’t need on the road, but it can be a good benefit on track. Another small improvement I noticed was that while this RTR’s traction control used to be unnecessarily intrusive (even in Track mode), that’s no longer the case, and I didn’t find the need to turn it off.
The Michelin Road 5 tyres provide a surprisingly sharp and fast transition in how the bike leans over to its side, but there’s superb grip once you’re there. The brakes feel the same as well, in that they have a slightly dull initial bite but good power once you put some effort into the lever.
The Michelin Road 5 tyres offer superb grip.However, as before, the RTR’s on-track limit arrives a little too early thanks to the footpegs scraping the tarmac. This was improved to some extent by removing the feeler bolts, but it didn’t solve the problem. Adding more suspension preload would have helped increase the cornering clearance, but it wasn’t something we had time to try at this event.
At the end of the day, the TVS RTR 310 is a very encouraging bike on track, and I wanted to keep reeling in the laps, but it’s not designed to particularly excel there. For those who want a sporty street naked that they clearly intend to take to the racetrack, the KTM 390 Duke will be the more rewarding choice. And on that note, it’s time to move to the price.
Key specs2025 TVS Apache RTR 310Kerb weight169kgSeat height800mmFuel capacity11 litresGround clearance180mmWheelbase1358mm TVS Apache RTR 310 Price and Verdict - 8/10 More kit and features for a lower price than beforeThe good news is that TVS is offering introductory prices that are Rs 10,000 less than they were before. However, the RTR’s pricing is a rather confusing topic because it places the bike in two different lights.
This bi-directional quickshifter adds to the overall experience.On the one hand, the base bike at Rs 2.4 lakh ex-showroom Delhi is a fantastic value because it offers much stronger performance than the likes of the KTM 250 Duke and still has valuable features like the Michelin Road 5 tyres, 5-inch TFT, traction control and cruise control. Our pick would be to pay the extra Rs 13,000 for the bi-directional quickshifter because it really does enhance the experience.
Above that, you have the choice of adding the BTO Dynamic kit, which adds adjustable suspension, tyre pressure monitoring and a brass-coated chain. This takes the price to Rs 2.75 lakh. Instead of the Dynamic kit, you can add the Dynamic Pro kit, which introduces keyless start and a huge array of electronic rider aids that include cornering ABS, cornering traction control, anti-wheelie, anti-stoppie, and a whole lot more. This will increase the sticker price to Rs 2.85 lakh.
If you add both the kits, the price goes to Rs 3.03 lakh. On top of this, the Fiery Red colour will set you back by a further Rs 5,000, while the Sepang Blue costs a massive Rs 15,000. At this point, the RTR 310 costs significantly more than a KTM 390 Duke, and while we salute TVS’ efforts towards introducing segment-leading technologies, they’re not essential with this performance level, and they push the price into the realm of unreasonableness.
Opting for the fully loaded variant with BTO packs can push the price well beyond Rs 3 lakh.To sum up, then, the RTR 310 is either a surprisingly good value motorcycle that punches above its weight or an excessively expensive motorcycle that is completely out of its depth. It all depends on which variant you choose.
PriceVariantColourPriceBase without QuickShifterBlackRs 2.40 lakh TopBlack, Red and YellowRs 2.57 lakhDynamic KItBlack, Yellow, Red and BlueRs 2.75 lakhDynamic Pro KitBlack, Yellow, Red and BlueRs 2.85 lakhDynamic + Dynamic Pro KitsBlack, Yellow, Red and BlueRs 3.03 lakh Also see: 2025 TVS Apache RTR 310 video review
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Mercedes EQS SUV 450 long term review, 7,000km report
The plan is simple. An early start, a quick breakfast on the highway, and then zip-zap-zoom to Surat, hopefully by 11am. Our quarry: Tesla's mad Cybertruck. What’s clear is that our long-term Mercedes EQS SUV 450 with its massive 118kWh (net) battery has the range to get there easily. But can it make it all the way back? This is not something we plan to do, but going up to Surat should give us a one-way average.
Low-speed ride isn't great as there's a fair amount of body movement, especially over large bumps.
As expected, South Mumbai at 4:30am is a breeze. Who says the city never sleeps? But then, as we pass Mumbai airport, traffic leading out begins to build. Even worse, the surface of the roads goes from bad to worse, which means we really need to crawl at times. The bad roads also show up the low-speed ride of the EQS SUV, which, due to the soft setup of the air springs in Comfort, causes a fair amount of movement from the body. Going to Sport eliminates some of this at low speed but adds a hint of an edge. So, once the roads open out and we go faster, I return to Comfort.
Superbly insulated EQS SUV proved to be the perfect antidote to jams.
With more space to stretch its legs, the EQS SUV settles into a steady gallop, flying along silently, its superb aero and incredible insulation helping it slip through the air effortlessly - zooop! Whereas EVs were traditionally never the cars you’d choose to take on long highway jaunts, there clearly is an undeniable charm to eating up kilometres in this silent and solid EV, the wipers softly slapping on the windscreen. Insulation apart, what I also like is that on the small ghat sections and tighter corners, the 10 degrees of rear-wheel steering makes it feel surprisingly agile. Specified with two permanent synchronous motors (one for each axle) developing a combined 360hp and 800Nm of torque, the EQS SUV 450 also has a good amount of zip.
10 degrees of rear-wheel steering lets the EQS SUV take tight turns smaller cars can’t manage.
Approximately 100km into the journey, I notice that the battery has dipped to 79 percent. This faster-than-expected consumption could be because of our slow start to the day over the bad roads. But now on the faster bits, the charge consumption slows, and as we reach Surat, we have 47 percent remaining, the EQS SUV having driven 298km. This could be down to the particularly strong regen the EQS SUV manages, with up to 290kW at max. This means under peak conditions, it can convert up to 290,000 joules of kinetic energy per second back into electrical energy. This, in some part, is helped by the strong motor on the rear axle that uses a 6-phase design (two windings with three phases each). But the strong use of regen could also be the reason I feel the brakes need more bite, especially under progressively hard braking.
578km on one charge, despite being four up and not hanging around.
On the way back, we plan a quick dinner and a top-up at a convenient location. An electric storm, however, has knocked out the power supply all along the route, and we finally have to crawl into Mumbai, having unsuccessfully visited half a dozen chargers. And it’s not easy finding an unoccupied charger in Mumbai either; what chargers there are are all occupied by taxis charging up. This needs legislation. A half hour of charge at Mumbai airport, however, finally gives us a bit more of a buffer. The numbers on the display read 578km covered and 4 percent remaining on the battery. So, Mumbai to Surat and back on one charge? Yeah, we did it. We did drive without the aircon for the last 20 minutes, and the EQS SUV did make us sweat the last few kilometres, but we also made it all the way back when we hadn’t planned to. And that’s impressive.
Silent cabin and comfy, supportive rear seats make this SUV ideal for long journeys.
Superbly insulated, very luxurious on the inside, blessed with a comfy rear seat and a fair amount of agility in the city (due to the rear-wheel steering), the EQS SUV is a much more accomplished luxury EV than the EQS sedan. Sure, a regular S-Class still trumps it when it comes to important areas like seat comfort and ride quality. And this 5-seat version needs more of an SUV look, a more practical boot (with better integrated chargers and a spare) and better low-speed ride. Still, one thing’s for sure: this clearly is one of Merc’s best EVs and right up there with some of the best luxury electric SUVs around. The cherry on top: the Rs 1.28 crore price tag for this version. Certainly not cheap or affordable, but still a lot of luxury car for the money.
Mercedes EQS SUV 450 Test DataOdometer7,176kmPrice (ex-showroom, India)Rs 1.28 croreEconomy5.3km/kWhMaintenance costNoneFaultsNonePrevious reportsMay 2025, July 2025Also see:


Jeep Meridian long term review, 19,500km report
The Guinness World Records title that we set recently with the Mercedes EQS 450 SUV would not be possible without the unsung heroes working tirelessly behind the scenes. Back at the base, there was the team that planned ahead to ensure we had comfortable accommodations after long days on the road. There was the photo and video crew that braved extreme weather to capture incredible memories. And then, the support car, which had to shadow the record car, run like clockwork, and keep the crew comfortable - tasks the Jeep Meridian, for the most part, excelled at.
Our journey began in Mumbai, with the plan being to transport both cars by road to Jodhpur to rendezvous with the rest of the crew. The Mumbai-to-Ahmedabad jaunt is now relatively stress-free, comprising well-marked highways, and the Meridian simply ate it all up. It settles into a cruise at triple-digit speeds nicely, while the suspension absorbs undulations without feeling floaty. It also feels stable through the long sweepers. The adaptive cruise control works well to spot traffic ahead and slow down, but it is a tad conservative when accelerating again, so using it on a long drive like this, you feel like you’re losing time, though you aren’t really.
With the third row folded, the Meridian has a useful 481-litre boot.
Rajasthan, too, posed no challenge for the Jeep until I got to Jodhpur Airport. Awaiting us were five men, their luggage and camera equipment – almost all of which the Meridian’s 481-litre boot swallowed up, but a few had to be put into the EQS. It’s worth noting that with the boot packed tightly, the powered tailgate closing button – that is inside the boot rather than on the tailgate – can become obstructed. This location also isn’t obvious to hotel staff, who frequently try to shut it by hand.
Door pockets barely hold 1-litre bottles, something you need on long journeys.
From here began our long journey from Jaisalmer to Khardung La via Jaipur, Chandigarh, Jammu, Kargil and Leh. The Jaisalmer heat was unbearable, but the Meridian’s AC was efficient at keeping the cabin cool, even with the windows being frequently opened for photography. The ventilated front seats are also very effective, but having to access them via the touchscreen is a bit of an annoyance. Speaking of which, there are a few more annoyances around the cabin, like door pockets that barely hold 1-litre bottles and not enough USB ports, both needed on a long trip like this.
A falling rock at Zoji La punched a hole in the sunroof.
Despite the heat giving way to incessant rain through Chandigarh, the journey went off without incident, until we got to the treacherous Zoji La pass. A small rock tumbled down the mountain and smashed a hole in the rear pane of the sunroof. Thankfully, the shade was closed, which meant neither the rock nor the shards of glass entered the cabin. With the sunroof taped up, we continued through the snowy conditions towards Leh. Even through inclement weather, the Jeep’s 4x4 stayed in auto mode, never once feeling out of its depth – giving us a sense of security in the cabin. If there is one weak link, it is the automatic transmission. Nine speeds often feel like three too many, and the gearbox is often unable to make up its mind on which gear works best.
The capless filler neck is too narrow for some diesel nozzles you might encounter in remote areas.
We discovered another quirk at a remote fuel pump in Ladakh. The Meridian’s capless fuel filler neck is too small to fit certain older pump nozzles, requiring some good old-fashioned jugaad. These foibles aside, the Meridian served us well when we needed it the most. It covered 7,794km in the last month alone and has the scars to show for it, but it ran with no issues whatsoever. It’ll be missed while it’s away getting a new sunroof, and I hope it’s back in time for some more adventures.
Jeep Meridian Test DataOdometer19,529kmPrice (ex-showroom, India)Rs 38.79 lakhEconomy12.2kplMaintenance costNoneFaultsSunroof glass brokenPrevious reportMay 2025Also see:



MG Cyberster video review

MG Cyberster track drive: Droptop delight
There’s been a lot of buzz around the MG Cyberster ever since it was first showcased at Auto Expo 2025. We’ve now finally got a chance to experience the first convertible EV in India around a race track and here’s what we gathered.
MG Cyberster: Exterior design and engineering – 9/10 Scissor doors, classic roadster silhouette make it stand out; soft top roof opens/closes in 10 sec and comes in two colours.MG says the Cyberster is the spiritual successor to its MG B roadster from the 1960s but their designs couldn’t stray further. The Cyberster has smooth lines and a cohesive design, with the stand out element of course being the Lamborghini-style, electrically operated scissor doors. These alone are sure to be a big draw for potential customers. The long bonnet also gives it the classic roadster silhouette and it’s an aero efficient design, with a drag coefficient of just 0.26cd. The 20-inch alloys with polished edges also look attractive, with the only eyesore being the arrow-like taillights which just don’t fit with the rest of the car.
Another USP of the Cyberster of course is the fact that it’s a two-seat, convertible. The fabric soft top roof is said to take 10 seconds to open and close and can be operated at speeds of up to 50 kph. There are four colour options to choose from - Red and yellow which come with a black roof and grey and beige, which come with a red roof.
MG Cyberster: Performance and refinement – 9/10 Packs in 510hp, has AWD and does 0-100kph in a claimed 3.2sec; at 110mm, has the thinnest battery pack in the industry.Here’s some stats about the MG Cyberster - 510hp, 725nm, 0-100 in 3.2 sec and a top speed of 200kph – which makes it the fastest MG ever. It gets a dual-motor setup, one on each axle, which enables AWD (there is a RWD version on sale abroad) and that's good because it packs some serious performance. There’s also three drive modes and a boost mode to play around with.
We got a chance to launch the Cyberster on track and do a 0-200kph run. With the sharpest ‘Super sport’ drive mode selected, the Cyberster launched without much drama with the AWD system keeping things in check. The response, like from most EVs, is instantaneous and the Cyberster feels quick! And although the claimed 0-100kph time is 3.2sec, we managed a VBox time of 3.69sec, albeit on a slightly damp track.
The dual-motor setup draws power from a 77kWh Nickel-Managanese-Cobalt battery placed under the floor. This battery pack is said to be the slimmest in the world, at only 110mm, which helps with the packaging and to lower the centre of gravity in this low slung sportscar.
MG Cyberster: Range – 8/10 77kWh battery has a claimed range of 580km.Since this was a track drive, we didn’t get a chance to test the MG Cyberster’s range. However, this AWD version with the 77kWh battery is claimed to do 580km on the MIDC cycle. As for charging, it is capable of being topped up from 10-80 percent in just 40 mins, using a 144kW DC fast charger.
MG Cyberster: Ride comfort and handling – 7/10 1985kg weight can be felt in quick direction changes; gets grippy Pirelli tyres and Brembo brakes, though the latter lack pedal feel.Apart from the hot laps on the track, there was also a slalom and autocross course laid out for us to experience the Cyberster’s handling. In quick direction changes, you can feel the Cyberster’s 1985kg kerb weight and it tends to understeer when cornered hard, but the AWD system and the fact that it has a perfect 50:50 weight distribution makes it feel predictable.
The Cyberster comes shod with grippy Pirelli P Zero tyres and it gets Brembo brakes, which have good stopping power but not much pedal feel. In terms of handling then, this MG feels more like a sporty grand tourer rather than a sharp handling sportscar. And that’s kind of the vibe you get inside the cabin too.
MG Cyberster: Interior space and comfort – 7/10 Interior is comfy and well-finished; Driver-centric layout is sporty but it does have some shortcomings.Speaking of the interior, you'll appreciate the sporty, driver-centric orientation it has with all the controls and screens being concentrated around you. What’s particularly impressive is the quality of materials and the fit/finish inside the cabin. The seats are comfy, beautifully upholstered and attractive to look at. However, you’ll find that you’re sitting a bit too high for a sportscar and that’s because of the underfloor battery.
There’s four screens – one for the digital driver’s display, with two touchscreens flanking it – and one lower down in the centre console. The screens themselves has nice graphics and felt slick in our brief time but, a part of the screens on either side of the cluster are hidden from view by the steering. There also isn't much storage space around, with just some space behind the seats, a glovebox and a small cubby under the armrest. The Cyberster also gets a sizeable boot but, there’s no frunk, which is a bit of a downer.
But the Cyberster is a sportscar after all and they aren’t meant to be the most practical, so some of these drawbacks will not be deal breakers.
MG Cyberster: Features and safety – 8/10 Gets four screens, Bose audio system, 4 airbags and ADAS features; misses wireless connectivity.As for features, the MG Cyberster packs in auto LED headlamps, an 8-speaker Bose audio system, dual 7-inch touchscreens, powered seats, dual-zone climate control, ambient lighting, and more. However, it misses out on wireless smartphone integration and there’s no wireless charger either. Safety kit includes 4 airbags, traction control, a TPMS, a 360-degree parking camera, disc brakes all around, driver fatigue detection, camera-based ADAS features like adaptive cruise control and more.
MG Cyberster: Price and verdict – 7/10 A unique proposition in our market that’s big on wow factor.The MG Cyberster is priced at Rs 74.99 lakh (introductory, ex-showroom) and is being retailed through MG’s new Select showrooms. It sits in a unique space, with its closest competitor being the petrol-powered BMW Z4 which is priced at Rs 93 lakh.
There are some drawbacks, as interior ergonomics and storage spaces could have been better, and we’ll have to wait and see how its low ground clearance contends with our road conditions. But then, the Cyberster does have a lot going for it. It’s big on wow factor thanks to those scissor doors and convertible roof, it packs good performance and the interior feels plush too. If you want a weekend car that’ll make you stand out and give you that top down feel, the Cyberster is definitely worth your consideration.
Also see: MG Cyberster video reviewMG Cyberster price starts at Rs 74.99 lakh



2025 Volvo XC60 video review

2025 Volvo XC60 facelift review: XC and I know it
The Volvo XC60 has been fighting the German trio in the midsize luxury SUV space for over eight years now and while the rest have received significant updates, the XC60 has moved ahead with only subtle changes that need a keen eye to notice. Despite that, it is Volvo’s bestselling car globally; however, is this enough to keep up with new and modern players in 2025?
Volvo XC60: Exterior Design and Engineering – 8/10 Clean Scandinavian styling with elegant lines; subtle updates for 2025 keep it fresh.Rear design is the same as the outgoing model.
For 2025, Volvo hasn’t tinkered too much with the design. The new Forest Lake paint shade joins the fleet but that’s pretty much it. Even soft parts like the bumpers are carried over from the previous version launched in 2021. Still, it doesn’t feel old or dated. Familiar, yes. But long in the tooth? Not really. The sleek lines, digital LED headlamps with Thor Hammer-shaped DRLs, and plenty of chrome give it a plush look.
Criss-cross grille design is the only new element at the front.The only new element for 2025 is the grille, which does away with vertical slats and adopts a criss-cross design. Even the size and shape remain unchanged.
Over to the side, the 19-inch wheels sport a new look, and that’s all that’s new. The silhouette, along with the thick chrome band around the windows and on the doors, is carried over.
19-inch alloy wheel has a new design.
At the rear, you’d struggle to find changes as it looks identical to the outgoing version. But are these shortcomings? I don’t think so. Despite being an almost 8-year-old design, with only minor facelifts over that time, the XC60 still looks like a car from 2025. If anything, the designers deserve praise for continuing with the same overall style without making it feel last-gen.
Volvo XC60: Interior space and comfort – 9/10 Spacious and airy cabin; plush seats offer excellent long-distance comfort.The interior design and layout is vastly similar to the previous version, with the most noticeable change being the new and larger 11.2-inch infotainment touchscreen. The previous 9-inch unit felt better integrated as it was placed flush within the dashboard; the new screen does feel like an add-on.
Other than the new touchscreen, the interior layout is the same as its predecessor.Apart from that, the design is simply beautiful. There are no complaints regarding the quality of materials, placement and fit and finish. There is brushed metal and leatherette almost everywhere you touch and the open-pore wood elevates the experience. The crystal gear shifter might not be for everyone, but it adds a bit more bling to the otherwise sleek and subtle cabin.
The front seats offer incredible support and adjustment, and also feature heating, ventilation and a segment-exclusive massaging function.
Rear seats are best for two due to the large centre tunnel.The rear seats are comfy too, but a bit more under thigh support would have been appreciated. However, the decent backrest recline and the supportive and well-contoured seats are worth praising. Seating three in the rear won’t be possible due to a large centre tunnel. Amenities in the rear include two-zone climate control and AC vents in the pillars and centre for better cooling. It misses out on sun blinds though.
The 483-litre boot space is generous, and it can be expanded by folding the rear seats.
Volvo XC60: Features and safety – 9/10 Packed with tech and segment-leading safety systems; typically Volvo. 11.2-inch screen replaces previous model's 9-inch unit.Most of the tech in the XC60 is in the new 11.2-inch touchscreen. Powered by Google, it gets you access to Google Maps without having to pair your phone, and apps like Spotify are standard. Strangely, Apple CarPlay and Android Auto will need a cable. There is a wireless charger under the screen and some basic physical switches for media controls.
Climate control, air purifier, ambient lighting and even the instrument display settings are in the touchscreen. The Bowers and Wilkins audio system is arguably one of the top highlights. The sound quality is exceptional and is easily the best in the segment.
1,410W, 15-speaker Bowers and Wilkins sound system is a feature highlight.Safety, unsurprisingly, is aces – 8 airbags and level 2 ADAS, which is a lot better tuned to Indian conditions compared to the previous model.
Volvo XC60: Performance and refinement – 7/10 Smooth, composed and impressively quiet; strong-hybrid powertrain options. 2025 Volvo XC60 B5 specificationsEngine1969cc, 4-cyl, turbo-petrolPower250hpTorque360NmGearbox8-speed torque convertor autoDriveAWDHybrid tech48V mild-hybridGlobally, the XC60 features plug-in hybrid powertrains, but there are no changes in this department for the Indian model. It continues to feature a 2.0-litre turbo-petrol engine with 250hp and 360Nm that’s mated to an 8-speed automatic gearbox. Power goes to all four wheels, but it's not what you’d call exciting. Power delivery is linear, and although there is a mild-hybrid system with a 48V battery, the extra assist isn’t all that explosive either. You feel a slight surge under acceleration and the overall experience is calm.
There are no vibrations or engine noise at low speeds or while cruising, but push the engine to the redline, and it sounds strained. The Mercedes-Benz GLC has a sportier exhaust note in comparison.
250hp, 2.0-litre turbo-petrol engine with mild-hybrid assist continues.The 8-speed automatic is smooth for the most part, but hesitates if you rush it. Slam on the throttle and there is a pause before it downshifts. Through the gears, too, it lacks the finesse you get on the X3 or even the GLC, but drive it in a calm manner and things are not too bad.
You can take some control via the tiptronic function, which requires you to move the crystal lever side-to-side, but it would have been more engaging with paddleshifters instead.
Volvo XC60: Mileage – 6/10 Mild hybrid system helps, but real-world efficiency yet to be tested.Volvo claims 12.9kpl with this powertrain but we are yet to conduct a real-world efficiency test according to Autocar India test standards. The stop/start will likely help but a PHEV would have been a lot more beneficial.
Volvo XC60: Ride comfort and handling – 8/10 Comfort-focused suspension setup soaks up bad roads; still stable in corners.The X60 was never meant to be a fun-to-drive SUV, and its softly sprung suspension attests to that. Despite no air suspension, which was once its exclusive feature in the segment, the steel springs soak up bad roads rather well. It is only on sharp low-speed bumps that you feel some movement inside the cabin.
It's not a corner carver, but it isn't meant to be one.Highway manners are excellent and while cornering brings out some body roll, it isn’t uncontrollable. It remains a sedate car to drive and the light steering further validates that. You can choose to add more heft to the steering, but it won’t be a noticeable difference. Best to leave it at its lightest and have a relaxing cruise. Let the Bimmers attack the corners.
Volvo XC60: Price and verdict – 7/10 Well-priced for its premium appeal, and holds its own against fierce Germans rivals.Prices for the XC60 start at Rs 71.9 lakh making it competitive against other players in the segment.
The XC60 might have been around for a while, but it has managed to hold its own despite rivals getting significant updates. It carries over most of the essentials you need in the luxury midsize SUV segment, and remains a strong – and only worthy – alternative to the Germans.
All prices, ex-showroom, India
Also see:
2025 Volvo XC60 facelift launched at Rs 71.90 lakh

Rolls Royce Spectre video review

Mercedes GLC vs BMW X3 comparison test
A Mercedes-Benz vs BMW is always an 'El Clásico'. And it's even more fierce when the rivalry is between their popular SUVs. The GLC has been Merc’s champion seller for long, and it now faces an all-new X3 that is bigger in size and, in typical BMW fashion, unapologetic when it comes to its character. Which one is the better choice? That’s what we will find out.
Mercedes GLC vs BMW X3 exterior design and engineering X3 has a stronger road presence due to extra length and height.The BMW in the all-new avatar is bigger than before. It is longer, wider and taller than the GLC and only falls short on wheelbase. Both get distinct design cues and stick to their roots, with the BMW featuring a moderately sized backlit kidney grille and sleek LED headlamps. Being an M Sport, the X3 also gets angular bumpers, and the overall face is more upright.
Where one flaunts a radical design, the other embraces traditional style.
The GLC, on the other hand, embraces curves and gets a healthy dose of chrome on the grille and pronounced power lines on the bonnet. Over to the side, the extra length, height and ground clearance give the BMW a stronger road presence. The boxy silhouette and upright roofline also give the X3 that prominent SUV look, while the tapering, almost coupé-like roof on the GLC is sleeker in comparison.
Both SUVs feature 19-inch wheels, with the BMW offering a sportier design. At the rear, the Bimmer continues with sharp lines and creases, while the GLC continues to flaunt curves. Both SUVs do style very differently, and it's the same difference when it comes to the interiors as well.
Mercedes GLC 300 4Matic vs BMW X3 xDrive 20 M Sport dimensions Mercedes GLCBMW X3Length4716mm4755mmWidth 1890mm1920mmHeight1640mm1660mmWheelbase2888mm2865mmBoot capacity640 litres570 litres Mercedes GLC vs BMW X3 interior space and features The GLC comes fitted with a portrait-styled touchscreen.Inside the all-new X3, minimalism seems to be the theme. The dashboard design is sporty and contemporary, with a whole lot of recycled polyester used on the upper dash. The mesh-like material mimics carbon fibre visually, but the rough texture won’t appeal to everyone. Also, keeping the dust out of the pores will be a challenge, given our conditions.
Open-pore recycled polyester dash upholstery looks sporty but not plush.
Like modern BMWs, the screen is embedded into a single-piece curved display along with the digital instrument cluster. What’s unique are the AC vents at each end that get a haptic touch control for the airflow but manual adjustments for the vent direction. It is complicated and feels over-engineered for something that needs to be easy to use. BMW has also ensured the cabin feels special in the dark, thanks to ambient lighting courtesy of the crystal elements that light up.
X3's front seats get a lot more adjustment and better comfort.
Comfort-wise, the front seats offer very good support and are better than the Merc’s. The additional under-thigh extension and side bolster adjustment give the seat an upper hand, along with the soft cushioning that is comfy for long drives.
Coming to the Merc, its interior follows a more traditional approach, which works in its favour as it feels more plush and expensive. The generous use of wood and metal throughout ups the visual as well as the touch and feel quotient, and between the two, the GLC has a more luxe appeal.
Traditional design and blend of wood and metal feel plush.
The 11.9-inch iPad-like screen is crisp and easy to use, and quality levels overall are higher. The seats, however, miss out on the extra support and aren’t as comfy as the X3. That said, you do get heating and ventilation as opposed to just the latter on the Bimmer.
Narrow footwell in the GLC may be problematic for plus-10 sizers.
There are seat kinetics, too, which might not offer the full massage experience but do a good job of reducing fatigue over long periods. One irritant on the GLC is the snug footwell, more specifically, the short dead pedal. If you have a foot size over UK 10, you will struggle to rest your left foot, which, on a long drive, does get cumbersome.
Both miss out on a reclinable backrest.Not as spacious as the GLC in the rear but comfy enough and gets three-zone climate control.
The latest-gen X3 has grown in size, but in this comparison, the wheelbase is shorter than the GLC. Still, there is ample kneeroom and width, and the upright roofline also allows for good headroom. The seat base is larger and, as a result, under-thigh support is better. The X3 has the more upright seating, and both SUVs miss out on a reclinable backrest.
One-piece glass roof in the X3 adds drama.
The centre passenger will also have to compromise thanks to a large centre tunnel on both SUVs. The windows are large and also get manual sunblinds, and the huge glass roof adds a tremendous sense of space.
More kneeroom in the back of the GLC, but short seat base robs under-thigh support.
The Mercedes has a longer wheelbase, which means better space in the rear. What also helps are the scooped-out front seats that elevate some more kneeroom. The backrest, while also upright, is slightly better than the X3, but the short seat squabs don’t offer as much under-thigh support. The split-opening panoramic sunroof does not offer an unobstructed view of the sky but does a good job of airing out the cabin. Where the Merc wins is with the high-quality materials all around and a neat blend of wood and metal. The BMW’s textured panels look new-age but lack the plush feel.
Split panoramic sunroof in the GLC can opened halfway for ventilation.
Boot space is also a Mercedes highlight, with 640 litres on offer compared to 570 litres on the X3, and both get a space-saver spare under the floor. Access to the boot, though, is better on the X3 thanks to a wider opening and lower floor.
Key controls baked into the SUVs' central touchscreens.Both SUVs rely heavily on their touchscreen infotainment for all major functions. Everything from HVAC to the car settings is embedded within the UI, with only a few haptic buttons for ease of use. Right off the bat, the MBUX in the GLC is extremely easy to use in comparison to the X3’s system. Basic functions like HVAC are hard-coded on the screen; the BMW, on the other hand, requires multiple touches, and the font size feels a tad small, so you inevitably end up hitting unnecessary functions while on the move.
Merc's transparent bonnet feature useful for parking, too.
The GLC even gets an off-road mode, which works with the electronics and alters traction as needed, and there is also a transparent bonnet feature that will give you a view of what’s under the front of the car, stitched from the front camera feed. Both SUVs get park assist, but the X3 is a lot easier to use.
Mercedes GLC 300 4Matic vs BMW X3 xDrive 20 M Sport features and safety kitFeatureMercedes GLCBMW X3LED headlampsYesYesPowered seatsYesYesClimate-control seatsVentilated and heatedVentilatedMassage seatsSeat kineticsNAPanoramic sunroofSplit-opening sunroofFixed glass roofElectronic steering adjustYesNAHead-up displayYesYesApple CarPlay/ Android AutoWirelessWirelessClimate control2-zone3-zoneRear backrest reclineNANARear sunblindsYesYesElectric tailgateYesYesSpare wheelSpace-saverSpace-saverAdaptive suspensionNAYesADASYesYesOff-road modeYesNAAirbags108 Mercedes GLC vs BMW X3 performance and refinement GLC is relatively more powerful and faster to hit 100kph from rest. Mercedes GLC 300 4Matic vs BMW X3 xDrive 20 M Sport engine specs Mercedes GLCBMW X3Engine4 cyl, 1999cc petrol4 cyl, 1998cc petrolPower258hp (+23hp) at 5800rpm190hp (+18hp) at 4400-6500rpmTorque258hp (+23hp) at 5800rpm310Nm (+200Nm) at 1500-4000rpmGearbox9-speed auto8-speed autoSuspension (front)Independent, MacPherson struts with coil springsIndependent, MacPherson struts with coil springs, adaptive dampersSuspension (rear)Independent, multi-link, anti-roll bar with coil springsIndependent, multi-link, anti-roll bar with coil springs and adaptive dampersFor a good balance between performance and refinement, the petrol versions of these SUVs are the preferred choice. Both get a 2.0-litre turbo-petrol engine, but where the GLC, in its ‘300’ guise, makes 258hp, the X3 falls short with only 190hp. There is also a 90Nm difference in torque in the GLC’s favour, helping it when it comes to acceleration. The extra power and torque mean the GLC is faster to 100kph by almost 2 seconds. Both SUVs feature all-wheel-drive systems. More importantly, the in-gear timings are also much quicker in the GLC, which means overtaking is a lot more effortless.
2-litre turbo-petrol engines of the GLC (top) and X3 (bottom) push out 258hp and 190hp, respectively.
Both SUVs also get a 48V battery that provides an additional boost under acceleration and Sport modes to amplify powertrain responses, with the X3 getting a ‘Boost’ mode, too, which offers a 10-second acceleration boost while you hold the paddle.
Boost mode offers 10 secs of rapid acceleration.
There’s also an ‘Individual’ mode, where you can customise the engine response and the steering weight and have the most optimum setting to your liking - a straightforward setup in the Merc, but in the X3, it requires digging into Sport mode and then customising it further. However, the one ace up the X3’s sleeve is the adaptive dampers for the suspension.
Mercedes GLC 300 4Matic vs BMW X3 xDrive 20 M Sport performanceAccelerationMercedes GLC (in seconds)BMW X3 (in seconds)0-20kph0.830.980-40kph1.782.290-60kph3.163.860-80kph4.825.940-100kph6.968.680-120kph9.6812.0320-80kph4.25.6740-100kph4.886.79 Mercedes GLC vs BMW X3 ride comfort and handling X3's firmer suspension setup lends it a composed ride, especially in corners.Adaptive dampers result in good ride and flat cornering.
Both SUVs aim for an even balance between performance and comfort, with the latter taking slightly more priority. The GLC gets a passive suspension, which is tuned for a soft setup. As a result, the Merc rides better over bad roads, and there is less movement at low speeds. The X3 is on the firmer side, and even after you switch the mode to comfort, it isn’t as softly sprung as the GLC. Once the pace is upped, though, the X3 comes into its own, with a flat and composed ride that is amplified in the corners.
Not as sharp to handle as the X3 but still holds its own very well.
The GLC is not bad either, but the extra stiffness in Sport mode gives the X3 an edge. Body roll in both SUVs is negligible, but here, too, the X3 shines with its steering setup and adaptive dampers. If you are a keen driver and value handling, the X3 will offer more for you.
Mercedes GLC vs BMW X3 price and verdict They are just Rs 50,000 apart in price.Priced at Rs 75.30 lakh, the GLC is marginally cheaper than the Rs 75.80 lakh X3. So, their prices are pretty much identical. The two are also very close in every other aspect. The X3, with its larger proportions and contemporary design, has more presence, but the Merc’s soft-around-the-edges look is also favoured by many. The BMW’s interior looks sporty, but it’s the Merc that edges ahead in our books, with a more opulent feel and a lot of high-quality materials used throughout. The Merc has more space, but in terms of seating comfort, it’s the BMW that has an advantage.
The GLC’s extra horses make it the better-driving of the two.
On the move, the GLC’s softer setup gives it the plusher ride. Handling, though, goes to the BMW, with its sharper manners around bends, but it’s the Merc that is more exciting with the many extra horses. So, with its elegant styling, plusher interior, good ride and a stronger engine, the GLC offers more of what typical buyers look for in this segment, and it takes the win.
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Skoda Kylaq vs Mahindra XUV 3XO comparison




Mahindra XEV 9e road test review
While the futuristic BE 6 might have grabbed eyeballs initially, it’s the XEV 9e that buyers interested in Mahindra’s new-gen EVs are putting their money down for. Built on Mahindra’s state-of-the-art new EV platform, the 9e also entices with its presence, packed features list and the promise of impressive performance and range figures. We came away seriously impressed from the first drive, but we’ve now put the big Mahindra through its paces in the real world to see what it’s like to live with and if it delivers all that it promises.
Mahindra XEV 9e exterior design and engineering – 7/10 Striking design, large dimensions give it good road presence. Underpinned by Mahindra’s new INGLO architecture.At first glance, the XEV 9e does appear like a futuristic, coupé-SUV version of the XUV700. The face is dominated by a light bar that spans the SUV’s width and extends downwards at both ends. The main headlamp cluster is placed lower down in the bumper, flanking the large, closed-off grille. It features Mahindra’s new infinity logo for EVs on the bonnet and a large air dam at the bumper’s bottom.
The full LED lighting arrangement gives the XEV 9e a unique look. Headlight throw and spread are also impressive.You really get a sense of the 9e’s size in profile. Large 19-inch rims that fill the wheel arches well help to this end. An interesting material choice is the use of gloss black for the wheel cladding and lower portion of the doors. While this does look good, the surface is prone to scratches and stone chips and will be a pain to maintain.
The front door handles sit flush with the body, the rear handles are integrated into the C-pillar, and the sloping roofline tapers down neatly into the boot lid. Like at the front, the rear, too, gets a light bar that spans the width and tapers down at either end. The gloss-black treatment also extends to the high-set rear bumper, and there’s a faux skid plate element lower down. Rather oddly, the charging flap is positioned on the left rear corner of the boot lid, which some owners may find inconvenient. Overall, the XEV 9e is big on size and flash value, and as such, it’s got a lot of road presence.
19-inch wheels look proportionate and attractive without hampering ride quality. Gloss-black cladding attracts scratches.Underpinning the XEV 9e is Mahindra’s INGLO skateboard architecture – this is a born EV and not an ICE-to-EV conversion. This same platform also underpins the BE 6 and will form the basis of multiple future Mahindra EVs. For now, the standard configuration is a rear-mounted motor with rear-wheel drive, but the architecture can also support a secondary front motor, thus enabling all-wheel drive. As for dimensions, the 9e is a substantial SUV, measuring 4,789mm in length, 1,907mm in width and 1,694mm in height, with a 2,775mm wheelbase (common for all INGLO models).
The XEV 9e, alongside the BE 6, debuts the infinity logo for Mahindra's born-EV models.Nestled in the wheelbase is a lithium-ion battery pack, which uses LFP chemistry. The pack consists of blade cells that are energy-dense and compact and are said to offer the highest level of safety.
Commendably, Mahindra is offering a lifetime warranty on the battery for first owners. The caveat here is that the ‘lifetime’ is 15 years before the car needs to be re-registered. As for battery sizes, two are on offer – a 59kWh with a claimed range of 542km (MIDC) and a 79kWh with a 656km claimed range.
Mahindra XEV 9e interior space and comfort – 8/10 It’s spacious, premium and has comfy seats. Has certain ergonomic shortcomings. Doors open 90 degrees, making ingress and egress easy. You do have to be mindful of the protruding door sill, however.Stepping into the cabin is a relatively easy affair thanks to doors that open 90 degrees, though you have to be mindful of the sill that protrudes slightly. Once in, you’ll notice a familiarity with the XUV700’s cabin but with a lot more modern, tech-heavy flourishes. Standing out is the wide, 3-screen setup, which you’d only expect in a car two or three categories above. And this largely remains the theme with the 9e, as you’ll find out.
Steering is attractive to look at and nice to hold, but pressing down on the buttons often activates the horn, which is annoying.Then, there’s a new 2-spoke steering wheel that displays the new Mahindra logo and comes with touch-operated buttons, toggle switches and four buttons for regen braking, boost mode, and one-pedal mode. The steering is nice to hold, but what’s annoying is that pressing the touch buttons with a little too much force activates the horn.
Centre console has decent storage, but there’s no space under it, which you’d expect in what is a born EV.Lower down, there’s a large cubby in the centre console, housing the wireless phone charger and USB ports; there’s a new gear selector and a rotary knob to control some key functions of the SUV. It’s a practical place, too, with large door bins, a sizeable cubby below the front armrest and a decent-sized glovebox. However, there’s no storage under the centre console, which you’d expect on a born EV; remember, there’s no traditional transmission tunnel to work around.
Physical AC controls have made way for this useful cubby space. Has plenty of charging provisions, too.There’s a good mix of colours and materials inside, and on the whole, the 9e’s cabin feels premium and well-built. But the gloss-black trims pick up scratches easily, and the ivory upholstery will be challenging to keep clean in our conditions.
Front seats are well-padded and accommodating; feature ventilation, electric adjustment and lumbar adjust.The 9e’s front seats are well-padded and accommodating for even larger passengers, and what’s nice is that they feature ventilation, electric adjustment and lumbar adjustment. You also get a great view out of the front, but the view out back from the interior rear view mirror is poor at best, thanks to the rear centre headrest and the small, tapering rear windshield.
Reat seat is comfy and can easily accommodate three adults. Unlike other EVs, you aren’t seated in a knees-up position.The XEV 9e also excels in terms of the back seat experience. Getting in and out is easy enough, and the wide cabin means three adults can sit here comfortably. Unlike other EVs, the placement of the battery under the floor doesn’t lead to a knees-up seating position, and that is a big plus. There’s plenty of kneeroom and headroom on offer, though people over 6 feet may find their hair grazing the roof.
Rear centre headrest seriously hampers rear visibility. Raked windscreen means that there’s no rear wiper either.The seat is nicely cushioned, and what adds to the comfort is a reclining backrest, a centre armrest with cupholders (it sits a tad high, though) and sunshades for the windows. There are also dedicated AC vents, a wireless charger and, uniquely, a dock and a dedicated 65W charging slot to mount a tablet onto the front seat backrest from which one can also control certain car features.
The XEV’s 150-litre front trunk is sizeable, and it can easily swallow a couple of soft bags and the charging cable.As for cargo space, the 9e gets a sizeable 150-litre frunk that can comfortably accommodate the charger or a couple of soft bags. Then, there’s the cavernous 663-litre boot that can swallow up a lot of luggage. However, thanks to the rear motor and a space-saver spare, the boot floor and loading lip are high.
Mahindra XEV 9e features and safety – 9/10 Comes absolutely packed with features, some not offered on far pricier cars. Mahindra XEV 9e features check listAuto LED headlampsYesTouchscreen12.3-inchDigital cluster12.3-inchVentilated front seatsYesPanoramic glass roofYesWireless chargerYes360-degree cameraYesAuto parkingYesAmbient lightingYesAR heads-up displayYesLevel 2+ ADAS techYesAirbags7The Mahindra XEV 9e packs in more tech, safety and comfort features than any Mahindra before. Key to this is the Mahindra Artificial Intelligence Architecture (MAIA), which is an electrical and electronic architecture that forms the spine for all the software and hardware necessary for functions like infotainment, ADAS, and more.
The headlining piece of tech is undoubtedly the trio of 12.3-inch screens that dominate the dashboard, which is something you’d usually see on high-end luxury cars. The centre one controls all your infotainment and certain vehicle functions, and it’s packed with on-board apps. This screen is vibrant and responds well to inputs, but the interface is cluttered and comes across as confusing, at least at first.
Dashboard design is similar to the XUV700 but is dominated by the three 12.3-inch screens. Quality is good, and there’s a nice mix of materials. The gloss-black trims do pick up scratches easily, and the ivory upholstery is challenging to keep clean.
But what’s a bigger downer is that the screen has swallowed up too many basic functions like controlling the HVAC system and the drive modes. Sure, there are some physical shortcut buttons to access important features like the AC controls, but that’s a 2-step process and feels unintuitive to use. Even the menu for the drive modes appears on the far left of the screen, so you have to stretch a bit to make changes. There’s definitely scope here to improve the UI/UX to make it more user-friendly.
The touchscreen also features wireless smartphone integration, a decent 360-degree parking camera, a lap timer and all sorts of data relating to the battery and charging status. In our time with the 9e, the touchscreen remained relatively bug-free, but it did freeze on one occasion.
12.3-inch driver’s display changes themes depending on the drive mode. It can even display full-screen navigation.Coming to the 12.3-inch driver’s display, this screen, too, impresses with its resolution and the animations for the different drive modes. Apart from all the necessary driving data, it also displays the ADAS functions at work and can even show navigation in full-screen, which comes in handy. Then, there’s the well-executed heads-up display that uses augmented reality to display what parameters you choose. Overlays for navigation into your line of sight are particularly cool.
Centre and passenger screens get built-in apps for video streaming, etc. But the lack of a privacy filter will be distracting for drivers.The third screen in front of the passenger is also a high-res 12.3-inch unit, and it’s packed with a whole host of apps like YouTube, Instagram, Amazon, and much more. While it’s nice that it has all these built in, some of them are just overkill (it’s got LinkedIn, too). But a bigger issue is that it doesn’t have a privacy setting/filter and can be a distraction for the driver on the move.
The 16-speaker 1,400W Harman Kardon sound system with Dolby Atmos sounds superb and is one of the standout features.But that’s just the screens. The 9e also packs ventilated front seats, an absolutely superb-sounding 16-speaker 1,400W Harman Kardon sound system with Dolby Atmos, and a large glass roof that can put on a light show with different colours and effects, and even sync to your music. Then, there’s the option to control the car via the key fob and have it roll into a slot in tight parking spots, along with an auto-park feature, too.
There’s a roof-mounted internal camera for driver monitoring, but it can also be used to make video calls and take selfies.There’s even an internal camera mounted on the roof, playing multiple roles. It monitors driver alertness and can also be used to remotely monitor the interior, make video calls, and take selfies using the AI filters. It’s gimmicky but fun nonetheless. In conclusion, the Mahindra XEV 9e packs features we’ve never seen this side of Rs 50 lakh, and that’s commendable.
Panoramic glass roof can’t be opened. However, it can put on a light show that can be synced to your music.Mahindra hasn’t skimped on safety either. There are seven airbags, traction control, hill-start assist and hill-hold control. It also has radar- and camera-based ADAS features. On our test drive, features like lane-keep assist worked really well on clearly marked roads, and so did the adaptive cruise control, which has the ability to bring the car to a complete halt and start moving when the car ahead does.
There’s even autonomous emergency braking that Mahindra says has been calibrated to suit Indian road conditions, but thankfully, we didn’t experience it. It’s a sign of a well-tuned system when you don’t have to turn the ADAS features off, and that’s the case with the 9e. Even if the ADAS is getting thrown off by anything, you get a clear warning, so you can take necessary action. And to round it all off, the Mahindra XEV 9e has also received a full 5-star crash-safety rating from Bharat NCAP.
Mahindra XEV 9e performance and refinement – 10/10 Powertrain is superbly calibrated, refined and delivers in terms of performance. Mahindra XEV 9e specs, acceleration, braking, noise levelsMotor type and setupPermanent Magnet Synchronous Motor, rear mountedPower (hp)286Torque (Nm)380Weight (kg)2,201Power to weight129.94hp per tonneTorque to weight172.64Nm per tonneTransmission1-speed automatic0-20kph (seconds)1.420-40kph (seconds)2.780-60kph (seconds)4.140-80kph (seconds)5.590-100kph (seconds)7.450-120kph (seconds)9.860-140kph (seconds)13.101/4 mile time15.6020-80kph in kickdown (seconds)4.1740-100kph in kickdown (seconds)4.61Braking: 80-0kph25.88m, 2.64secSound at idle: AC off (dB)35.1Sound at idle: AC at half (dB)52Sound at idle: AC at full (dB)61.7Sound at 50kph (dB)59Sound at 80kph (dB)62.6The XEV 9e Pack Three featured here is powered by a single motor that’s mounted on the rear axle and drives the rear wheels. The motor produces 286hp and 380Nm of torque. While the torque remains the same, the motors on the lower Pack Two and Pack One variants put out a lesser 231hp. In our performance tests, the 9e completed the 0-100kph sprint in 7.45 seconds, which is a bit off its claimed 7.1-second time but still mighty impressive.
The 9e doesn’t launch aggressively, and there’s barely any wheel spin, but after that, it pulls hard in a progressive manner. We conducted our tests in both the sportiest Race mode and the Everyday mode, and unexpectedly, the XEV 9e was quicker in the latter. That’s because in Everyday mode, you can use the Boost function, which gives a short burst of full power that isn’t available in Race mode.
Even in its most sedate drive mode, XEV 9e feels peppy enough for everyday use.On the move, the XEV 9e feels effortless to drive as it responds eagerly to even small throttle inputs, and it feels like it always has power in reserve. Overtaking is also a breeze and doesn’t take much planning. As mentioned earlier, there are drive modes that alter the driving experience. There’s a default mode in which it starts, there’s Range mode for efficiency, an Everyday mode and the full-blown Race mode. What’s nice, though, is that the 9e feels peppy enough even in its most mild setting. Particularly impressive is the refinement, with barely any road, wind or tyre noise filtering into the cabin. This contributes to a relaxing driving experience.
Along with drive modes, the XEV 9e also has three levels of regenerative braking, ranging from least to most aggressive. There’s also a Level 0 that’ll let the SUV coast freely on the highway and a one-pedal mode that’ll bring it to a complete halt without needing to press the brake pedal. The XEV 9e gets disc brakes all around, and as such, stopping power is good, taking 25.88 metres to come to a standstill from 80kph under panic braking situations.
Mahindra XEV 9e range – 9/10 A combined real-world range of 456km is very impressive. Mahindra XEV 9e range, regenerative braking, battery economyBattery capacity (kWh)59 / 79 (tested)Battery economy in city (km/kWh)5.38Battery economy on highway (km/kWh)6.18Average battery economy (km/kWh)5.78Range (km)456 (combined)Regenerative braking Level 1 (80-20kph)297.24m, 20.77secRegenerative braking Level 2 (80-20kph)174.51m, 12.03secRegenerative braking Level 3 (80-20kph)134.95m, 9.72secThe Mahindra XEV 9e with the 79kWh battery boasts claimed range figures of 656km on the Indian MIDC cycle and 533km on the WLTP cycle, while Mahindra says it’s good for a 500km-plus real-world range.
Before setting off on our range test, we topped up the battery to 100 percent, set the tyre pressures as per the manufacturer’s recommendation, set the AC to 22degC, fan speed in auto and kept the SUV in its most efficient ‘Range’ drive mode. In the city, with the regenerative braking set to Level 3, the XEV 9e returned an efficiency of 5.38km/kWh, translating to a real-world range of 425km. Interestingly, it was less efficient in the city thanks to the constant stop-go movement, its heavy 2,201kg kerb weight and ambient temperatures touching 40degC.
Up to 175kW DC fast charging is supported, but these can be difficult to find.On our highway loop, the 9e continued in Range mode, but regen was set to level 1 to allow it to coast at higher speeds. As a result, it managed an efficiency of 6.18km/kWh, which gives it a real-world highway range of 488km. Combined, the XEV 9e 79kWh version has an efficiency of 5.78km/kWh, giving it a real-world range of 456km. This is impressive and close enough to Mahindra’s claimed real-world range.
In terms of charging, the 9e is capable of DC fast charging at speeds of up to 175kW, which will top up the battery from 20 to 80 percent in just 20 minutes. However, finding a DC fast charger that can support this will be a challenge. Buyers also have the option of a 7.2kW AC and 11kW AC charger, though the cost of this and the installation is over and above the SUV’s cost. The 7.2kW charger costs Rs 50,000, while the 11kW unit is priced at Rs 75,000.
Mahindra XEV 9e ride comfort and handling – 9/10 Ride is plush, and it feels solid over broken roads. Has well-sorted dynamics. Mahindra XEV 9e chassis, tyres, suspension, steering, brakesConstruction5-door monocoqueTyres245/55 R19Spare tyre135/80 R18Front suspensionIndependent, MacPherson strut, semi-active coil springsRear suspensionIndependent, multi-link, semi-active coil springsSteering typeRack and pinion, electrically assistedTurning circle5mFront brakesDiscRear brakesDiscAnti-lock braking systemYesRide and handling is an area where the XEV 9e excels, and it drives with a maturity you wouldn’t expect at this price point. Key to this are the semi-active dampers that can respond in just 15 milliseconds, according to the company. As such, the 9e manages to deliver a very comfortable and plush ride without having to sacrifice on dynamics. Over broken patches, the 9e drives with a sense of toughness and poise, as you’d expect from a Mahindra. Some vertical movements creep in at higher speeds, but they settle down fairly quickly.
Low centre of gravity and rear-wheel drive setup mean it's good fun around bends.The big surprise is how the XEV 9e is around the bends. The low position of the battery lends the otherwise tall XEV a favourable centre of gravity, while the rear-wheel-drive layout delivers a crisp feel at the wheel. The steering weighs up nicely as you pick up the pace, and body roll is also contained impressively. Do note that the 9e isn’t a tyre-smoking, drifting rear wheel-drive vehicle. The setup is safe and predictable, which makes it suited to drivers of all skill levels.
Also commendable is how easy the XEV 9e feels to drive in city confines despite being big and heavy. The steering is light and easy to twirl, and the turning circle is surprisingly tight, all of which helps in city traffic and while parking, too.
Mahindra XEV 9e price verdict – 8/10 An impressive SUV that delivers in terms of performance, range, features, and wow factor.The XEV 9e is a well-rounded product from Mahindra. There are some irritants like the touch-based buttons on the steering and a clunky user interface, but these pale in light of all that the 9e gets right.
Though its price tag may seem high, the XEV 9e represents excellent value for all you get.As a package, the Mahindra XEV 9e ticks so many of the important boxes. The coupé-SUV design is big on road presence, the cabin is premium and practical, and the feature set wouldn’t be out of place on a far pricier car. The 9e is also mechanically sorted with a strong and refined powertrain and a great ride and handling balance. A real-world 456km range from the 79kWh version we tested also means the all-electric 9e can be the only car in the family. On the whole, the XEV 9e successfully delivers a world-class experience.
It’s pricey, but factor in all that you get, and the price tag seems justifiable.
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Maruti Swift long term review, 10,000km report
Daily commuter, highway cruiser, support car on shoots, track-day toy, drag-race machine – our long-term Maruti Swift has played all these roles over the past 10 months and 10,000km. And it isn’t surprising that it’s been commendably good at all of it.
Despite being so multi-faceted, the majority of the running was done within city confines, as that’s one of the Swift’s fortes. The compact dimensions, the light steering and clutch, the peppy engine, the slick gearbox and, of course, the impressive fuel efficiency are what drew everyone from our team to the Swift, and as such, it had become a vital cog.
Be it city traffic or open roads, the Swift always felt effortless to drive.Admirably, despite being a sensible and practical hatchback, the Swift remains fun to drive, and it tends to egg you on to drive harder, darting in and out of gaps in traffic, which makes even the most mundane of commutes entertaining.
New three-cylinder Z-Series engine is smooth, tractable and impresses with its efficiency.A part of it is down to its dynamics, but the engine does deserve credit, too. While it was initially slagged off, given it is down a cylinder and down on power compared to the outgoing K-Series engine, we quickly realised that this is one of the best small, naturally aspirated petrol engines around. It’s smooth at idle, feels tractable at low speeds, and has a strong midrange, all of which contribute to the experience. It may not be as silky or have the punch at the top end like the K-Series, but this Z-Series engine provides a good balance between efficiency and performance, and I also like the way it sounds.
Aside from commuting and support car duties, it also saw action on the racetrack.Inside the cabin, there’s nothing flashy, but it’s got everything you need, and then some. I really like how practical it is, with large door bins, two cup holders and multiple charging provisions. The touchscreen, too, performed near flawlessly in our time, with only some minor glitches. Even the space at the rear proved ample for adults on a family outing, though some did feel that the backrest was a tad too upright. It had even become a regular support car for shoots, comfortably accommodating our camera crew and their gear.
Plenty of cubbies and charging provisions, along with large door bins, make it a practical cabin.During our tenure, we even pitted it against the Tata Altroz Racer in a drag race during our track day, and to everyone’s surprise, the Swift beat out the Tata. Despite having a significant output disadvantage, the fact that the Swift is light weight and easy to launch hard meant that it took an early lead and held its place until the finish. Not only that, the Swift even managed to post a quicker lap time around the CoASTT circuit in Coimbatore – at the hands of Narain Karthikeyan – than the Altroz Racer. Narain was particularly impressed by the Swift’s chassis and the good grip levels. You’ve got to handit to Maruti, as this new Swift, despite being a commuter on the spec sheet, is still capable of some proper old-school fun.
6-speaker audio system’s quality leaves much to be desired, especially compared to rivals.Apart from the shortcomings my colleagues mentioned in previous reports, like the evident cost-cutting in places, poor reverse camera quality and the lack of a centre armrest, I also have some things to complain about. First, the audio system isn’t up to the mark, especially when compared to rivals. In a car where you’re largely spending time in traffic, a good sound system is a must for me. Playing with the equaliser settings did improve things, but it still didn’t make a massive difference. What also could have been better are the LED headlights. They look nice and have a good throw, but the spread isn’t very wide, so on a winding road or when weather conditions are adverse, the illumination can feel lacking.
LED headlights have decent throw, but the spread isn’t wide, which becomes evident around bends.Other than some small niggles, this has been one bulletproof Maruti. The Swift’s absence will be felt, given just how useful it was, but it stings a little less knowing that it’s being replaced by its own sedan sibling, the Dzire. Think more space, more features and more practicality than the Swift, and perhaps, more adventures, too.
Long term test dataOdometer9771kmPriceRs 9 lakh (ex-showroom, Delhi)Economy14kpl (overall)Maintenance costNoneFaultsNonePrevious reportsSeptember 2024, January 2025, May 2025Also see:
Maruti Swift long term review, 9,000km report

Car and Bike news, reviews and videos.
Maruti’s new Hyundai Creta rival to get petrol, CNG, hybrid options
Maruti Suzuki is all set to launch a new Hyundai Creta-rivalling midsize SUV on September 3. This new SUV, internally codenamed Y17, is likely to be called the Victoris and not Escudo, as previously reported. Set to be retailed via Maruti’s expansive Arena showroom network, the SUV will have three engine options.
- New Maruti SUV, likely to be called Victoris, will have an AWD variant
- At the higher end of the new SUV’s line-up will be a 116hp petrol-electric hybrid
- Maruti has over 3,000 Arena showrooms, compared to about 600 Nexa outlets
This new Creta rival will come with the same set of powertrain options as the Maruti Grand Vitara and Toyota Hyryder. The Maruti Victoris will be powered by the 103hp 1.5-litre naturally aspirated petrol engine, paired with either a 5-speed manual or a 6-speed torque converter automatic. In petrol-automatic form, it will also be available with AWD. The rest of the range will have front-wheel drive. What’s more, there will be an 88hp CNG option, and at the higher end of the line-up will be a 116hp petrol-electric hybrid.
Why the new Maruti SUV will be sold through Arena showrooms Maruti wants to position the new SUV below the Grand VitaraThe new Maruti SUV and Grand Vitara will have a relationship that is similar to the one between the Ertiga and XL6. The Ertiga, retailed from the Arena outlets, and the new Maruti SUV are lower-priced models, while the XL6 and Grand Vitara are more premium offerings, which is why they are sold via the Nexa showrooms.
The new mass-market SUV will cater to a much wider audience thanks to the over 3,000 Arena outlets through which it will be retailed. In comparison, the Grand Vitara is sold via around 600 Nexa dealerships, while Hyundai retails its popular Creta from about 1,400 showrooms across India.This SUV will be the flagship offering for Maruti Arena dealers, who haven’t received a new high-end product since the launch of the Ertiga and Brezza. Sources tell us that this SUV, being an Arena offering, will have a better value-for-money quotient than its rivals, which will include the soon-to-arrive refreshed Volkswagen Taigun and the Skoda Kushaq facelift.
The Maruti Victoris, which may be called Escudo elsewhere, will also be exported to overseas markets. A Toyota derivative is coming, too, though it will arrive a little later.
With inputs from Ketan Thakkar
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Triumph Thruxton 400 launched at Rs 2.74 lakh
Triumph has launched the Thruxton 400 in India at Rs 2.74 lakh ex-showroom. While this café racer shares its platform with the Speed 400, it gets distinct styling, revised ergonomics and a slight power bump.
- Thruxton features café racer design with half bikini fairing and clip-on bars.
- The engine has been tuned to produce 42hp, a 2hp increase.
The Thruxton moniker has long been associated with café racers in Triumph’s line-up, and the new Thruxton 400 is no exception. While it shares its underpinnings with the Speed 400, the Thruxton 400 distinguishes itself with a host of visual and ergonomic changes.
The most striking difference lies in its styling. The Thruxton 400 features a half bikini fairing, clip-on bars, bar-end mirrors, a remote brake reservoir, a black USD fork instead of the golden one on the Speed 400 and refreshed side panels adorned with Thruxton badging with added brushed aluminium accents. It also sports a single-seat configuration as standard, complete with a rear cowl. Interestingly, the cowl is removable and unlocks to reveal a pillion seat, which is complemented by a black grab rail.
At the rear, the Thruxton swaps the Speed 400’s circular tail-light for a rectangular unit. The fuel tank gets subtle design tweaks, including a new inset for the Triumph logo, although its capacity remains unchanged at 13 litres. Triumph has also repositioned the rider footpegs to better suit the bike’s committed, leaned-forward riding posture.
Triumph Thruxton 400 engine detailsPowering the Thruxton 400 is the same 398cc single-cylinder liquid-cooled engine found in the Speed 400, but it has been retuned for a sportier character. It now produces 42hp – a 2hp increase – with peak power arriving at 9,000rpm, 1,000rpm higher than before. Torque output remains unchanged at 37.5Nm, and the engine continues to be paired with a 6-speed gearbox with a slipper clutch.
While the chassis, suspension and braking components remain unchanged from the Speed 400, the Thruxton 400 features subtle changes in geometry and weight. The suspension travel is 10mm more at 140mm, the wheelbase is slightly shorter at 1,376mm (down 10mm), the ground clearance has reduced by 7mm to 158mm, and the seat accessibility has increased slightly, now at 795mm. The bike tips the scales at 183kg, which is 4kg heavier than the Speed 400. Triumph has also stated that the Thruxton 400 will come with either MRF or Apollo tyres, depending on supply chain availability. The company claims the bike has been benchmarked with both tyre options, delivering comparable performance in each case.
In terms of features, the Thruxton’s list remains identical to the Speed’s. It gets the same digi-analogue instrument cluster with a vertical rev counter and a gear position indicator. Safety equipment includes dual-channel ABS and traction control.
The Thruxton 400 is offered in four colour options – red, yellow, black and white – all featuring a diagonal stripe of contrasting colour.
Triumph Thruxton 400 price and availabilityWith an ex-showroom price of Rs 2.74 lakh in India, the Thruxton commands a premium of Rs 24,000 over the Speed 400 and sits below the Scrambler 400 XC in Triumph’s 400cc line-up. The Thruxton 400 doesn’t have any direct rivals owing to its unique café racer positioning. The closest alternative in terms of styling and intent is the Royal Enfield Continental GT 650, priced between Rs 3.26 lakh and Rs 3.52 lakh ex-showroom, Chennai. However, the GT 650 features a completely different engine configuration – a parallel-twin setup with air- and oil-cooling.
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Hyundai’s Tarun Garg confirms Genesis India launch under evaluation
Hyundai has long been looking to bring the Genesis brand to India – we first reported about the automaker evaluating its luxury brand for India in 2019. Last year, our sources even hinted that Genesis could be here by the second half of 2025. While that hasn’t materialised yet, Hyundai India’s chief operating officer (COO) Tarun Garg has now officially reiterated that the company is still looking to bring Genesis to our market.
“We are also strategically evaluating the introduction of Genesis, Hyundai’s global luxury marque. This aligns with our aspiration to serve the evolving expectations of discerning Indian consumers,” said Garg in a statement in the brand’s annual report for FY2025.
- Genesis’ first product in India likely to be an SUV
- GV80 Coupe design has already been patented in India
- Specific launch timeline is still unclear
Last year, Hyundai set up a team to plan the go-to-market strategy for the Genesis brand in India. Although Genesis has an expansive line-up of sedans, the company is understood to predominantly focus on an SUV portfolio for India – it has even trademarked the design of the GV80 coupe here. Genesis also has two smaller SUVs – the GV70 and GV60 EV – which could also be looked at; the former also gets an all-electric version in some markets.
Design of the GV80 Coupe was patented in India in July 2024.The models are expected to arrive as CBUs in the first phase, and then, the SUVs could eventually be assembled at Hyundai’s factory in Sriperumbudur on the outskirts of Chennai.
Genesis brand positioning in IndiaIf the GV80 is the first product to indeed make it to India, given its size, it will be positioned against the likes of the Mercedes GLE, BMW X5 and Audi Q7 – right in the thick of the midsize luxury SUV segment. What should give the company some confidence is that the luxury car segment is steadily growing in India.
At just over 1 percent of India’s total passenger vehicle market, the luxury car segment is still miniscule but growing at a rate faster than the mainstream category, especially so at the higher end of the spectrum. In FY2025, it grew 3.3 percent compared to 2 percent growth seen in the overall industry. Genesis could, therefore, be well poised to ride this momentum if brought here at the right time with the right product strategy.
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2025 Nissan Magnite Kuro launched at Rs 8.31 lakh
After a round of teasers, Nissan India has announced prices for the all-black Magnite Kuro edition. Priced between Rs 8.31 lakh and Rs 10.87 lakh, the new Nissan Magnite Kuro is based on the higher-spec N-Connecta variant, and slots below the top-spec Tekna and Tekna+ variants features-wise. This is unlike the pre-facelift Magnite Kuro, which was offered only in the range-topping variant of the time. Bookings for the 2025 Magnite Kuro are being accepted via Nissan’s dealerships and its website, for Rs 11,000.
- Magnite Kuro gets NA and turbo-petrol engine options
- Gets an all-black exterior and blacked-out interior elements
- Gets more features than the Magnite N-Connecta
Like the variant it is based on, the Magnite Kuro goes on sale with all four engine and gearbox options – the 72hp 1.0-litre three-cylinder naturally aspirated petrol mated to either a 5-speed manual or an AMT, and the 100hp 1.0-litre three-cylinder turbo-petrol paired to either a 5-speed manual or a CVT. From the table above, one can see that the Magnite black editions cost Rs 34,000 more than the N-Connecta variant, but Rs 61,000 and Rs 96,000 less than the Tekna and Tekna+, respectively.
It should be noted that the pre-facelift Magnite Kuro was only offered with the turbo-petrol engine. Being offered with more powertrain options now should help democratise the Kuro variants.
2025 Nissan Magnite Kuro exterior design Blacked-out elements include 16-inch alloys, front grille, front and rear skid plates, and more.The Magnite Kuro lives up to its name on the outside: black body colour with blacked-out treatment on the grille, front and rear skid plates, 16-inch alloy wheels, roof rails and door handles. Further, the LED headlights get a black tint, and now feature sequential turn indicators.
Nissan has also added a new Metallic Grey exterior colour option for the N-Connecta, Tekna and Tekna+ variants.
2025 Nissan Magnite Kuro interior and features New features include a wireless charger and a dashcam.The Magnite Kuro’s cabin features blacked-out elements on the dashboard, gear lever, steering, doors and sun visors, though the layout remains the same as the other variants. The Kuro edition adds a wireless charger and a dash cam over the features and safety kit available on the Magnite N-Connecta variant.
It should be noted that the Magnite Kuro does miss out on some features seen in the top-spec Tekna and Tekna+ variants, such as a cooled glove box, remote engine start (Turbo only), automatic LED projector headlights, a 360-degree camera, front fog lights and cruise control. Here’s the full list of features available with each Magnite variant.
All prices, ex-showroom, India
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Massive discounts on EVs in August 2025: Hyundai Creta Electric to Kia EV6
In the run up to the 2025 festive season, nearly every mainstream EV maker is offering significant benefits and discounts on their respective all-electric models. So without further ado, here are the biggest discounts on offer on electric hatchbacks and SUVs during the month of August.
Disclaimer: Discounts vary from city to city and are subject to stock availability. Please check with your local dealer for the exact amount.
Kia EV6 Benefits of over Rs 10 lakh on the EV6 faceliftThe recently facelifted Kia EV6 is available at whopping discounts of over Rs 10 lakh at most outlets. In addition to a bigger and improved battery, the new Kia EV boasts an updated design and interior and is now on sale only in the GT-Line AWD variant.
Mahindra XUV400 Rs 2.5 lakh to 3 lakh discount on all MY2024 stockThe slow-selling Mahindra XUV400 could not establish itself over the Nexon and now pales against its more flashy (and expensive) siblings. Most dealers we spoke to are eager to move units off their lots, with discounts going as high as Rs 3 lakh depending on inventory.
MG EVs Up to Rs 2.5 lakh discount on ZS EV; Comet gets up to Rs 60,000 offA quick check with dealers tells us that the MG ZS EV is being offered with benefits as high as Rs 2.5 lakh after the recent price adjustments. The Comet EV is offered with discounts of around Rs 50,000-60,000, depending on the variant. The popular Windsor is currently the bestselling MG, so there are no discounts on it.
Citroen eC3 Up to Rs 1.25 lakh offThe high-riding hatchback with an SUV-like design and a 2,540mm wheelbase (more than a Brezza’s) directly rivals the Punch EV, though it hasn’t met with much success. Benefits are up to Rs 1.25 lakh at most locations on the Citroen eC3.
Hyundai Creta Electric Up to Rs 1 lakh off on select variantsThe Hyundai Creta Electric hasn’t found the same level of success as its ICE counterpart. Dealers tell us that barring the lower two variants, the electric Creta can be had with a discount of over Rs 1 lakh on the on-road price for both the standard and long-range versions.
Tata EVs From Rs 45,000 to over Rs 1 lakh off on entire line-upThe Tata EV line-up, which includes the Tiago, Punch, Nexon, Curvv and the recently launched Harrier EV, is being sold with several discounts and offers. While the Harrier EV currently has only loyalty benefits, cars like the Tiago EV are available with benefits that amount to even more than Rs 1 lakh at a few locations.
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New Nissan Magnite Kuro teased before launch
Nissan India will launch an all-black version of its Magnite compact SUV soon. Called the Nissan Magnite Kuro (in Japanese, ‘kuro’ means black or dark), the blacked-out version has been teased by the brand. While Nissan had a Kuro edition for the pre-facelift Magnite, the carmaker is yet to offer it on the facelift, which launched in October last year.
UPDATE: 2025 Nissan Magnite Kuro launched at Rs 8.31 lakh- Nissan Magnite Kuro edition India launch soon
- Other than the black finish outside and inside, no changes expected
So far, Nissan India has teased the exterior of the new Magnite Kuro, shown finished in all black, from the roof rails to the 16-inch alloy wheels. No other design-based changes are expected on this compact SUV.
Nissan Magnite Kuro interior and features expected Interior details not available yet, but expected to be based on top-spec Magnite Tekna variantsThe roof liner, sun visors, door handles, steering wheel and AC vent surrounds are expected to get a blacked-out treatment, just like its predecessor. Considering the original Magnite Kuro edition was based on the higher-spec trims, it is likely that the new model will be based on the Tekna variants.
Additionally, the new Magnite Kuro is likely to share its feature list and safety kit with the range-topping variants, which means it is expected to come with a 7-inch digital driver’s display, an 8-inch infotainment touchscreen, a 6-speaker sound system tuned by Arkamys, wireless Android Auto and Apple CarPlay, auto headlights, cruise control, ambient lighting, 6 airbags, 3-point seat belts for all passengers, Isofix anchors, ABS, traction control, a tyre pressure monitor, hill-start assist and a 360-degree camera.
Nissan Magnite Kuro engine and gearbox options Could be offered only with the 100hp turbo-petrol engineLike its predecessor, the new Nissan Magnite Kuro is likely to be offered with the 100hp 1.0-litre turbo-petrol engine, which gets 5-speed manual and CVT options. The standard Magnite is also available with a 72hp 1.0-litre naturally aspirated engine, which gets 5-speed manual and AMT options.
We expect Magnite Kuro edition prices to be slightly higher than the variant it is based on. Stay tuned to know more.
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Ather dealer supply affected by rare earth magnet shortage
Ather is facing a short-term supply challenge as a rare earth magnet shortage from China disrupts dealer inventory supply. CEO Tarun Mehta clarified that the situation is not a full halt in production, but a supply gap affecting dealer demand fulfilment this quarter.
- China controls 90 percent of global rare earth refining
- Ather exploring ferrite motors and other tech to reduce dependency
Rare earth magnets are critical to EV motor production, offering high performance in compact sizes. China currently produces 60 percent of global rare earth production and controls an even larger 90 percent of refining capacity. Since their export restrictions began in April, multiple automotive manufacturers have had to deal with shortages and explore other alternatives.
China’s rare earth export restrictions affect global EV supply chain Manufacturers are looking at alternatives to bridge gapsJust last week, we reported that Bajaj Auto might be forced to bring production to a complete halt in August owing to the shortage.
As a result, manufacturers are evaluating other options to address the shortage. Ather, for example, is looking at light rare earth magnets and ferrite-based motors to reduce its dependency. The Bengaluru-based company is also considering partial motor assembly in China as a workaround and is optimistic that supply constraints will ease within the current quarter.
Ather has had a solid recent sales run, surpassing the 4,00,000-unit milestone last week. However, with the festive season traditionally driving higher purchase volumes, the timing of this supply crunch and potential inventory shortfall presents a significant challenge for the company as it looks to maintain its growth.
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Porsche Macan with Design Package launched at Rs 96.05 lakh
The Porsche Macan petrol is now available with a new limited-run special edition. Called the Macan with Design Package, it gets several accessories that set it apart from the standard SUV. The first 30 Macan buyers will be able to avail the Design Package free of cost – at the standard SUV's price of Rs 96.05 lakh. Post this – and for existing owners – the Design Package will be available at a Rs 7.5 lakh premium.
- Porsche Macan with Design Package gets exterior and interior changes
- Accessories include Sports Design Package and Carbon Interior Package
- Costs Rs 7.5 lakh after the first 30 units are sold and for existing Macan owners
As mentioned above, the Design Package for the Macan adds several exterior and interior accessories to the standard SUV’s features list. The exterior accessories are LED puddle lamps, a new sportier exhaust pipe, coloured hub caps for the alloy wheels, and tinted LED tail-lights, along with the Sports Design Package (about Rs 2.2 lakh); this adds front and rear aprons and side skirts finished in the body colour, and blacked-out ORVMs.
On the inside, the Design Package features a black gear knob and the Carbon Interior Package (Rs 2.2 lakh), which adds a carbon finish to the dashboard and doors.
Porsche Macan with Design Package engine and performance Same 265hp, 2.0-litre turbo-petrol engine as the standard Macan.The Design Package does not get any mechanical changes. It shares its 2.0-litre four-cylinder turbo-petrol engine with the standard Macan, which develops 265hp and 400Nm. Porsche claims a 0-100kph time of 6.4 seconds, which reduces to 6.2 seconds with the Sport Chrono Package.
In India, the Porsche Macan continues to be priced higher than rivals like the Audi Q5 (Rs 68 lakh-73.79 lakh), BMW X3 (Rs 75.8 lakh-77.80 lakh), Mercedes-Benz GLC (Rs 78.3 lakh), and the recently launched Volvo XC60 facelift (Rs 71.90 lakh).
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Indian Supercross Racing League adds new Pune team
The Indian Supercross Racing League (ISRL) has added a new franchise team, Indewheelers Motorsports, to its roster for Season 2. The Pune-based team becomes the league’s sixth team and is founded by motorsport veteran Vikram Dhar and entrepreneur Ajay Agarwal.
The 2025 season of the Indian Supercross Racing League kicks off in late October. Three rounds will be held this year, and the venues for these will be announced in the coming weeks.
1. ISRL Season 2 will have three rounds
2. Salman Khan joins the league as brand sponsor
2025 Indian Supercross Racing League dates Indewheelers Motorsports joins Indian Supercross Racing LeagueISRL made its debut last year, with CS Santosh’s BigRock Motorsports clinching the inaugural title. The league is looking to take things up a step this year and has even brought on Bollywood star Salman Khan as its brand ambassador.
Five of the six teams from last year have signed up for the 2025 season – BB Racing, Gujarat Trailblazers, BigRock Motorsports, Mohite Racing Team and Reise Motorsports. Indewheelers Motorsports now joins them as the sixth team, and the second one from Pune, along with BB Racing.
Indewheelers Motorsports co-founder Vikram Dhar has been part of the off-road racing scene for nearly two decades and even won the 2017-18 Emirates Desert Championship. The Pune-based team has also partnered with global infrastructure major Arabian Coast Group.
“Our mission is to build India’s most respected, performance-driven supercross team rooted in professionalism and passion. Indewheelers Motorsports aims to inspire the next generation of racers and contribute to the long-term growth of India’s motorsport ecosystem,” said Dhar.
The 2025 Indian Supercross Racing League will consist of three rounds, running from October to December. Each round will feature two days of racing. The league is also introducing more fan experiences this year with dedicated ‘Fan Parks’ at each round. These will have pit-lane tours, virtual racing simulators, live entertainment, rider meet-and-greets, and more.
2025 Indian Supercross Racing League datesRoundDates1October 25,262December 6,73December 20,21Also see:

Hero Vida surpasses 1 lakh sales milestone in India
Hero MotoCorp’s electric subsidiary, Vida, has clocked sales of over 1 lakh units since its launch, up till August 4. With this, the Vida brand now holds a 6 percent market share of all electric scooters sold between January and August 2025.
- Vida V2 and VX2 are driving strong sales momentum for Hero’s EV arm
- VX2’s pricing strategy and Baas have made it one of India’s most affordable e-scooters.
- Vida has access to 4,500+ charging stations nationwide
At the current growth rate, Vida could surpass 1 lakh sales in this calendar year
Launched on October 7, 2022, Vida has taken 34 months to cross the 1 lakh unit sales mark in the domestic market. From launch till August 4, 2025, a total of just under 1.2 lakh units have been sold, as per data from the Vahan portal. If Vida, which recorded its best-ever monthly sales of 10,504 units in July, maintains this momentum and growth trajectory, it could register 1 lakh sales in a calendar year for the first time.
As mentioned, Vida’s numbers have improved further in the current calendar year, driven by strong demand for the Vida V2 and the new VX2 Go and Plus.
Hero Vida's July 2025 sales, which are a 107 percent YoY increase, beat the company's previous monthly best of 8,040 Vidas in March 2025 by a handsome margin of 2,464 units. This stellar performance in July 2025 has helped Hero MotoCorp achieve a monthly 10 percent market share for the first time, from the 1,02,865 units the Indian e-2W industry delivered to customers last month.
Vida VX2 fuel sales growthWhat has significantly accelerated Hero Vida’s retail sales is the launch of the new Vida VX2, at a price point that should alarm its rivals. In a strategic move to attract more buyers, Hero MotoCorp slashed prices just a week after launch. As per the company website, the VX2 Go now costs Rs 44,990 and the VX2 Plus Rs 57,990 (both with the Battery-as-a-Service option that brings down the upfront cost), making them among the most affordable electric scooters in India.
In line with rising demand, Hero MotoCorp is also expanding its sales and service footprint for Vida. Vida users also have access to over 4,500 charging locations, including the Ather Grid network operated by Ather Energy, a company in which Hero MotoCorp is an early investor.
With inputs from VED JANVE
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Pack Light & Stay Warm: Sleeping Bag Alternatives for Motorcycle Camping
- Motorcycle Gear
- Motorcycle accessories
Every August, hundreds of thousands of motorcycle enthusiasts descend on the Black Hills of Sturgis, South Dakota. Founded in 1938 as the Black Hills Classic, the 10-day rally is now one of the biggest rallies in the world, seeing over 470,000 motorcycle riders in 2024.
With a year-round population of just over 7,000, campgrounds like the Buffalo Chip and Full Throttle Saloon take up a bulk of the visitors, providing rally goers with cabins, RVs and most of all, tent camping. Anyone who has spent the night shivering in their tent can attest that camping is not for the faint of heart.
In conjunction with a good shelter, a quality sleeping bag is an essential part of motorcycle camping. For those who find sleeping bags too restrictive or too expensive for occasional use, there are options.…
Every August, hundreds of thousands of motorcycle enthusiasts descend on the Black Hills of Sturgis, South Dakota. Founded in 1938 as the Black Hills Classic, the 10-day rally is now one of the biggest rallies in the world, seeing over 470,000 motorcycle riders in 2024. With a year-round population of just over 7,000, campgrounds like the Buffalo Chip and Full Throttle Saloon take up a bulk of the visitors, providing rally goers with cabins, RVs and most of all, tent camping. Anyone who has spent the night shivering in their tent can attest that camping is not for the faint of heart. In conjunction with a good shelter, a quality sleeping bag is an essential part of motorcycle camping. For those who find sleeping bags too restrictive or too expensive for occasional use, there are options. These alternatives can be easier to pack, more versatile, and less costly. Here are five alternatives to sleeping bags we’d consider for our next camping trip. 1. Baja Leather Falsa Blanket Serape blankets hold a deep-rooted place in Mexican culture. Their bold patterns and sturdy weave offer more than just visual appeal—they’re tough, multi-functional, and can be easily strapped to handlebars or saddlebags using high-quality leather straps. For riders who value tradition, utility, and a touch of personality in their gear, the Baja Leather Falsa Blanket offers a timeless alternative to conventional sleeping options. Baja Leather’s Falsa Blanket is a modern interpretation of the traditional Mexican serape, blending cultural heritage with rugged practicality for motorcycle camping. Handmade in Mexico and measuring 80″ x 52,” this blanket is crafted from a durable mix of acrylic, polyester, and cotton. While it may not pack down as small or insulate as well as a technical sleeping bag, its resilience and versatility make it a useful and stylish layer around camp or as a ground cover. [Baja Leather] 2. Abel Brown Alpha Blanket For motorcycle campers who sleep warm or dislike the restrictive feel of a sleeping bag, the Abel Brown Alpha Blanket is an excellent alternative. Designed with versatility in mind, this camping quilt features corner snaps that let you wrap it around yourself like a cloak or even ‘taco’ yourself on colder nights. With a generous full size of 80″ x 51″ and weighing just 1 lb 6 oz, it strikes a great balance between comfort and packability. Filled with Abel Brown’s synthetic down, the Alpha Blanket offers impressive loft and insulation while drying significantly faster than natural down if it gets wet—an important feature when weather conditions are unpredictable. Its ability to compress down to a compact 8″ x 6″ size makes it ideal for space-conscious travelers. These features make the Alpha Blanket an excellent minimalist option, well-suited for two-wheeled adventurers seeking a cozy but flexible sleep setup. [Abel Brown, Photos by Mark Kirkland] 3. Rumpl Deep Ember Blanket Rumpl’s Flame Puffy Blanket is a standout option for those who enjoy winding down by the fire after a long day on the road. Featuring a proprietary EmBarrier ember-resistant shell, this full-sized blanket offers a layer of protection that traditional synthetic camping gear lacks. While not fireproof, the shell is engineered to resist most stray sparks and embers, making it ideal for cozying up near fire rings or bonfires without the worry of melted holes. Weighing just over 3 pounds and packing down to a compact 6.3″ x 14.2,” the Flame Puffy is larger than some options, but still manageable for motorcycle panniers. It includes thoughtful features like a hands-free cape clip, paracord corner loops, and a zippered stash pouch, combining performance and practicality. With a 100% post-consumer recycled liner and insulation, plus easy machine-wash care, it’s a rugged and responsible companion for chilly nights under the stars. [Rumpl] 4. Down Pants and Jackets An often overlooked alternative to a traditional sleeping bag is the use of down jackets and pants. This modular approach offers excellent thermal insulation while significantly reducing bulk. Unlike a sleeping bag, which is typically a single-purpose item, down clothing can serve multiple functions—keeping you warm during cold evenings at camp, boosting your sleep system’s insulation, or acting as emergency layers during early starts or unexpected weather changes. With modern advancements in fabric and insulation technology, down apparel is now warm enough to serve as the core of a lightweight sleep setup. For example, the Rab Argon Down Pants are filled with premium 800FP hydrophobic down and designed for warmth without weight. They feature a Pertex Quantum shell, an insulated two-way front fly, and pack down small enough for any expedition. Paired with the Rab Mythic Alpine Jacket, which uses 900FP European goose down and breathable, durable 10D Pertex Quantum fabric, you have a versatile upper body layer that’s both ultralight and extremely warm. Together, this combo provides the insulation equivalent of a high-end sleeping bag while offering the freedom and adaptability needed in cold, fast-changing environments. [Rab] 5. SOL Emergency Blanket Not every camping trip starts as a camping trip. Incidents like inclement weather or breakdowns can quickly turn a day trip into an overnight. Solutions that can pack down small and are budget-friendly provide an alternative for riders who don’t intend to camp but want to be prepared. Designed to reflect up to 90% of body heat, the SOL Emergency Blanket offers essential warmth in unexpected overnight situations. Made from tear-resistant, vacuum-metalized polyethylene, it’s far more durable than standard mylar blankets and won’t shred when punctured. At just 2.9 oz and packing down to the size of a deck of cards, it’s small enough to stash in a tank bag or handlebar pouch without a second thought. Despite its minimalist footprint, it provides reliable windproof and waterproof protection from the elements, and opens to 56″ x 84,” offering ample coverage for one person. While not a long-term solution, it’s an excellent emergency or ultralight option for riders who prefer to travel lean but prepared. [Survive Outdoors Longer] While a traditional sleeping bag remains a solid choice for many riders, it’s clear that there are several compelling alternatives for motorcycle campers seeking versatility, packability, and performance. Having a sleep system that matches your needs can make the difference between a cold, restless night and waking up ready to ride. This article contains affiliate links, which means Bike EXIF may receive a commission if you click a link and purchase something we referenced.

August Power Rankings: The Top 5 Bike EXIF Custom Motorcycles
- Custom Motorcycles
- BMW motorcycles
- Harley-Davidson
- Harley-Davidson Sportster
Each month, we dive into the data to see what resonated most with our audience, and the top stories from the last 30 days were all about bold style, practical upgrades and new-school builders shaking up old-school silhouettes. From wild custom Harleys to practical solutions for a life on two wheels, here are the top five most-read Bike EXIF articles of the month. #1. Motorcycle Shelter Options: Five Smart Solutions for Your Bike
It turns out we’re all tired of the rat race, and the demand for motorcycle camping gear that packs light and holds up to the elements has never been higher. That’s why our roundup of five purpose-built motorcycle camping tents topped the charts in July. Whether you’re chasing dirt trails on an ADV rig or touring cross-country with soft bags, this guide breaks down the best shelter options for moto travelers—balancing weight, pack size, durability and bike-specific features.…
Each month, we dive into the data to see what resonated most with our audience, and the top stories from the last 30 days were all about bold style, practical upgrades and new-school builders shaking up old-school silhouettes. From wild custom Harleys to practical solutions for a life on two wheels, here are the top five most-read Bike EXIF articles of the month. #1. Motorcycle Shelter Options: Five Smart Solutions for Your Bike It turns out we’re all tired of the rat race, and the demand for motorcycle camping gear that packs light and holds up to the elements has never been higher. That’s why our roundup of five purpose-built motorcycle camping tents topped the charts in July. Whether you’re chasing dirt trails on an ADV rig or touring cross-country with soft bags, this guide breaks down the best shelter options for moto travelers—balancing weight, pack size, durability and bike-specific features. From minimalist bivy setups to clever designs that shelter both rider and machine, this story hit home with readers looking to take the long way there—and stay the night. #2. Builder’s Best Show Report: The Finest from BMW MOA 2025 We can’t make it to every show, but when we do, we make sure to bring you along for the ride, and BMW MOA’s Builder’s Best Custom Motorcycle Show provided plenty of BMWs to ogle at. Featuring a handpicked lineup of new builders and established names, this preview highlighted the motorcycles (and minds) we’re most envious of. Think hand-formed aluminum, unexpected donor bikes and some seriously creative engineering. Readers clearly love a look behind the curtain—and this piece delivered. #3. Harley-Davidson Pan America Kit by SYC Performance The Pan America continues to surprise. SYC Performance’s go-fast kits for Harley’s ADV platform hit the sweet spot between razor-sharp function and factory-level fit and finish. With reworked bodywork, enhanced ergonomics and a sleek stripped-down fairing, these kits take the guesswork out of transforming the Pan America into something that looks truly custom. Readers were drawn to the clean lines and real-world practicality—this wasn’t just a styling exercise, it’s a checklist for the donor bike you weren’t expecting. #4. DP Customs’ Ironhead Sportster with VW Flavor Laid-back lines, swooping handlebars and torque to spare—this Ironhead build by DP Customs takes the classic Sporty in a completely fresh direction. The Del Prado brothers cite that the primary inspiration for the project was a long-lost 1958 VW Beetle that provided years of care-free fun after a full restoration. Subtle, but certainly impactful, this Sportster manages to be retro without being cliché, and proves there’s still so much that can be done with the old cast-iron Sporty. #5. Harley-Davidson Electra Glide Bobber by Kid Custom Factory Closing out the top five is a standout Harley from Kid Custom Factory—this time a bobbed 1979 FLH Electra Glide, burgeoning with artistic intricacies. The strung rear end, big dresser fairing and hard bags are gone, replaced with a solo seat, svelte custom tins and a low-slung stance that balances the bike’s heavyweight roots. Artwork that moves you, this build is a reminder that there’s no limit to Japan’s custom motorcycle scene. We’ll be back next month with another look at what caught your eye—but until then, keep the good stuff coming.
From the Garage: Understanding Motorcycle Engine Oil
- Uncategorised
- Iron & Air
For many of us, motorcycle maintenance is a Zen art. It brings us into a meditative state, one often influenced by the smell of gasoline and the occasional drinking with a comrade. It’s a time for reflection and bench racing. A time to ruminate about the philosophy of speed. But even with all the enjoyment they can bring, motorcycles can be temperamental bastards. Yes, I said it. If you have a fascination with vintage, you know it can sometimes take on a mind of its own and have a power that could only be rivaled by a woman scorned. To help you get through it, I’d like to take this chance to spread a few opinions, a few facts, and a lot of philosophy on a dark and often unspoken topic.…
For many of us, motorcycle maintenance is a Zen art. It brings us into a meditative state, one often influenced by the smell of gasoline and the occasional drinking with a comrade. It’s a time for reflection and bench racing. A time to ruminate about the philosophy of speed. But even with all the enjoyment they can bring, motorcycles can be temperamental bastards. Yes, I said it. If you have a fascination with vintage, you know it can sometimes take on a mind of its own and have a power that could only be rivaled by a woman scorned. To help you get through it, I’d like to take this chance to spread a few opinions, a few facts, and a lot of philosophy on a dark and often unspoken topic. Oil. Lubricants. The lifeblood of your machine. If you’ve ever spent any time around a garage, you’ve most likely heard such shop talk as, ‘the dude who built mine said…,’ and ‘Old Larry only runs synthetic…,’ and my personal favorite, ‘the manual specifies…’ Well, allow me to take you through a quick look into my thoughts on the subject. Viscosity A lot of updates have hit the lubricant market in the last few years. Minerals have been added or taken away, changes made to viscosity, and there have been new developments in breakdown prevention and detergents for modern cars and bikes. So, what should we know? Are there performance benefits in playing with different oil viscosities, brands, and types? Well, I say yes. Unfortunately, the more you learn about it, the more confusing it gets. But for the passionate motorcyclist, some know-how on the subject may give you one more feather in your cap. Next time you’re at your friend’s garage, or the gas station while he’s running around with a generic oil in his shaking hands and screaming ‘Will this work on my bike?’ at the woman behind the counter (keeping in mind this poor lady’s last question was ‘Are those menthols on sale?’), you can step up and say, with confidence, “Well, it should get you home.” What is viscosity? Well, most of us boast loudly that it’s that number in the center of that thingy circle! Yes, sort of. The starburst label is provided by the American Petroleum Institute (API) and really just means it has been tested by them. The second one will show us on the bottom that our oil selection meets energy conservation numbers. The one most of us pay attention to is the number in the middle from the SAE (Society of Automotive Engineers). Motor oil gets thinner as it is exposed to heat and thickens as it cools. The first number (the number preceding the “W”, which stands for Winter) is the viscosity of the oil as it was tested at 0°F. The number after the dash is the viscosity as it was tested at 212°F. The complicated part is that we have developed chemicals and additives that can resist both extremes and keep them at a consistent viscosity within a wider temperature range. (For sake of space, we won’t go into all these possibilities here.) The old tale for vintage was always that thicker oil sealed better and would have a better cover of lubrication between components. What does this all do for me? A lot. Many of the old manuals recommend oils by brand and rating and, as I’ve mentioned, a lot has changed. With some understanding of the viscosity, you may be able to get a thinner oil at startup than what was even available back then, and have the same viscosity when hot. This could help prolong engine life and even help in cooling. Some old gaskets simply will not seal as well with multi-range oils and synthetics. These actually penetrate so well that when your ancient vintage machine gets hot or cold, she will pump through the gaskets with the movement. I have found many modern gasket alternatives and even some additives to relatively fix these issues. However, I cannot recommend leak-stopping additives. If your engine leaks, I doubt very seriously that an oil type is the cause. You will have people argue this until blue in the face, but a “seep” is way different than a “leak.” A little oil seepage to have a superior oil product is worth it. A leak should always be fixed properly. Transmission, Clutch, and Engine Now, what about my primary and my transmission? Old shit has different oil for different things. First, find out what the lubricants you will need are doing. Do your clutches need to run in the same oil? Many modern bikes use one oil for everything, as do some Honda and Kawasaki machines, and others starting in the mid-70s. This has always been a source of confusion to new riders, as many oils do not have enough friction to allow the clutch to ever actually grab, and much misinformation has allowed people to think they can’t run synthetic or modern oils with additives or friction modifiers in their older bikes. This is just plain not true. You do need, though, to make sure the oil you are using is acceptable for transmission and clutch service. For these applications, I highly recommend anything with a 4T rating. Without playing brand favorites, we frequently use a blend of Bel-Ray due to their wide range of performance Harley applications, which work super well for sectioned tranny and primary applications like Norton, Triumph, and BSA. (Plus, I had my Chrome Mongoose covered in Bel-Ray stickers as a kid ‘cause I was gonna be an MX champion. Damn cookie jar and Mom’s home cooking ruined that dream.) Castrol and Shell oils will work as well. I personally think you get what you pay for. In my 4T applications, I run a Synthetic-ester blend. Basically, it’s a synthetic with a very high-quality mineral-based oil mixed in. Then I use whatever viscosity is called for: 10-40 for my 675 Triumph, old KZ1000, CB750, etc. For Harley and vintage applications, we are pretty sold on Bel-Ray. They make an air-cooled specific engine oil in semi-synthetic and full synthetic. Of course, it’s got a Harley twin on the front label so all the Neanderthals can look at the picture and grunt at the cashier, but don’t let this deter you from using it in your vintage air-cooled twin. There is one warning, however: If your Triumph is one where the engine vents through the primary and shares engine oil to cool your electronics and lube the primary chain, you need to use an oil that will work for clutches. Most synthetics will be too slick for these applications and will cause clutch slip. Of course, old school non-detergent will work, and you could only eat French fries every day as well, but we like to get every bit we can out of our old girls. We have found the 4T oils to be excellent choices in these applications. There are multiple opinions, but we actually run a Harley spec gear oil in our transmissions, or a 50wt racing oil in some of the dirt track bikes that get checked and changed more often. The theory here is that the less resistance there is in the gearbox, the less power loss there will be. Be careful. We have found on old stuff with big tolerances that the 50wt can offer a nice mix of smooth operation and performance benefits. Lighter than this, or the old ATF trick, caused a gritty and/ or notchy gearbox. Primary Fluid When a completely separate primary fluid is needed, we like to run a Harley-specific primary fluid. In race applications, we run ATF. Both of these give the adhesion we need for the clutch to grab and typically have a lighter weight than the old school oil recommended in the manuals (which, pretty much across the board, was a straight weight non-detergent mineral oil). The other benefit is that most of these are dyed red. It really helps in chasing down the source of seeps or leaks. I can hear the Sportster folks yelling now. Yes, your bikes share trans and primary fluid. The dealer told you it was a super-secret mix of wizardry that you could not understand and to only bring it back to them to change. Well, rest assured, it’s pretty damn simple. You will need to find a fluid specifically made for your application. Harley makes one available over the counter, but Bel-Ray, again, sells a “Sport Trans” that is a performance lubricant that many racers use and rave about. It meets all the needs of your synchronizers, gears, and clutch plates in one mix. (We know guys who do use ATF for this application, but we do not recommend it. In a jam on the side of the road, a car-specific ATF will get you home, and yes, all the properties of additives are told to be similar, but the viscosity in anything other than a racing application we believe to be too thin. Filters Oil filters are imperative. If you don’t have one on the bike, it may be worthwhile to get one. Keep in mind that many old oil pumps can’t handle that cool-looking FRAM hanging off the side of your frame. Make sure your pump can handle whatever you add (oil cooler, remote filter, etc) with modern additives and great quality control, as most oils will outlast the filter. The cheaper the filter, the faster it will break down. On vintage bikes, we only use a washable, inline metal screen with a magnet, as we have had way too many paper filters come apart and try to block the sweet nectar of performance to our rods, causing catastrophic damage on more than one occasion. On anything with a modern filter, we highly recommend K&N. They are, in our opinion, superior and readily available. Of course, many other filters such as Honda, Yamaha, and Mobil One, etc. are just as good. We have found the nut on the end of a K&N filter to come in handy more than once. Remember this as a rule: you get what you pay for. As you can see, we could go on for hours discussing every additive, rating, and viscosity on its own. If you’re a novice, take the advice of those who’ve come before. The more you learn, the more you can play with different stuff, and do it intelligently. Keep in mind that when you do that, things can fail, or not work the way you thought. This can get expensive. With vintage becoming more popular and lubricants getting better every day, it’s essential you do your research for your specific application. Consider talking with local racers, as they’ve most likely put some lubricants to the test and have a wealth of knowledge. For what most spend on premium beer, you could have the best lubricants available for your application. I truly hope this quick introduction is helpful and kickstarts your own research, and adds another outlet of pleasure your motorcycle can provide. Kevin Dunworth is the founder and owner of Loaded Gun Customs in Delaware, the technical advisor for Iron & Air Magazine, and one helluva talented builder whose work has graced our pages, numerous other high-profile moto magazines, blogs, and featured on Velocity’s Cafe Racer TV. This article first appeared in issue 12 of Iron & Air Magazine, and is reproduced here under license. Words by Kevin Dunworth | Images by Natalee DeHart

Showstoppers: The 5 Most Viewed Custom Motorcycles of July
- Top 5
- Harley Pan America
- Harley-Davidson
- Powerbrick
In July, these five custom motorcycles rose above the noise to become the most viewed builds on Bike EXIF. From radical engineering to timeless style, these machines didn’t just turn heads and drop jaws—they sent our servers into overdrive.
They also show an encouraging trend in the custom scene: whether you’re building a classic café racer or a modern streetfighter, form and function can co-exist.
#5: Yamaha MT-09 by Purpose Built MotoTorquey, lively, and versatile, Yamaha’s MT-09 triple is one of the best engines of the last decade. But there’s always been a glaring omission in the MT-09 lineup—an adventure bike to sit alongside the smaller Ténéré 700. Enter Purpose Built Moto and their Yamaha Ténéré 900.
Starting with a 2019 MT-09, PBM beefed up the suspension with KTM 1190 forks and a custom rear shock, re-engineering the frame to handle the added travel.…
In July, these five custom motorcycles rose above the noise to become the most viewed builds on Bike EXIF. From radical engineering to timeless style, these machines didn’t just turn heads and drop jaws—they sent our servers into overdrive. They also show an encouraging trend in the custom scene: whether you’re building a classic café racer or a modern streetfighter, form and function can co-exist. #5: Yamaha MT-09 by Purpose Built Moto Torquey, lively, and versatile, Yamaha’s MT-09 triple is one of the best engines of the last decade. But there’s always been a glaring omission in the MT-09 lineup—an adventure bike to sit alongside the smaller Ténéré 700. Enter Purpose Built Moto and their Yamaha Ténéré 900. Starting with a 2019 MT-09, PBM beefed up the suspension with KTM 1190 forks and a custom rear shock, re-engineering the frame to handle the added travel. Off-road-ready Excel wheels and chunky Motoz rubber transformed the bike’s stance, while a new rally tower and fabricated aluminum side fairings dialed in the look. A Yoshimura exhaust system snakes under the seat, and the bodywork—much of it handcrafted in aluminum—includes a new fender setup, LED lighting, and heat shields near the rider’s legs. Crash protection, luggage mounts, and an MX-style seat round out the build. Resplendent in a custom Yamaha speedblock-inspired livery, PBM’s Ténéré 900 is an excellent look at what could be—if Yamaha were to give the people what they want. [More] #4: BMW R80 by 46Works While some custom builders run bustling shopfronts with coffee counters and merch, Shiro Nakajima of 46Works operates differently, quietly crafting machines, furniture, and more from his rustic home workshop in the Japanese countryside. A former founder of Ritmo Sereno, Nakajima-san builds bikes with a level of detail and balance few can match—like this handsome 1987 BMW R80 café racer. The build was commissioned by a Tokyo-based architect who wanted something black, simple, and refined. Shiro boosted the boxer engine to 1,000 cc with Siebenrock internals, added Keihin carbs, and routed hand-bent titanium headers into a muscular oval muffler. The result is both classic and performance-minded—just like everything Shiro builds. Ducati-sourced Öhlins forks sit up front, with a matching Öhlins shock out back, all adapted to fit. A reshaped tank, handmade tail section, and sleek subframe give the bike a tight silhouette, while small touches—like a pop-off seat that reveals storage space in the rear hump—highlight Shiro’s obsession with functional elegance. Finished in gloss black with polished metal accents and subtle BMW branding, the R80 is designed to be as capable in tight Tokyo traffic as it is on winding mountain roads. This is the kind of bike that rewards close inspection—and even more so, time in the saddle. [More] #3: Kawasaki Z1000 by HB-Custom Transforming an already customized bike into something cohesive is no easy feat—especially when the existing mods clash with the new vision. That was the challenge facing Holger Breuer of HB-Custom when this 1978 Kawasaki Z1000 rolled into his workshop in hodge-podge streetfighter trim. Holger took the Kawasaki back to basics, reintroducing the OEM swingarm and dialing in a classic stance with lowered forks, YSS shocks, and 18” spoked wheels. A Royal Enfield tank sits alongside the Z1000’s original side covers. A new subframe supports a sleek two-up seat with refined automotive-style upholstery, framed by minimalist fenders and tidy lighting. The cockpit balances form and function, mixing OEM Kawasaki parts with premium aftermarket gear from Magura, Domino, and Motogadget. Under the hood, the air-cooled four now breathes through Mikuni RS38 carbs and K&N filters, backed by a Dynatek ignition and a four-into-two Shark exhaust that hits just the right tone. Visually, the bike is a masterclass in restraint; mostly blacked out, with polished metal, subtle gold pinstripes, and period-style logos for just the right vintage flair. It’s equal parts café racer and practical classic, with all the rough edges smoothed out. [More] #2: Triumph Bonneville by STG Tracker In the air-cooled era of Triumph’s modern classics, models like the Bonneville, Thruxton, and Scrambler were near identical, distinguished more by style than substance. That’s the spirit STG Tracker tapped into with their latest build—a 2011 Bonneville T100 turned Thruxton-inspired café racer. The dream team of Marcelo Obarrio and Germán Karp lowered the Bonneville’s front end with a 17” wheel, then lifted the rear with new piggyback shocks. The silhouette is defined by a handmade fiberglass fairing, which, remarkably, is one continuous piece. The subframe’s been shortened and cleaned up, sporting a tailored fiberglass tail unit wrapped in Alcantara and leather. Tiny LEDs handle lighting duties, while relocated components like the ignition and rectifier preserve the fairing’s clean lines. Triumph Thruxton rear-sets bring the rider triangle into proper café racer territory, while a stubby fender with a diamond-shaped bracket adds visual punch up front. The engine remains mostly stock—aside from a remap, DNA air filter, and SC-Project cans. Finished in layered black tones with goldleaf accents, the bike is elegant but assertive. STG Tracker didn’t go overboard—they just nailed the essentials, combining purpose-driven changes with striking visual harmony. [More] #1: Harley-Davidson Pan America by Powerbrick Few expected the Harley-Davidson Pan America to become a custom scene staple, but workshops like Powerbrick saw its potential early. After building their first custom Pan America—a brutal streetfighter that melted our servers—they decided to keep going, using the Pan Am as a platform for developing parts under their CNCPT Moto brand. CNCPT Moto now has a full plug-and-play custom kit—and they’ve built a striking pair of Pan Americas to show it off. Built on the 1250 Special and the newer 1250 ST platform, the bikes are nearly identical under the skin, with upgrades like 17” carbon wheels from Rotobox and subtle suspension tweaks. Up front, the CNCPT kit drastically reworks the fairing, replacing bulky plastics with a minimalist stainless-steel bracket system that drops the TFT display lower. Handlebar risers, LSL bars, and LED turn signals clean up the cockpit, while tank mods leave exposed welds artfully smoothed and repainted. The real showstopper is the bolt-on tail section—a machined aluminum unit that ditches bulk for sleekness without needing a full teardown. Twin custom exhausts, dyno tuning, and lightweight upgrades push performance past 165 horsepower and shave nearly 100 pounds. These two machines prove just how good the Pan America can be—if you tweak it just right. [More]

Best of British: A Triumph Scrambler Desert Sled from Indonesia
- Custom Motorcycles
- Scramblers
- Triumph motorcycles
- Triumph Scrambler
From the original T120 Bonneville to the TR6 ridden by Steve McQueen and Bud Ekins in the 1964 International Six Days Trial, Triumph’s modern classics descend from a long line of icons. So when Frontwheel Motors was tasked with customizing a 2013-model Triumph Scrambler for a prominent Indonesian DJ, they had no shortage of inspiration.
The air-cooled Triumph Scrambler is one of those rare machines that looks excellent out of the box, and only gets better the more you modify it. Frontwheel kept things simple on this project—focusing on considered mods that reference the Triumphs of yore.
Aiming for the quintessential desert sled style, Frontwheel fettled the Triumph’s stance with new suspension and wheels. New rims were laced to the stock hubs, measuring 19 inches at the front and 18 at the rear.…
From the original T120 Bonneville to the TR6 ridden by Steve McQueen and Bud Ekins in the 1964 International Six Days Trial, Triumph’s modern classics descend from a long line of icons. So when Frontwheel Motors was tasked with customizing a 2013-model Triumph Scrambler for a prominent Indonesian DJ, they had no shortage of inspiration. The air-cooled Triumph Scrambler is one of those rare machines that looks excellent out of the box, and only gets better the more you modify it. Frontwheel kept things simple on this project—focusing on considered mods that reference the Triumphs of yore. Aiming for the quintessential desert sled style, Frontwheel fettled the Triumph’s stance with new suspension and wheels. New rims were laced to the stock hubs, measuring 19 inches at the front and 18 at the rear. They’re wrapped in Shinko E805 adventure bike tires. Conventional 43 mm Öhlins FG 621 forks sit up front, adding modern performance while maintaining a vintage OEM aesthetic. They’re held in place by custom-made yokes, and are kitted with fresh rubber gaiters. Out back, Frontwheel trimmed the subframe rails and bolted a kicked-up rear loop into place. Adjustable piggyback shocks from the Öhlins Blackline range prop up the rear; a massive improvement over the squishy stock units, and a touch taller, too. Aluminum trials-style fenders hover over the wheels. The front is suspended on handmade braces, while the back’s clamped to the rear loop—small details that contribute to the bike’s stylish vintage enduro vibe. A tiny LED taillight from Kuryakyn gets the job done without ruining the Scrambler’s clean lines. Frontwheel kept the Triumph Scrambler’s original fuel tank, but ditched the rest of its bodywork. Next, they added a bespoke seat in the style of classic Bates competition seats, but with a more contemporary stitching pattern. The bike’s side covers were modified next, with the left-hand cover now sporting an integrated oval number board. Frontwheel also fabricated a generous aluminum sump guard and a neat front sprocket cover, and swapped the chain guard out for a slimmer unit. The cockpit features a set of wide chromed enduro bars, fitted with new grips and custom switches. To keep the layout super-sano, Frontwheel moved the speedometer to the left-hand side of the fuel tank by means of a handmade bracket. The ignition sits just in front of it, held in a Joker Machine mount. A 5.75” headlight does duty out front, fitted with a replica Lucas headlight cover. Skinny LED turn signals are attached all around. Additional details include 1950s Triumph tank badges, which had to be massaged to fit the modern fuel tank. Then there’s the stunning twin shotgun stainless steel exhaust system and its handmade aluminum heat shields. Frontwheel exercised more of their excellent judgement when it came to the bike’s finishes. The only hit of color is found on the fuel tank, which wears an intoxicating red and white scheme with a delicate gold pin stripe. Raw aluminum finishes dominate the hard parts. The finished product is an exercise in restraint and exceptional taste. If you’re planning to build your own Triumph Scrambler desert sled, print this one out and stick it on your vision board. Frontwheel Motors Instagram | Images by Indiga Ikhlasani

Demystified: How to Cover a Motorcycle Seat at Home
- Motorcycle Gear
- Sponsored content
Upholstery is a fickle thing. It’s vulnerable to snags, tears and UV light, and even when it’s in good shape, ever-changing styles can render your saddle bland or dated in a few years. A complete replacement can set you back a pretty penny, and while swapping the seat cover is far more affordable, the art of upholstery feels like black magic to the uninitiated. But what if I told you it’s not only simple, it’s downright affordable?
Whether you ride a sportbike, adventure tourer or a vintage café racer, a quality motorcycle seat cover makes a big difference. In this guide, we’ll walk you through the process with a little help from our friends at Luimoto—a specialist firm out of Vancouver, Canada.…
Upholstery is a fickle thing. It’s vulnerable to snags, tears and UV light, and even when it’s in good shape, ever-changing styles can render your saddle bland or dated in a few years. A complete replacement can set you back a pretty penny, and while swapping the seat cover is far more affordable, the art of upholstery feels like black magic to the uninitiated. But what if I told you it’s not only simple, it’s downright affordable? Whether you ride a sportbike, adventure tourer or a vintage café racer, a quality motorcycle seat cover makes a big difference. In this guide, we’ll walk you through the process with a little help from our friends at Luimoto—a specialist firm out of Vancouver, Canada. Why Recover Your Motorcycle Seat? There are two main reasons to install a new motorcycle seat cover: function and form. On the functional side, seat covers wear out. UV rays, rain, sweat and constant compression break down foam and vinyl over time. Cracked or torn material can hold water like a sponge and soak through to your jeans, not to mention exposing the foam to further damage. A fresh cover solves that, and if you go with a high-quality aftermarket option, it might even improve comfort and longevity over stock. On the form side, swapping your seat cover is one of the quickest ways to give your bike a visual refresh. A factory seat might work fine, but they’re never the most aesthetically pleasing, and usually feel like an area where costs have been cut. Premium materials like Alcantara with bold contrast stitching, carbon-look vinyls and quilted finishes can be just the thing to set your ride apart from the rest. And here’s the kicker: you don’t need to be an upholsterer to install one. With a few basic tools, a bit of patience and maybe a heat gun, you can transform your seat in an afternoon. What You’ll Need Recovering your motorcycle seat isn’t complicated, but having the right tools will save you frustration. When there’s a will, there’s a way, but there are certain items you shouldn’t skimp on. First off, you’ll need a quality staple gun, but just because you’ve done some home improvement projects doesn’t mean you’re ready for upholstery. I think this can be best explained by examining the job you’re asking the stapler to do. You need to be able to get into tight areas and consistently drive staples fully into the seat base without piercing through the seat cover. Too much air pressure, or staples with too little crown, and you’ll blast through the material entirely. With that in mind, you might consider ditching compressed air and using a hand stapler, but this, too, can be problematic. Even if your manual stapler can be adjusted to drive your staples to the right depth, the mechanics of operating a manual stapler become a lot more difficult when you’re stretching the seat cover into place. You’ll get the most consistent results with a quality stapler from BeA or Sailrite, something that’s designed to operate between 70 and 100 psi. For staples, Luimoto recommends 6 mm (1/4″ leg x 1/2″ crown), and we’ll take it a step further and recommend stainless steel. You’ll obviously need a new seat cover as well, something that’s designed specifically for your year, make and model—so it pays to grab a quality cover from an established manufacturer. Utilizing marine-quality materials, Luimoto covers everything from Aprillia to Yamaha, and their products are manufactured right in Vancouver. You can choose from their range of existing model-specific designs, or order a custom cover with unique materials, colors and embroidery. From there, you’ll need a few standard shop items like a screwdriver, needlenose pliers, a heat gun, spray adhesive and rubbing alcohol. Patience and a decent playlist go a long way as well. The Process: 1. Remove the Seat and Old Cover Start by pulling your seat from the bike, and flip it upside down on a clean workbench. If your seat’s equipped with a passenger grab handle, rubber stoppers or other add-ons, now’s the time to remove them, noting their original position if they’ll be reused. Next, you’ll see a ring of staples holding the factory cover on, and you can use a flathead screwdriver or needle-nose pliers to pull them out. Take your time—ripping the foam or pan here just creates extra work. 2. Inspect the Foam and Pan Once the old cover’s off, check the foam. If it’s deteriorating or has deep grooves, you might want to repair it with a foam patch kit or even replace it entirely. If everything’s solid, give it a wipe-down with rubbing alcohol and let it dry. A clean surface ensures your new motorcycle seat cover sits properly and doesn’t trap dirt or moisture. 3. Position the New Motorcycle Seat Cover It’s time for your first look at your new motorcycle seat cover, but don’t panic if things don’t look right straight out of the box. The cover may have some creases from shipping, which will work themselves out with some heat. If possible, lay your cover out in the sun for a bit before installation. Also, note that the cover will require some stretching to perfectly match your foam. Work the cover into place on the seat using your hands to get things fitting properly. At this stage, I like to dial in my staple gun with a test piece to ensure the staples won’t blow through the cover. Start at the front of the seat, secure one or two temporary staples, and then work your way to the rear—pulling the cover tight and checking for even tension. Use a heat gun to gently soften the vinyl as you go, especially around curves and corners. 4. Staple It Down Once you’re satisfied with the alignment, start driving staples in around the perimeter. Space them about an inch apart, and always work from side to side to maintain even stretch. It’s a bit like fitting a drum head—too tight on one side and things get lumpy. Keep checking the top surface as you go. A few wrinkles are fine, but large ripples mean you need to back up and restretch. Be sure to trim any areas that interfere with bodywork or seat-mounting hardware. 5. Final Trim and Fitment With the cover fully stapled down, trim off any excess material and give the seat one last once-over to make sure nothing is puckering or lifting. Once you’re satisfied with the fit, reinstall any factory hardware like rubber stoppers or passenger grab straps before remounting it on the bike. Now, it’s time to stand back and admire your work. 6. Optional Enhancements As is the case with many projects, the best time to make big improvements is ‘while you’re in there,’ and there are several ways to upgrade the comfort and longevity of your motorcycle seat while replacing the seat cover. Factory foam won’t last forever. If yours is deteriorating or was never all that comfortable to begin with, a Luimoto Premium Gel Insert could greatly improve your riding experience. These gel inserts are firmer than OE foam to soak up sharp impacts and lessen fatigue, and they integrate seamlessly underneath a new seat cover. Installing a Luimoto Gel Insert just takes a few extra steps before the new seat cover goes on. The insert is first trimmed to match the shape of your foam, and then a cavity the thickness of the gel is carved into the foam with an Exacto knife. Luimoto’s Premium Gel kits include a layer of additional foam to further improve comfort. Weather is a consideration too. Leather and suede look great, but they’re not good at repelling rain, and seats with heavy stitching patterns can let moisture through. If that’s you, you’ll want to consider adding waterproofing of some sort, or sticking to more robust fabrics. Most of Luismoto’s seat covers use marine-grade vinyl—and those that use less weatherproof fabrics ship with an easy-to-install waterproof barrier that’s installed under the cover itself. Cost and Value So what does this job set you back? Luimoto motorcycle seat covers typically range from $85 to $200, depending on the materials and model. For that price, you’re getting a tailored fit with premium fabrics—often nicer than what came from the factory. Factor in the cost of a staple gun (if you don’t already have one) and maybe $10 for supplies, and you’re looking at a total DIY cost well under $250. That’s a fraction of what custom upholstery shops charge for a full recover, and the result can look just as sharp. Final Thoughts Replacing your motorcycle seat cover is one of those upgrades that hits the sweet spot: affordable, relatively easy and high impact. With the right cover and a little care, you can dramatically improve both the comfort and visual identity of your ride. And unlike bolt-ons or paint jobs, a custom seat cover is something you interact with every time you swing a leg over. Whether you’re chasing retro cool, modern edge or just trying to avoid a soggy seat, a well-installed seat cover gets you there, with style and substance to spare. Created in partnership with Luimoto.

Club Cuts to Technical Layers: 6 Road-Ready Vests for Motorcycle Riders
- Motorcycle Gear
- Motorcycle jackets
For motorcyclists, the vest is more than just a piece of clothing; it’s a statement, a practical layer, and a nod to a rich riding heritage. Often overshadowed by jackets and full riding suits, the motorcycle vest quietly stands out as arguably the most versatile piece of apparel in a rider’s wardrobe.
The motorcycle vest serves a multitude of purposes, making it an indispensable item for riders of all styles and preferences. A vest offers an easy and effective way to layer, providing extra warmth on cool mornings without the bulk of a full jacket. As the day heats up, it can be easily stowed or worn over a lighter layer, adapting effortlessly to the elements. This adaptability makes it perfect for long rides where conditions can shift dramatically.…
For motorcyclists, the vest is more than just a piece of clothing; it’s a statement, a practical layer, and a nod to a rich riding heritage. Often overshadowed by jackets and full riding suits, the motorcycle vest quietly stands out as arguably the most versatile piece of apparel in a rider’s wardrobe. The motorcycle vest serves a multitude of purposes, making it an indispensable item for riders of all styles and preferences. A vest offers an easy and effective way to layer, providing extra warmth on cool mornings without the bulk of a full jacket. As the day heats up, it can be easily stowed or worn over a lighter layer, adapting effortlessly to the elements. This adaptability makes it perfect for long rides where conditions can shift dramatically. Modern vests are designed with ample storage, featuring multiple pockets for essentials like phones, wallets, keys, and opportunities for armor. While there are loads of options on the web, the following are six vests we feel will meet every motorcyclist’s needs. Biltwell 4 Speed Vest Biltwell has forged a reputation for no-nonsense, rider-friendly products, and you’ll find both of those qualities in the 4 Speed Vest. It’s made from super-durable, 13-ounce cotton canvas, and incorporates 3-inch wide accordion-style side panels, made with stretch nylon and Elastane, for a flexible fit. The heavy-duty Vislon two-way weatherproof zipper with Hypalon pulls ensures dependable closure in all weather conditions, and four front exterior pockets provide ample room for all your carry items. Inside, you’ll find a breathable liner made from a blend of polyester and Repreve recycled materials. Two interior pockets provide additional storage, including one with an elastic loop ideal for securing a key fob. The collar is constructed with woven stretch polyester and spandex to maintain its shape over time. The vest does not include armor or armor pockets, but is intentionally designed with a relaxed fit for easy layering over other protective gear like riding shirts and hoodies. Available in gold and black and sized from XS to XXL, the 4 Speed Vest blends quality craftsmanship with rider-focused features. [Biltwell] Crank & Stroker Breakout Leather Vest The Crank & Stroker Breakout Leather Vest is a bold return to form for a brand built on raw honesty, craftsmanship, and real-world function. Born in Southern California and recently revived by its founder, Crank & Stroker brings back a gritty, no-frills authenticity with this premium vest. Made from hand-waxed, full-grain leather, the Breakout Vest offers rugged durability, a rich, evolving patina, and a timeless silhouette that stands up to the demands of serious riding. Reinforced leather facings around the neck and armholes reduce chafing during long hauls, and a polyester lining adds a refined interior finish. Designed for riders who value substance over flash, the Breakout features two internal carry pockets with snap closures for secure, discreet storage, as well as four zippered pockets for everyday essentials. A heavy-duty YSB front zipper with a storm flap keeps out wind and road debris without sacrificing clean lines. True to its roots, this vest comes without external branding, leaving space for your patches. Available in sizes Small to 5XL, the Breakout Vest is a high-quality, purpose-driven piece that reflects the classic spirit of California riding culture. [Crank & Stroker] Master Supply Co. Journeyman Vest The Master Supply Co. Journeyman Vest is a rugged, utility-focused vest crafted from 1.5mm full-grain, vegetable-tanned cowhide, offering both durability and timeless style. Cut slimmer than traditional motorcycle jackets, the Journeyman features a tailored silhouette that hugs the body closely. Designed with hauling in mind, it includes four rivet-reinforced exterior patch pockets and two interior compartments, allowing you to leave the bag at home without sacrificing storage. The five-button front is finished with solid zinc donut buttons, and the 100% cotton twill lining ensures comfort whether you’re on the move or off the grid. Though not explicitly made for motorcycle use and lacking armor or armor pockets, the Journeyman Vest still makes a solid choice for riders who prioritize classic style. It’s a refined take on vintage workwear, complete with western yoke detailing and French seam construction for a clean, durable finish. With its trim fit and premium materials, this vest is built to last—whether you’re riding, working, or just keeping it simple. [Master Supply, photos courtesy of Chad Whittington] Black Bear Brand One Jean Vest The Black Bear Brand One Jean Vest is a heritage-inspired piece crafted for riders who appreciate the blend of tradition and functionality. Originally founded in the early 1900s as a denim overall manufacturer, the brand now lives on under the stewardship of vintage Harley enthusiast Josh Sirlin. This vest reflects his dedication to timeless design. Available in both a standard and a lined winter version, the One Jean Vest is a modern interpretation of a vintage staple. While designed in the U.S., the vest is 100% made in Japan with 13.5-ounce, shuttle-loom selvage denim (woven exclusively in Japan), and features double and triple-needle stitching throughout. Ideal as a well-crafted alternative to leather, the One Jean Vest offers style rooted in workwear history while remaining wearable for today’s roads. [Black Bear Brand] Roland Sands Ringo 2.0 Waxed Cotton Vest Former professional motorcycle racer, Roland Sands, has successfully transitioned from the track to the workshop, building a reputation as one of the most respected custom bike builders in the world. His work regularly appears on Bike EXIF, where his unique blend of performance engineering and classic style has earned a loyal following. Sands’ deep roots in racing and his eye for design inform every product he creates under Roland Sands Design (RSD)—from motorcycles to high-quality riding gear. One standout piece from his gear lineup is the RSD Ringo 2.0 Vest, a modern alternative to traditional leather. Constructed from premium waxed cotton, the Ringo offers abrasion resistance and water repellency without the bulk of cowhide. Designed for comfort and versatility, it features a stylish ribbed welder’s collar, quilted stitch detailing, a two-way YKK zipper, and back armor pockets compatible with Sas-Tec flex protection. The Ringo blends protection and craftsmanship in a vest built for riders who demand both style and substance. [Roland Sands Design] First MFG Sharp Shooter Moto Mesh Motorcycle Vest The First MFG Sharp Shooter Motorcycle Vest is purpose-built for riders who demand airflow, functionality, and storage in hotter conditions. Designed in a classic club style, it features a banded collar, cropped center zipper, and covered snaps for a clean, low-profile look. What sets this vest apart is its full mesh construction, lined with breathable mesh throughout, including the dual internal carry pockets, maximizing airflow without compromising on protection or utility. Ideal for warm weather rides, the Sharp Shooter comes in both black and a rarely seen white option—an advantage on bright, sunny days when heat reflection can make a real difference. With four external pockets, a single-panel back for easy patch customization, and two mesh-lined internal carry pockets with tapered holsters, this vest balances practical performance with club-style aesthetics. The use of durable YKK zippers ensures long-term reliability, while the interior cellphone pocket adds modern convenience. Available in sizes up to 5XL, it’s a go-to choice for riders who demand ventilation without sacrificing function. [First Manufacturing Company] In a world of ever-evolving motorcycle gear, the vest remains a timeless and essential staple. From heritage-inspired denim to high-tech mesh and waxed cotton alternatives, today’s motorcycle vests offer more than just style—they offer real-world function, flexibility, and identity. The six options highlighted here reflect some of the best motorcycle vests available in 2025. No matter your preference, the right vest isn’t just an accessory—it’s a companion on every mile. This article contains affiliate links, which means Bike EXIF may receive a commission if you click a link and purchase something we referenced.

Incognito: A Svelte BMW K75 Scrambler from Texas
- Custom Motorcycles
- BMW K75
- BMW motorcycles
- BMW scrambler
- Scramblers
Whether you build one yourself or commission a top-tier workshop to do it for you, a good custom motorcycle isn’t cheap. Antonio Rodriguez, founder of 72 Performance USA in Texas, realizes this, so he’s launched a sub-brand to cater to customers who want something special without going the whole hog. It’s called Anonymous Motorcycles—and this BMW K75 scrambler is its first offering.
“We want to cater to those motorcycle enthusiasts who desire the exclusivity of a custom-built bike, without necessarily requiring the high-end, premium equipment featured on our signature builds,” Antonio explains. “You could think of it like Lexus and Toyota—72 Performance USA is our flagship brand, while Anonymous is that first step towards riding a one-off motorcycle.”
Anonymous’s first client asked for a mix of dirt bike style and road bike manners.…
Whether you build one yourself or commission a top-tier workshop to do it for you, a good custom motorcycle isn’t cheap. Antonio Rodriguez, founder of 72 Performance USA in Texas, realizes this, so he’s launched a sub-brand to cater to customers who want something special without going the whole hog. It’s called Anonymous Motorcycles—and this BMW K75 scrambler is its first offering. “We want to cater to those motorcycle enthusiasts who desire the exclusivity of a custom-built bike, without necessarily requiring the high-end, premium equipment featured on our signature builds,” Antonio explains. “You could think of it like Lexus and Toyota—72 Performance USA is our flagship brand, while Anonymous is that first step towards riding a one-off motorcycle.” Anonymous’s first client asked for a mix of dirt bike style and road bike manners. “While modern dirt and adventure bikes are readily available, it’s rare to find a road motorcycle that captures the rugged essence of a dirt bike while remaining practical for everyday street use. Our goal was to bridge that gap; a bike that looks like a dirt machine, rides like a street bike, and even handles some light off-road fun.” The BMW K75 doesn’t exactly lend itself to the scrambler aesthetic (or any custom build style, for that matter). But Antonio and his team were undeterred. They tore the ‘flying brick’ down to its nuts and bolts, and built it back up with an array of well-judged parts and mods. The crew started by chopping off the rear part of the frame, and fabricating a sleek new subframe that looked good enough to warrant yellow powder-coating. “We all know that the original K-series subframe isn’t exactly a visual delight,” says Antonio. “That was our first step in creating a truly lightweight BMW—not just in physical mass, but also in visual impact. A clean silhouette is just as important as shedding kilos.” All of the K75’s bodywork was binned, save for its angular fuel tank. Handmade aluminum panels now sit where the stock front fairing originally interfaced with the tank. They don’t match the fairing indents on the tank perfectly—instead, they run parallel to the subframe and complement the matching number boards that flank the seat. Those panels also protect the radiator, while echoing the rugged aesthetic of the bike’s generous sump guard. That style is repeated one more time, with the BMW’s custom-made headlight nacelle. Those raw aluminum details are juxtaposed against the glossy black paint that adorns the tank and the upcycled fenders that sit front and back. Upholstered by Senen Leatherworks, the seat sports a hexagonal stitching pattern, with grommet-lined holes exposing a yellow layer underneath. An LED taillight tucked under the fender finishes off the rear end. An LED headlight sits at the opposite end of the bike, covered by a rock guard and held in a custom-made mounting frame. ProTaper handlebars sit further back, mounted on extended risers to ensure a comfortable reach when the rider’s standing on the pegs. The bars wear ProTaper grips, CNC-machined switch blocks, and hand guards, with grippy off-road foot pegs mounted lower down. All of the K75’s running gear was transplanted from other motorcycles. The 19F/17R tubeless spoked wheels are from a BMW R1150GS, while the forks come from a BMW K1100. They’re held in place by custom-made yokes, with a Motogadget speedo sunk into the top yoke. Out back, the team mated the K75’s transmission to the final drive and swingarm from a K1100, via a bespoke driveshaft. The rear shock is an aftermarket part, while repurposed Brembo calipers handle braking duties at both ends. Going deeper, 72 Performance refurbished the K75’s engine and fitted it with four-hole injectors. The wiring is fresh too, constructed around Motogadget’s ubiquitous mo.unit controller and using the brand’s M-Lock keyless ignition. The bike’s finished off with a gnarly three-into-one stainless steel exhaust system. From its raised stance to its black-and-yellow color scheme, this BMW K75 scrambler recalls classic BMW adventure bikes without missing a beat. It nails the balance between raw and refined—and it sure doesn’t scream ‘budget build.’ 72 Performance USA | Facebook | Instagram

Reinventing Speed: A Yard-Find Yamaha RD400 Reborn for Vintage Racing
- Racing Motorcycles
- Iron & Air
- Yamaha motorcycles
- Yamaha RD400
It’s easy to imagine any motorcyclist growing up in the 70s fixating on Yamaha RDs. The bikes were fast and ferocious smokers. And their reputation was only enhanced by their close ties to Yamaha’s production racers. The culmination of that history was the 1976 release of the air-cooled, two-stroke twin, the RD350’s bigger brother, the RD400.
More suited to eating up twisty pavement than straight stretches, the RD topped out around 105 mph. It wasn’t the fastest bike down the straights, but it more than made up for it leaning into the corners. The engine and frame, both born and refined on the racetrack, used thicker-wall steel tubing with track-spec geometry. In its day, it represented the pinnacle of design.…
It’s easy to imagine any motorcyclist growing up in the 70s fixating on Yamaha RDs. The bikes were fast and ferocious smokers. And their reputation was only enhanced by their close ties to Yamaha’s production racers. The culmination of that history was the 1976 release of the air-cooled, two-stroke twin, the RD350’s bigger brother, the RD400. More suited to eating up twisty pavement than straight stretches, the RD topped out around 105 mph. It wasn’t the fastest bike down the straights, but it more than made up for it leaning into the corners. The engine and frame, both born and refined on the racetrack, used thicker-wall steel tubing with track-spec geometry. In its day, it represented the pinnacle of design. In its class, it was unmatched in performance, style, and general bad-assery. This is a snapshot of the motorcycle heart and soul of Bob Marsden, from Windham, NH. Now 45 (he rode his first bike at age seven), Bob spent most of his motorcycling life irresistibly drawn to the sound, smell, and featherweight feel of the two-strokers. Some years back, while visiting lifelong friend and 50-year motorcycle race mechanic Ed Friend, Bob found himself eye-deep in weeds staring down a 1976 Yamaha RD400 that had been left to the cruel gods of New England weather, time, and backyard rust. It didn’t take him long to convince his 75-year-old partner-in-crime Ed to pull that lump out and start bringing it back to life – or better yet – reincarnating into a vintage racer. Luckily for Bob, Ed (and most of us for that matter) believes in never throwing anything away when you can use or repurpose it later. Ed also happens to know a thing or two about building stuff, having spent most of his life as an aircraft and motorcycle mechanic, moving his way through dealerships, and even identifying their weak spots in production machines at the factory level for Honda. Having raced since the age of 14, Bob had always wanted to get back on the track. Over the next three years, a series of setbacks kept the project stalled, but eventually, they arrived. And so did we – to the Loudon International Speedway up in New Hampshire this past fall, for Bob’s first time back on the track in 25 years on his reimagined RD. But Bob’s story, like them all, has its twists and turns. We found out early that afternoon that Bob had to call it quits, watching him hang up his leathers and turn the smoker over to his racing partner while he visited the paddocks to take yet another IV to get him through the pain. Bob contracted a bad case of Lyme Disease a few years back, putting him in a life-threatening situation and forcing the man to slow down and pace himself. Hard to do when he’s fighting another disease called speed. The day ultimately was stamped with joy, however, as they laid down some vicious turns and filled our senses with two-stroke lust during a morning of practice. In the end, it’s apparent that both the men and the machine have been race developed over the years as Bob and Ed recapture their youth, finding new life in everything they do. This article first appeared in issue 12 of Iron & Air Magazine, and is reproduced here under license. Story by Brett Houle | Images by Adam Fitzgerald

Speed Read: An Understated Triumph Bonneville Bobber by Heiwa and More
- Latest Motorcycle News
- Bobber motorcycles
- Heiwa Motorcycle
- Royal Enfield Shotgun 650
- Triumph Bonneville
- Triumph motorcycles
Our weekly offering of custom motorcycle news features three modern classics from different parts of the world. Japan’s Heiwa MC delivers a handsome Triumph Bonneville bobber, Ireland’s Medaza Cycles customizes the Royal Enfield Shotgun 650, and Germany’s Woidwerk serves up a pair of modern BMW boxer customs.
Triumph Bonneville T100 by Heiwa Motorcycle Kengo Kimura never misses. The founder of Japan’s Heiwa MC is a regular fixture on Bike EXIF, consistently impressing with the elegant custom machines that he creates.
This bobbed 2000-model Triumph Bonneville T100 is Heiwa’s latest project. From its slammed stance to its svelte bodywork and understated finishes, it’s a tasteful take on the carbureted Bonneville platform.
There’s hardly an inch of this Bonnie that hasn’t been nipped and tucked.…
Our weekly offering of custom motorcycle news features three modern classics from different parts of the world. Japan’s Heiwa MC delivers a handsome Triumph Bonneville bobber, Ireland’s Medaza Cycles customizes the Royal Enfield Shotgun 650, and Germany’s Woidwerk serves up a pair of modern BMW boxer customs. Triumph Bonneville T100 by Heiwa Motorcycle Kengo Kimura never misses. The founder of Japan’s Heiwa MC is a regular fixture on Bike EXIF, consistently impressing with the elegant custom machines that he creates. This bobbed 2000-model Triumph Bonneville T100 is Heiwa’s latest project. From its slammed stance to its svelte bodywork and understated finishes, it’s a tasteful take on the carbureted Bonneville platform. There’s hardly an inch of this Bonnie that hasn’t been nipped and tucked. A handmade fuel tank sits up top, sporting a tapered design that teases the lines of classic Sportster peanut tanks. Just behind it, the subframe’s been rebuilt with a shorter and lower design. Heiwa shortened the front forks and upgraded the springs, and swapped out the rear shocks for a pair of Kayaba units. New rims were laced to the stock hubs with stainless steel spokes. Measure 19 inches up front and 16 inches at the back, they’re wrapped in vintage-style sawtooth tires from Adlert. The tail end of the bike also features neat handmade struts that connect to the redesigned shock mounts, holding the rear fender and turn signals. The custom-made seat reflects the fuel tank’s triangular form while interfacing neatly with the fender. A signature Heiwa taillight finishes off the back-end of the bike. Heiwa removed the Bonneville’s airbox, opting for pod filters mounted to Keihin CR carbs. The side covers are gone too, with a custom-made electronics box tucked away below the seat. Stacked drag-style exhausts hide internal baffles, while slim handlebars and a small Bates-style headlight keep the cockpit tidy. Finished off with paint by N2 Auto and graphics by Lou Peace Design, Heiwa’s Bonneville bobber is perfectly proportioned and effortlessly cool. Then again, we’d expect nothing less from Kimura-san. [Source] Royal Enfield Shotgun 650 by Medaza Cycles Earlier this month, scores of enthusiasts descended on West Sussex for the annual Goodwood Festival of Speed. Royal Enfield was in attendance with four custom bikes based on the Shotgun 650: Kingston Custom’s Kingsman, Sure Shot’s Samurai, Icon’s Always Something, and this new build from Ireland’s Medaza Cycles, dubbed the Sawn-Off Shotgun. The Medaza team consists of artist and designer Don Cronin, with Mick O’ Shea and Chris Harte holding up the mechanical and engineering side of the business. With two AMD World Championship wins under their belt, Medaza was tasked with building something “radical but very rideable,” since they’d be piloting the Royal Enfield Shotgun 650 up the hill at Goodwood. Don envisioned a mash-up between traditional chopper and sportbike concepts—an unlikely combination that somehow works. The Royal Enfield’s upside-down Showa forks were matched to a custom-built rigid rear triangle, and the wheels were swapped for 19F/18R spoked hoops. The updated rear end also includes a custom brake mount, and an inner fender that can be moved back and forth, to maintain even spacing with the wheel when the chain tension is adjusted. The bike’s sculpted bodywork is all handmade, from the headlight nacelle through to the tank, tail, and side panels. The silver flake paint is a nod to chopper styling, while the lines of the bodywork recall classic Japanese muscle bikes. But where Medaza’s talent really shines through is in the countless handmade parts that are sprinkled all over this machine. There are obvious highlights—like the twin stainless steel shotgun pipes and the elegant heat shields that adorn them, and the unique air intake. But there are also finer details that showcase the workshop’s artistry. Medaza’s touch can be seen on the intricate gas cap latch, fender stays, and radiator mounts, plus the billet aluminum foot controls and rear master cylinder bracket. The front sprocket cover is a work of art, as are the mesh panels that fill the gaps between the fuel tank and steering neck, and the custom engine mounts. Those touches are reflected in one of the Enfield’s neatest details—its custom taillight assembly, which houses a pair of stacked LEDs. Like everything else Medaza fabricated for the Shotgun 650, it rides the line between art and engineering beautifully. [Source] BMW R12 and R18 by Woidwerk Dubbed ‘The Speed Sisters,’ these two BMW boxers were created for BMW Motorrad by Ralf Eggl of the Bavarian custom shop Woidwerk. With a brand new 1,170 cc BMW R12 and 1,802 cc BMW R18 in hand, Ralf set out to create a pair of bikes that, while they aren’t identical, certainly look like siblings. The two BMWs wear near-identical liveries and trim, with subtle differences separating them. Each features a headlight fairing tailored to its specific proportions, plus a strip on the tank that was CAD-designed, 3D-printed, and wrapped in Alcantara. Matching leather and Alcantara upholstery adorns the seats. The BMW R12 [above] sports a trimmed tail section, with a custom cowl and Kellermann turn signals. A Wilbers shock lifts the rear by 15 mm, while new bars and modified foot pegs fine-tune the riding position. The BMW R18 [below] required a little more heavy lifting. Woidwerk raised and narrowed the fuel tank, then fabricated a floating seat support that ends in a waspish rear cowl. Hidden from view is a Wilbers shock with a 20 mm lift. The R18 gets an additional performance boost, courtesy of the braking system from a BMW R 1300 GS. Both bikes are finished off with blacked-out exhaust systems from Hattech, terminating in matching slash-cut mufflers. All of the brackets and smaller bits and pieces that tie everything together were either CNC-machined or 3D-printed. Finally, the shared color scheme is a nod to the Bavarian forests surrounding Ralf’s workshop. The design features a deliberate 75/25 split between the amount of white and green used—a cheeky reference to the region’s long winters. “As we say here: Three-quarters of the year is winter, and the other quarter is cold,” says Ralf. “That’s the Bavarian Forest.” [Source]

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We've created this handy guide to let you know all the brands that sell electric vehicles in the United States.

Here's Every New Electric Vehicle Model for Sale in the U.S. for 2025
Range, efficiency, and base price: This guide will help you decide on the EV that works best for you.

Ford Recalling 312,000 Trucks, SUVs with Brake Booster Issue
The issue is limited to 2025 models of the Ford F-150, Expedition, Bronco, and Ranger, along with the Lincoln Navigator.

Our 2024 Kia Niro PHEV's Transmission Can't Make Up Its Mind
This thrifty little runabout has proved itself on trips of all sizes, but the dual-clutch automatic needs to pick a lane.

View Photos of the 2024 Kia Niro PHEV
2024 Kia Niro PHEV exterior and interior photos.

JLR Names Tata Motors CFO as New CEO, Starting in November
JLR announced that P.B. Balaji will replace Adrian Mardell, who confirmed his intention to retire from the company at the end of the year.
2026 Volvo EX90
Review, Pricing, and Specs

2025 Volvo EX90
Review, Pricing, and Specs

2025 Subaru Forester Hybrid
Review, Pricing, and Specs

Land Speed Racer Dies in Tragic Bonneville Speed Week Crash
A catastrophic crash at almost 300 mph at the Bonneville Salt Flats took the life of veteran racer Chris Raschke, who drove for the successful Speed Demon team.

Amazon Autos Will Now Sell You Used and Certified Pre-Owned Cars
The additional cars will be added to the site starting in Los Angeles, before extending around the country.

Tested: 2025 Audi RS3 Adds Precision, Not Power
Its venerable five-cylinder engine is unchanged, but a host of upgrades elsewhere gives this hi-po sedan even more cornering prowess.

View Exterior Photos of the 2025 Audi RS3
See the exterior of the 2025 Audi RS3 from every angle.

View Interior Photos of the 2025 Audi RS3
See the interior of the 2025 Audi RS3 from every angle.

Mercedes-Benz's Glitzy New Grille Design Will Debut on the GLC EV
By reaching back into its history, Mercedes moves forward from its poorly received 'EQ' design era.

Raise Hell, Praise Dale, and Watch the Earnhardt Documentary on Amazon Prime
Amazon Prime's four-part series has plenty of racing clips, but in the end it is as much about parenthood as checkered flags.
Original-Owner 1986 Porsche 944 Turbo Is Our Bring a Trailer Pick
Front engine? No problem.

Is There Such a Thing as an 'Indestructible' Wheel? Tesla Owners Can Find Out
Unplugged Performance claims its aftermarket wheels for the Tesla Model 3 and Model Y can stand up to just about anything.

Comparison Test: 1989 Budget-Friendly Sports Sedans
Audi 80 Quattro, BMW 325i, Ford Taurus SHO, Nissan Maxima, Peugeot 405Mi16, and Sterling 827S.

View Photos of the 1989 Budget-Friendly Sports Sedans
See the interior and exterior of the 1989 Audi 80 Quattro, Ford Taurus SHO, BMW 325i, Nissan Maxima SE, Peugeot 405Mi16 and Sterling 827s from every angle.

1986 Ford Ranger on Bring a Trailer Is the Definition of an Honest Pickup
This ultra-clean, low-mileage Ranger is a pickup from another era.

View Photos of the 2026 Ford Bronco 60th Anniversary
See the Ford Bronco with the 60th Anniversary package from every angle.

2026 Ford Bronco Has a New Package to Celebrate Its 60th Birthday
The appearance package brings commemorative callouts, slick wheels, and a hardcover rear-mounted spare-tire carrier.

2026 Tesla Cybertruck
Review, Pricing, and Specs

2026 McLaren Artura
Review, Pricing, and Specs

Tesla Found Partially Liable for Fatal Autopilot-Related Crash
A Florida jury ruled that flaws in Tesla’s Autopilot software were partly to blame for a crash in 2019 that killed a 22-year-old woman and seriously injured her boyfriend.

Car Design Resources, News and Tutorials
Chery New Journeo Concept
- Concept Cars
- Cover Stories
- Chery
- Chery New Journeo Concept
The Chery New Journeo Concept is a futuristic multi-purpose vehicle developed at the Chery Advanced Design Center Europe in Raunheim, Germany and presented at the 2024 Guangzhou Motor Show.
MG announces MGS5 new EV SUV
- Production Cars
- MG
MG Motor UK has confirmed the MGS5 EV, an all-electric SUV debuting this Spring. Built on the modular scalable platform (MSP), it will focus on performance, efficiency, and interior space.
The new BMW iX
- Cover Stories
- News
- Production Cars
- BMW
- BMW iX
BMW has unveiled the iX, an all-electric Sports Activity Vehicle (SAV) featuring a redesigned kidney grille, slim LED headlights, and a seamless aerodynamic profile. It is equipped with the latest eDrive technology, and achieves a WLTP range of up to 701 km (435 miles).
Kia unveils EV4 Sedan and Hatchback exterior design ahead of world debut
- Production Cars
- Kia
- Kia EV4
The EV4 is designed to broaden the brand’s EV lineup, offering a fresh take on the compact electric segment with a strong focus on design and aerodynamics. The EV4 follows Kia’s Opposites United design philosophy, characterized by sharp lines, bold technical details, and a balance of contrasting elements. Both models feature a distinctive EV Tiger […]
Review: New “3D Cars – Inside Out” Blender Course
- _Cover Stories (Sticky)
- _Featured Articles
- _Sponsored Article
- 3D Tutorials
- Blender Tutorials
- Car 3D Modeling Tutorials
- Car Rendering Tutorials
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- 3D
- Blender
The new training course by CGMasters explains advanced SubD (subdivision surfaces) modeling techniques for creating car 3D models in Blender with high quality surfaces.
Stellantis launches annual Drive for Design contest
- Car Design Competitions
- Dodge
- Drive for Design Contest
- Stellantis
Stellantis has launched the new edition of its Drive for Design Contest for US high school students. The deadline is April 12, 2024 and the top prize is an internship at Ram Truck design studio.
Polestar 2024 Design Contest in collaboration with Hot Wheels
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- Hot Wheels
- Polestar
- Polestar Design Contest
Polestar has launched its 2024 Design Contest in collaboration with Hot Wheels tasking designers to take inspiration from the imagination of their youth.
Ferrari celebrates GTO 40th Anniversary with GTO Legacy Tour 2024
- Design Events
- Production Cars
- F40
- Ferrari
- Ferrari F40
- Ferrari GTO
To celebrate the 40th anniversary of the iconic GTO, Ferrari has announced a series of events in the Italian Dolomites in early October 2024.
Rolls-Royce Arcadia Droptail: Design Gallery
- Cover Stories
- Special Cars
- Arcadia Droptail
- Rolls-Royce
Sketch Renders and photos from the design development process of the Rolls-Royce Arcadia Droptail one-off. Check the article here.
IAAD announces Design Talk with Dave Amantea in partnership with Art Center
- Automotive Design
- Conferences
- Design Events
- Design Schools
For their newly formed academic partnership, IAAD. and ArtCenter College of Design have launched “9649 Design Talks”. The first event - open to the public - is a talk by Pininfarina Chief Design Office Davide Amantea. The talk takes place Wednesday 6 March in Turin.

Breaking Car News, Scoops & Reviews
Autobahn Speedster Hit With $1050 Fine And 3-Month Driving Ban
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- Germany
- Offbeat News
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- Porsche Panamera
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The Porsche driver was reportedly going 199 mph in a 75 mph zone
A Porsche Panamera driver has been caught going 124 mph over the speed limit in Germany. They were reportedly going 199 mph in a 75 mph zone, which means they’re now facing a $1,050 fine. The driver is also looking at two points on his license as well as a three-month driving ban. The Autobahn is widely believed to be a safe haven for speed but, in reality, there are a number of sections with limits. One driver found that out the hard way and they’re now facing stiff penalties. According to German authorities, an enforcement trailer was located along the A2 motorway in a speed-limited section near Magdeburg. While it was in service, the trailer clocked one driver traveling 199 mph (321 km/h) in a 75 mph (120 km/h) zone. That’s a whopping 124 mph (201 km/h) over the speed limit. More: Multimillion-Dollar Bugatti Chiron Seized After Going 76 MPH That’s pretty excessive and police said he’s now facing a $1,050 (€900) fine. On top of that, the man is looking at two points on his license as well as a three-month driving ban. Authorities publicized the incident to remind drivers that speed limits “serve to protect everyone” and “will keep you safe on the road.” They added that following the rules will enable drivers to “avoid hefty fines, points on your license, and driving bans.” While the release was light on specifics, Tagesschau reported the unidentified man was driving a Porsche Panamera. There’s no word on which version, but the range-topping Panamera Turbo S E-Hybrid has a combined output of 771 hp (575 kW / 782 PS) and a top speed of 202 mph (325 km/h). Interestingly, the publication noted the case of a Bugatti driver traveling 259 mph (417 km/h) on the same road. That incident occurred in 2021 and authorities were looking to see if the driver was illegally racing. However, the investigation reportedly ended because there was “insufficient suspicion of a crime.”
Jaguar’s Newest Release Is Cheaper Than You Think But You Can’t Have It
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- China
- Jaguar
- Jaguar XF
- New Cars
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The new Jaguar XFL includes several black accents, including on the grille and air intakes, but is only available in China
This special version of the XFL has been designed to celebrate the 90th anniversary of Jaguar. Jaguar is selling the sedan exclusively with a 2.0-liter turbocharged four-cylinder engine. Western shoppers looking for a new Jag will need to wait until its long-awaited EV is released. Due to Jaguar’s ongoing transformation into a high-end, EV-only brand that aims to rival the likes of Bentley, it’s been a long time since the brand has introduced any new models. As such, Jaguar’s global sales have plummeted. Despite its ongoing EV transition, the British automaker has done the unexpected and launched a new version of the XFL, except it’s only available in China. For those unfamiliar, the XFL is the stretched variant of the XF sedan developed exclusively for the Chinese market, with its wheelbase extended by 140 mm (5.5 inches) to a total of 3,100 mm (122 inches). Read: Trump Rips Jaguar’s ‘Stupid Woke’ Rebrand Just As New Boss Steps Into The Fire This updated XFL is called the 90th Anniversary Collector’s Edition, a special release marking Jaguar’s 90 years in the automotive world. It starts at 269,800 yuan, or around $37,500. A slightly less fancy version, known as the Exclusive Deluxe, has also been launched, starting at 239,800 yuan ($33,400). For those keeping tabs on prices, the standard-wheelbase XF in the US is equipped with a 246 hp 2.0-liter turbo engine and starts at $49,800, though that’s for whatever stock is still available at dealerships. Design Details While the design of this generation dates all the way back to 2015, it remains a good-looking sedan. The model introduced for China comes standard with a blacked-out grille, as well as black air intakes and a black lower grille. Jaguar has also added darkened window trim in place of the chrome finish of lesser models. Given how old the XF is, the interior still looks fresh and modern in the 90th Anniversary Collector’s Edition model. It includes the large Pivi Pro infotainment system as standard and, unlike most new cars coming out of China, has plenty of physical controls. No changes have been made under the hood, meaning the 2025 XFL retains the familiar 2.0-liter turbocharged four-cylinder available in 250 hp and 300 hp guises, with either 269 lb-ft (365 Nm) or 295 lb-ft (400 Nm) of torque. The XFL is sold exclusively with an eight-speed automatic transmission. The future of the Jaguar brand rests on the success or failure of the brand’s long-awaited, all-electric four-door GT. Inspired by the Type 00 concept from last year, this new model will debut in 2026 and be underpinned by the new Jaguar Electrical Architecture. It should be able to travel up to 430 miles (692 km) on a charge, although other details remain shrouded in mystery.
Range Rover’s Latest Weapon Weighs Less And Hits Harder
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- Land Rover
- Monterey Car Week
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If customers check off all the lightweight boxes, they can expect savings of up to 168 lbs
Land Rover reveals Range Rover Sport SV Carbon ahead of full debut on August 13. Lightweight special edition features carbon wheels, carbon hood, and ceramic brakes. Twin-turbo 4.4-liter V8 makes 626 hp, hits 60 mph in a claimed 3.7 seconds. Monterey Car Week is shaping up to be jam-packed with debuts and the latest is the Range Rover Sport SV Carbon. It’s billed as the “ultimate expression of lightweight performance” and features an assortment of upgrades. Given the name, it’s not surprising to learn the crossover comes equipped with the Forged Carbon exterior pack. This adds a number of carbon fiber touches including a grille surround, fender trim, and an exhaust system with carbon surrounds. More: Range Rover’s New Stealthy Beast Is Fit For Hunting Lamborghinis If the standard look isn’t sporty enough, customers can opt for an exposed carbon fiber hood. More notably, the company offers 23-inch carbon fiber wheels that help to push the weight savings to a combined 168 lbs (76 kg). If you keep ticking the boxes, you can also get an optional carbon ceramic braking system that has eight‑piston calipers in black, blue, carbon bronze or yellow. The carbon fiber makeover extends to the cabin as there are carbon fiber‑backed performance seats with illuminated SV logos as well as Windsor leather or Ultrafabric upholstery. Buyers will also find carbon fiber trim, illuminated sillplates, and extended moonlight chrome accents. Power is provided by a twin-turbo 4.4-liter V8 engine producing 626 hp (467 kW / 635 PS) and 553 lb-ft (750 Nm) of torque. It enables the model to accelerate from 0-60 mph (0-96 km/h) in 3.7 seconds, before hitting a top speed of 180 mph (290 km/h). The crossover also comes equipped with an air suspension that has “pitch and roll control for maximum composure when cornering, accelerating and braking.” The Range Rover Sport SV Carbon will be available to order late this year and pricing will be announced closer to launch.
Greedy Ohio Town Just Had Its Cash-Grab Speeding Scam Shut Down
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Willoughby Hills’ policy of charging drivers $25 just to contest a fine was deemed unconstitutional
An Ohio town that charged drivers a fee to contest traffic camera fines has ended the scheme. Drivers were required to hand over $25 before contesting fines ranging from $150 to $300. Civil liberties group Institute for Justice accused Willoughby Hills of denying fair due process. Most of us have been caught speeding at some point, and usually we’ll cough up the cash for the fine and admit we were in the wrong, even if we don’t believe we were driving unsafely. But the one thing we expect – and the one thing a small Ohio town denied drivers – is a fair chance to contest those charges. Related: 21-Year-Old Busted Speeding Triple The Limit In Mom’s BMW M3 Competition Willoughby Hills in Lake County has just axed a controversial policy in which drivers wishing to fight a traffic camera fine had to hand over a $25 ‘filing fee’ simply to log an appeal. It was a lose-lose situation, and one civil liberties groups believe must have discouraged some drivers from appealing, even though the upfront payment was considerably smaller than the fines, which ranged from $150 to $300. Policy Under Fire Willoughby Hills PD The Institute for Justice, a nonprofit law firm focused on civil liberties, called the fee unconstitutional. “The Constitution protects the right to due process of law before citizens are deprived of their property, including money,” said attorney Bobbi Taylor, who represented the group. “Forcing someone to pay a fee to prove their innocence goes against this principle,” added Taylor, whose letter to Willoughby Hills regulators brought about the climbdown. The Institute for Justice has already successfully fought similar speeding policies in Peninsula, OH, and its work on the Peninsula case led it to this latest one. Officials Respond Chief Matthew Naegele of Willoughby Hills Police Department told Cleveland the fee came from Willoughby Municipal Court rather than the city and denied the scheme incentivized officers to pump out traffic violation tickets. But Bobbi Taylor argued that even if the sole purpose of the cameras was to reduce the number of accidents, American drivers still deserved their right to contest tickets regardless of their financial ability to fight. “Although public safety is an important goal, it cannot come at the expense of constitutional rights,” Taylor told reporters.
‘Ma, Come Pick Me Up’: Birthday Boy Begs As Police Take Away His Ferrari For Speeding
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- Canada
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- Ferrari 458
- Offbeat News
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Police towed a speeding driver's Ferrari 458 and were totally unmoved by his pleas for leniency because he was on his way to his birthday party
Caught going nearly double the limit in a Ferrari, he blamed it on birthday plans. Nothing says “happy birthday” like a ticket, a tow truck, and calling your mom. Police weren’t impressed with his party excuse or the 130 km/h in a 70 zone. Speeding can lead to all sorts of consequences, but in some places, the rules are very strict. Ontario, Canada, is one of those places, and a young man just found that out the hard way. He was allegedly on his way to his own birthday party in his Ferrari 458 when police clocked him at 130 km/h (81 mph) in a 70 km/h (44 mph) zone. Before he knew it, his car was destined for a tow truck. More: Police Seize Supercar After Wedding Turns Into Rolling Gun Show In Ontario, the Highway Traffic Act penalizes ‘stunt driving’ by issuing automatic penalties to those convicted. In this case, the ‘stunt’ that the driver was allegedly guilty of was going 40 km/h (24.8 mph) over the limit in an 80 km/h (49 mph) or lower zone. As a result, police were bound to tow his car before they even talked to him. “But It’s My Birthday…” The man’s reaction was not exactly what one would call mature: “Please, it’s my birthday,” he is heard saying on camera. “I’m on my way to my birthday party. I haven’t driven the Ferrari in a while.” At first, during the interaction, the driver argues with the officer who claims to have clocked him at 130 km/h. After the officer shows the driver the radar confirming the speed, he begs the police not to take away his car. View this post on Instagram A post shared by York Regional Police (@officialyrp) “I gotta have my mother and father to come pick me up,” he says. Moments later we hear him apparently speaking to one of them. “Ma, you have to come pick me up. The police pulled me over.” The York police said in its post about the October 4, 2024, incident “Do you think this guy’s parents still let him have cake and open presents 🎂🎁? As this driver learned the hard way, there are #NoExcuses for Stunt Driving… even if it’s your birthday.” Notably, speeding is far from the only thing that falls under the stunt driving law. It includes donuts, drifting, burnouts, driving with a person in your trunk, and driving your vehicle without anyone in the driver’s seat. Notably, everyone convicted of stunt driving faces fines that start at $2,000 and puts six demerits on their license. The driver in this case is facing the loss of his license for 30 days, according to CTV News. Credit: Official YRP
Automakers Just Got A Free Pass To Flood Roads With Oversized Gas Guzzlers
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- Donald Trump
- Electric Vehicles
- Ford
- fuel
- GM
- Industry
- Reports
- Stellantis
- SUV
- Trucks
Executives are ready to burn burn burn more oil and gas now that EPA penalties are done
CAFE penalties are gone, clearing the way for more gas-guzzling SUVs and trucks. The Big Three appear to be pivoting back to ICE, citing major profit potential. EV goals appear in flux, as automakers chase short-term gains in familiar segments. The sands of the automotive industry are always shifting, but 2025 has been on another level. The Trump administration’s policies, flip-flopping on tariffs, and removal of regulatory hurdles are changing the landscape incredibly fast. One byproduct is the expectation that big SUVs and trucks will get a new lease on life. Automakers couldn’t be more excited about that. Specifically, the CEOs of the ‘Big Three’ in America are clearly fans of what they see coming. Trump’s EPA has removed penalties for automakers that fail to meet CAFE standards. That’ll save car companies billions every year. With no penalty for building gas-guzzling trucks and SUVs, they have the ability to lean into those high-margin segments even more than they already do. More: US Tariffs Just Hit This Dodge So Hard It May Skip 2026 Entirely The Wall Street Journal reports that Stellantis CEO Antonio Filosa openly said, “This will mean to us a lot of additional profit.” Speaking of the new industry landscape, GM CEO Mary Barra said on an earnings call that “It also gives us the opportunity to sell EV vehicles… Excuse me, ICE vehicles, for longer and appreciate the profitability of those vehicles.” Ford’s Jim Farley is on board too, saying, “This is a multibillion-dollar opportunity over the next couple of years.” EV momentum slows as profits take priority All three of these brands have spent billions on EV development, CAFE fines, and other tech in an effort to expand into more sustainable products. GM promised years ago that it would be an EV-only brand by 2035. Ford was planning to build a three-row EV in Canada. Stellantis famously axed the HEMI and kicked off the latest Charger generation with EV power only. Clearly, it’s proven very tough for them to successfully break into the EV space and so the incentive now is to lean back into what they already know makes a big profit, ICE vehicles. Stellantis is going to announce new information on the gas-powered Dodge Charger with the Sixpack in just a few days. Ford is now going to build big trucks in Canada rather than the three-row electric SUV, and GM hasn’t mentioned its all-EV by 2035 plan in quite some time. Trucks, SUVs, and a new strategy From a business standpoint, the pivot makes sense. American consumers continue to buy large vehicles in high volumes. “Americans do like buying giant vehicles,” said Adam Lee, chairman of Maine-based Lee Auto Malls. “They’re going to see how many more giant SUVs they can pump out, because they sell a lot of them and make a lot of money on them.” He’s concerned that without continued investment in EVs that the US will fall behind in terms of sustainability and technology. For now, there’s no reason to think that automakers are going to scrap the EV work they’ve done, but their focus is likely changing for at least the next few years. It’s easy to see a path where the roadways are even more full of giant vehicles than they already are.
VW’s New Pickup Shares DNA With A Chinese Pickup You’ve Never Heard Of
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- Argentina
- Hybrids
- Maxus
- Reports
- SAIC
- South America
- Trucks
- VW
- VW Amarok
The new South American Amarok will be built in Argentina, featuring a hybrid powertrain and Chinese underpinnings
VW is developing a new Amarok pickup for South America with a planned 2027 debut. The hybrid-powered truck will be built in Argentina using SAIC’s ladder-frame architecture. It is expected to share most of its components with the Maxus Interstellar X / LDV Terron 9. A new version of the Amarok is headed to South America, marking a fresh chapter in Volkswagen’s midsize pickup lineup. Announced a few months ago, the upcoming model is scheduled for 2027 and will be built locally, entirely separate from the Ford Ranger-based Amarok sold in global markets. VW has now provided more details, including confirmation that the truck will feature a hybrid powertrain. It was previously known that the model would be underpinned by a ladder-frame chassis sourced from China. More: VW’s Flagship SUV Is Being Phased Out As It Bets On Cheaper Models Unlike the original Amarok, which continues production in South America following a recent facelift, this new truck won’t be developed entirely in-house. Instead, it stems from VW’s partnership with Chinese automaker SAIC. According to local reports, the design and architecture are expected to draw heavily from the Maxus Interstellar X, also sold in Australia as the LDV Terron 9. Confirmed Hybrid Powertrain and Production Plans As reported by Motor1 Brazil, VW executives met with Argentinian government officials on Monday to discuss details about the automaker’s $580 million investment in the region. After the meeting, the local government issued a statement, confirming that the new “Amarok Hybrid pickup” will be produced at the General Pacheco factory in Argentina. While the production site had already been revealed, this update officially confirms the model’s hybrid configuration. Back in April 2025, VW Argentina CEO Marcellus Puig stated that the truck was being co-developed with China’s SAIC Group. A sketch of the Amarok South America project (above) and the Maxus Interstellar X / LDV Terron 9 (below). Dimensions and Shared Styling Elements In terms of design, the new Amarok is expected to mirror the proportions and greenhouse of the SAIC Maxus Interstellar X, which stretches 5,500 mm (216.5 inches) in length with a 3,300 mm (129.9 inches) wheelbase. It may also share some body panels and interior components, though VW has teased a unique front-end design. A sketch hints at a distinctive look with a full-width LED bar, a compact grille, rugged bumpers, and a sculpted hood. More: VW Shuttered Its First Major Plant In China After 17 Years The SAIC Maxus Interstellar X is currently available with a 2.5-liter turbodiesel engine, while the closely related Maxus eTerron 9 has a fully electric powertrain. The shared ladder-frame platform supports multiple powertrains, including hybrid setups, which is what VW plans to use for this South American-focused model. The new “Amarok South America” will be exclusively available in the region. Meanwhile, the standard internal combustion Amarok will continue to serve buyers in other parts of the world. VW’s strategy to share development costs for its South American truck follows the example of its rival Stellantis, as the Fiat Titano, Peugeot Landtrek, and Ram 1200 triplets are all based on the Kaicene F70 and Changan midsize pickups from China. The facelifted first-gen VW Amarok is being manufactured in South America (Argentina). The second-gen VW Amarok is produced alongside the Ford Ranger in South Africa.
Mercedes Owners Sue Over Cracking Wood Trim In Luxury SUVs
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- Lawsuit
- Mercedes
- Mercedes GL
- Mercedes GLC
- Mercedes GLE
- Mercedes GLK
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- Offbeat News
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A new lawsuit claims some Mercedes SUVs have hidden interior defects that cost owners thousands to repair
Mercedes sued over claims of cracking wood trim in 2013-2022 luxury SUVs. One plaintiff says a dealer told her it would cost over $1,000 to replace the veneer. Judge dismissed some claims, but lawsuit continues seeking damages and jury trial. Do you own a 2013-2022 Mercedes-Benz with wooden trim that looks a little worse for wear? Well, if that sounds like your car, you may be interested to learn that Mercedes has been sued about wood trim pieces that can allegedly crack over time, forcing owners to make expensive repairs. Read: Mercedes Owners Sue Over Exploding Sunroofs The class action, filed in the U.S. District Court for the Northern District of Georgia, targets all Mercedes-Benz ML, GL, GLE, GLS, GLC, and GLK models from the 2013 to 2022 model years. It claims the automaker breached implied warranties by selling vehicles with veneer wood trim prone to cracking, and further alleges that Mercedes knowingly concealed the defect. Owners Report Unexpected Repair Costs One of the plaintiffs is Jennifer Monilaw. She purchased a 2013 GL in July 2019 from an authorized Mercedes dealer. However, she noticed the veneer trim started to crack in late 2020 and was informed by a dealer that it would not be covered under warranty. The dealer also said replacing the trim “would be expensive.” A second plaintiff, Shannyn Burzese, also experienced similar issues with her 2016 Mercedes GL. After the trim started to crack, a dealer informed her that it would cost over $1,000 to replace. The lawsuit argues that the affected vehicles are now “not merchantable” due to the cosmetic and financial impact of the issue. As noted by CarComplaint, Mercedes-Benz has tried to convince a judge to dismiss the entire lawsuit, to no avail. However, Judge Thomas W. Thrash Jr. has dismissed several claims from the original class action, including breach of express warranty, breach of implied warranty, violation of the Magnuson-Moss Warranty Act, and unjust enrichment. The class action is now seeking a jury trial, along with compensatory and punitive damages for affected owners.
Cadillac’s Most Unexpected Comeback Is A Gas SUV
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- Cadillac
- Cadillac XT5
- Reports
The XT5 was expected to go the way of the dodo, but as it turns out, gas isn't easy to give up
Cadillac has confirmed plans to offer a second-generation XT5 in the United States. The redesigned model arrives in 2027 and may resemble the version sold in China. America’s XT5 will be built in Tennessee and may use a turbocharged 2.5-liter engine. Cadillac was planning to go electric-only by 2030, so they’ve introduced several new models, including the Optiq, Lyriq, Vistiq, Celestiq, and Escalade IQ. That’s an impressive lineup, but the brand realized electric vehicle adoption was occurring more slowly than they had anticipated. A Shrinking Gas-Powered Lineup This likely set off alarm bells as their ICE-powered lineup is getting old and thin. The XT4 went out of production earlier this year, while the larger XT6 has a date with the undertaker. The XT5 was expected to follow them, and its death would have meant the end of Cadillac’s second-best-selling vehicle in America. More: China’s New Cadillac XT5 Will Make You Jealous We Don’t Get It Here However, GM doesn’t want to give it up, and the Detroit Free Press obtained a UAW document saying the current XT5 will stick around until late 2026. The crossover will then be redesigned for the 2028 model year. Details are scarce, but there’s speculation we’ll be getting a version of the Chinese crossover that debuted last fall. The second-generation model is larger than its predecessor and sports a Lyriq-inspired design. While the Chinese XT5 has a turbocharged 2.0-liter engine with mild hybrid technology, the US-spec model could follow in the footsteps of the Buick Enclave, Chevrolet Traverse, and GMC Acadia. If it does, the crossover could have a turbocharged 2.5-liter four-cylinder with 328 hp (245 kW / 333 PS) and 326 lb-ft (442 Nm) of torque. Cadillac Confirms Return In a statement to MotorTrend, the company said, “In response to strong demand for the nameplate, we made the decision to keep XT5 as part of our portfolio, which is stronger than ever with a mix of new EV and recently refreshed gas-powered vehicles like Escalade. We look forward to launching the next-gen XT5 in the second half of 2027.”
Corvette ZR1X Pricing Just Made Hypercars Look Stupid
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- Chevrolet
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- supercar
Chevrolet also revealed a new Quail Silver Edition of its flagship model
ZR1X coupe pricing starts at $207,395, convertible bumps it up to $217,395. Opting for the 3LZ sub trim pushes the price another $11,000 higher. Quail Silver Limited Edition introduces a matte finish with custom accents. It’s now official: the ZR1X has become the first factory-built Corvette to break the $200,000 barrier in base form. Getting your hands on one will require a minimum of $207,395 after a $1,995 delivery fee. Chevrolet shared full pricing details today and even unveiled a special edition that wasn’t on anyone’s radar. Read: America’s Everyday Corvette ZR1X Hypercar Versus The World First and foremost, let’s talk pricing. The $207,395 mentioned above gets a buyer a ZR1X coupe with the 1LZ interior package. Those who want to drop the top will pay at least $217,395. Punching Above Its Weight Those prices are high for something with a bowtie on the back, but get this; Chevrolet name-dropped not one, but two exotic hypercars in its pricing announcement. It directly compared the ZR1X to the Ferrari F80 and McLaren W1 in the table it shared, which we’ve included below. Against those two, the Chevrolet is unquestionably a screaming deal from a performance-per-dollar standpoint. It’s quicker in a sprint from 0-60 mph, it has a higher top speed, it has very comparable power figures, and it costs at least 10 times less. Of course, if you start ticking boxes, that gap narrows a bit. Fully optioned, the ZR1X isn’t quite one-tenth the price of a McLaren W1, which sits at around $2.1 million. Buyers looking for the 3LZ trim will pay $218,395 for the coupe and $228,395 for the convertible. Even with that $11,000 bump, both prices include destination fees and remain competitive for what’s on offer. The New Quail Silver Limited Edition The 3LZ sub trim is important because only buyers who get the ZR1X with it can then select an even rarer package. It’s called the Quail Silver Limited Edition, and it features Blade Silver Matte exterior paint for the first time on a Corvette since the 1960s. It also incorporates orange brake calipers, black exhaust tips, and carbon flash-painted mirrors. The cabin has a few unique touches too, with a mix of Sky Cool and Medium Ash Gray colors along with Habanero accents. It’s an entirely new color scheme that, for now, only exists in the Quail Silver version of the ZR1X. Those special accents will set buyers back $241,395, and that doesn’t even include delivery fees. Buyers can add the ZTK Performance Package to all of these trims, from the looks of it. Of course, there’s one big caveat to every dollar figure here. We’ve no doubt going to see some wild markups on this car. Don’t be shocked to see them at double MSRP, but a word to the few who can afford it, take a look at how fast ZR1 and E-Ray prices are falling before you sign on the dotted line. Corvette ZR1X 2026 Ferrari F80 2026 McLaren W1 MSRP $207,395 $3.7 million $2.1 million Horsepower 1,250 hp 1,184 hp 1,258 hp Torque 828 lb-ft from twin-turbocharged 5.5 L V8 engine + 145 lb-ft from the front axle electric motor 749 lb-ft 988 lb-ft 0-60 mph < 2 seconds 2.15 seconds (62 mph) 2.7 seconds (62 mph Top Speed 233 mph 217 mph 217 mph SWIPE
MG’s Dirt Cheap Hatch Joins Exclusive Club Of Semi Solid State EVs
- news
- Batteries
- China
- Electric Vehicles
- MG
- New Cars
- Tech
MG4 adopts semi solid state battery with 334 mile range and low liquid electrolyte content
Entry-level versions of the MG4 will be sold with 42.8 kWh and 53.9 kWh battery packs. MG has yet to announce pricing details for the semi-solid-state-equipped model. Driving the wheels is a single electric motor with 161 hp (120 kW) and 184 lb-ft (250 Nm). Electric cars tend to follow the familiar auto industry rhythm, each generation sticking around for six to ten years. But in China, where the EV market is evolving at breakneck speed, that timeline gets compressed. Just three years after the MG4 first hit the streets, it’s already getting a second-generation update. And this isn’t just a mild refresh. The latest version brings a full redesign, a new platform, an overhauled interior, and most importantly, a semi-solid-state battery offering. Perhaps even more surprising of all, it starts at just 73,800 yuan, or just under $10,300. Read: MG Storms Goodwood With Two New EVs And A Sexy Roadster It’s been almost five months since the first photos of the new MG4 surfaced, but only now have sales started and technical specifications been confirmed. The biggest headline is the battery. Among the available options is a semi-solid-state unit developed by QingTao Energy, which marks the first time a mass-produced EV features a battery pack of this kind. A New Type of Battery Tech While not a true solid-state battery, which uses no liquid electrolyte, the unit powering the second-gen MG4 contains just 5 percent liquid electrolyte, less than the semi-solid-state batteries found in the Nio ET5 and IM L6 Max Lightyear. Its energy density isn’t particularly impressive at 180 Wh/kg, but the 70 kWh pack is reportedly enough to give the electric hatchback a range of up to 334 miles (537 km). This battery will not be standard, and the pricing for it has not been announced. What we do know is that the cheaper versions will be offered with 42.8 kWh and 53.9 kWh battery packs, offering 271 miles (437 km) and 329 miles (530 km) of range, respectively. The base 73,800 yuan ($10,300) version is known as the Comfort, while sitting above it in the range is the Ease, priced from 81,800 yuan, or around $11,400. The flagship version of the 42.8 kWh-equipped model is known as the Freedom, starting at 90,800 yuan or $12,600. The 53.9 kWh Smart version starts at 105,800 yuan or $14,700. The updated MG4 has grown slightly in size compared to its predecessor. It now measures 4,395 mm (173.1 inches) in length, 1,842 mm (72.5 inches) in width, and 1,551 mm (61.1 inches) in height, with a wheelbase stretching to 2,750 mm (108.3 inches). Better Looks, Better Cabin Visually, the new MG4 adopts a far softer and more curvaceous design than the model it replaces. The cabin also looks impressively well-equipped and includes a 15.6-inch infotainment display, a small digital instrument cluster, a wireless phone charger, and a floating transmission tunnel. In typical EV fashion, it’s quite minimalist, but appears quite premium, particularly given the car’s price tag. Elsewhere, the MG4 includes heated and ventilated front seats, a large panoramic glass roof with an electric sunshade, and rear seat backs that can recline up to 27 degrees. Synthetic leather is also found throughout, and there’s even a heated steering wheel. While pre-sales of the new MG4 have just opened, MG hasn’t said when the first customer deliveries will begin. The timeline for international launches is not yet known, but we expect the small MG to arrive eventually in key markets like Europe and Australia.
Musk’s Robotaxi Pitch Just Backfired And Shareholders Are Suing
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- Electric Vehicles
- Elon Musk
- Reports
- Taxi
- Tech
- Tesla
Tesla’s latest autonomous push is under fire after reported incidents sparked a lawsuit and market reaction
Tesla is being sued for allegedly hiding safety issues with its Robotaxi service. Robotaxi vehicles were reportedly seen speeding and breaking traffic laws. The lawsuit triggered a 6 percent drop in Tesla’s stock following the incident reports. Tesla and Elon Musk had hoped that the rollout of a long-awaited Robotaxi service in Austin, Texas, would mark a major step forward for the company, bringing fully autonomous driving technology to the public. Instead, the Robotaxi has landed Tesla in hot water. Both Musk and the company are now named in a lawsuit alleging they concealed the risks of self-driving systems and inflated the automaker’s valuation. Read: This City Could Be Tesla’s Toughest Robotaxi Challenge Yet The proposed class action, filed by a group of shareholders, claims that Tesla’s Robotaxi vehicles in Austin have been seen behaving erratically, speeding, hopping curbs, swerving into the wrong lane, braking unpredictably, and even letting passengers off in the middle of busy roads, according to The Economic Times. Shareholders Say the Tech Isn’t Ready According to the shareholders, Musk and Tesla have consistently overstated the effectiveness and prospects of the automaker’s autonomous driving technologies, boosting its stock price. The lawsuit also takes issue with Musk’s April 22 statement that Tesla was “laser-focused on bringing Robotaxi to Austin in June,” and that the service would deliver “scalable and safe deployment across diverse geographies and use cases.” Where Musk Goes, Controversy Follows The shareholders are accusing Tesla and Musk of securities fraud. Their filing argues that the Robotaxi program poses a “significant risk” to public safety and may violate traffic laws, opening the company up to tighter regulatory scrutiny. They also note that Tesla’s stock dipped around 6 percent following public reports of incidents involving the Robotaxi fleet. Last week, Tesla expanded its Robotaxi service to a geofenced area of the San Francisco Bay Area. However, as Tesla does not have regulatory approval to operate completely autonomous vehicles in California, all vehicles in the local Robotaxi fleet have a human behind the wheel. So, in reality, it’s not a Robotaxi service at all, but rather a simple ride-hailing service. Despite these hurdles, Musk remains characteristically confident. On Tesla’s earnings call in late July, he predicted that “half of the population of the US will be covered by Tesla’s Robotaxi by the end of the year,” suggesting that regulatory concerns and technical setbacks aren’t slowing down the company’s broader ambitions.
VW’s Flagship SUV Is Being Phased Out As It Bets On Cheaper Models
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- Reports
- SUV
- VW
- VW Touareg
The German brand is reportedly preparing to pull the plug on the Touareg after 23 years of service
The Touareg will reportedly be axed with no direct replacement planned. VW is shifting focus to higher-volume models like the Tiguan and Tayron. Premium SUV buyers will now be served by Audi and Porsche within the group. The future of VW’s flagship SUV may be coming to a quiet close. The Touareg, currently the most premium and expensive model in Volkswagen’s global lineup, is reportedly set to end production in 2026. No successor is expected, as the brand turns its focus toward more profitable vehicles in core, high-volume segments. According to a report from Autocar citing insider sources, the decision reflects shifting priorities within VW’s headquarters in Wolfsburg. While Volkswagen has not officially confirmed the move, it would be in line with the company’s broader strategy to streamline its portfolio and double down on its strongest-performing categories. We’ve contacted a VW for comment and will update this story if we hear back. A Legacy That Helped Shape the Group Launched in 2002 as a sister model to the Porsche Cayenne, the original Touareg was a passion project of then-chairman Ferdinand Piech, aimed at elevating the VW brand alongside the now-discontinued Phaeton luxury sedan. The luxury SUV not only broadened Volkswagen’s appeal but also played a key role in spreading development costs for the first Porsche Cayenne, which would go on to become a crucial success story for the Stuttgart-based brand. More: Here’s The New VW T-Roc Before You’re Supposed To See It The second-generation Touareg followed in 2010, and the current third-generation model, which never came to North America, arrived in 2018. It shares the MLB Evo platform with other high-end VW Group models, including the Audi Q7 and Q8, Porsche Cayenne, Bentley Bentayga, and Lamborghini Urus. The most recent update came in 2023. If the model does wrap up in 2026, it would mirror the eight-year lifecycle of its predecessors. What Fills the Gap? Volkswagen’s exit from the premium SUV segment leaves room for sibling brands like Audi and Porsche to handle upmarket duties. Meanwhile, VW will continue focusing on volume sellers such as the Tiguan, currently the brand’s global bestseller. Anyone looking for a larger VW SUV could take a look at the Tayron, essentially the European version of the US-market Tiguan. Though smaller and less upscale than the Touareg, it adds versatility with a three-row option—something the Touareg never offered. It also comes equipped with a solid tech package that helps bridge the gap. More: The Tiguan R Could Return Stronger Than Ever Further up the size chart, models like the Terramont and Talagon, both based on VW’s MQB platform, are expected to take on flagship status within the lineup. A similar shift already happened in North America, where the Atlas (known elsewhere as the Terramont) indirectly replaced the Touareg after its discontinuation in 2017 due to low sales. Other Models On The Chopping Block Besides the slow-selling Touareg, Volkswagen is getting ready to say goodbye to another SUV, the fully electric ID.5. The coupe-SUV that was introduced in 2021 will reportedly be axed in 2027 after a single generation. The reason is that the ID.5 didn’t even come close to the popularity of its high-volume ID.4 sibling, which is about to receive a comprehensive mid-lifecycle update next year. More: VW’s Best-Selling EV May Return With A Whole New Identity In addition, VW has reportedly shelved plans for a compact, fully electric minivan that would have replaced the Touran. The MEB-based model was envisioned as a smaller, more affordable alternative to the ID. Buzz. However, sources say the board ultimately rejected the idea, citing a market that continues to favor SUVs and crossovers over MPVs. Complicating matters further, VW’s R&D hub in Braunschweig is said to be operating at full capacity, with resources now being directed toward core projects like the electric successor to the Golf. H/T to Autocar
Infiniti’s Flagship SUV Goes Darker As It Crosses Into Six-Figure Territory
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- Infiniti
- Infiniti QX80
- Infiniti Videos
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The new QX80 Sport embraces the blackout trend and features a six-figure price tag
Infiniti has revealed the 2026 QX80, which now features a newly added Sport trim. The Sport trim adds dark exterior details, Y-spoke wheels, and a two-tone interior. Pricing rises by $1,300 while the destination charge increases by an additional $195. The redesigned Infiniti QX80 has been a hit with consumers as US sales surged 47.1% through the first six months of the year. It’s a rare bright spot for the luxury brand as the QX80 was the only model to post a sales increase in the first half of the year. Given that success, Infiniti isn’t letting up as they’ve introduced the 2026 model, which gains an all-new Sport trim. It replaces the Sensory grade and follows in the footsteps of the QX60 Sport. Review: The 2025 QX80 Is A Step In The Right Direction for Infiniti Looking dark and menacing, the QX80 Sport has a revised grille and a unique front bumper, joined by special 22-inch wheels with Y-style spokes. Buyers will also find several dark accents, including the mirror caps, roof rails, trim, and badging. Four different colors will be available, including Mineral Black, Radiant White, Grand Blue, and Dynamic Metal. The latter three can be paired with an optional Black Obsidian roof for an even more unique appearance. The colorful cabin features a Dusk Blue interior with semi-aniline leather in black and blue, with the seats getting diamond-pattern perforation. The dark theme continues elsewhere as the luxury SUV comes equipped with Dark Brown open-pore ash wood trim and dark matte chrome accents. Buyers will also find a graphite headliner to keep things moody. Besides the special touches, the $101,950 QX80 Sport comes nicely equipped with dual 14.3-inch displays, a lower 9-inch climate control screen, and a head-up display. That’s on top of heated, ventilated, and massaging front seats as well as a 24-speaker Klipsch premium audio system. Rounding out the highlights are a biometric cooling system, a frameless digital rearview mirror, and a 64-color ambient lighting system. Despite the name, the model continues to be powered by a twin-turbo 3.5-liter V6 engine developing 450 hp (336 kW / 456 PS) and 516 lb-ft (699 Nm) of torque. It’s connected to a nine-speed automatic transmission and a standard four-wheel drive system. The addition of the Sport trim appears to be the only major change for 2026, and the model will arrive at dealers late this summer. When it does, customers will find the entry-level QX80 Pure has climbed to begin at $83,750. That’s a sizable jump as the 2025 model began at $82,450 and had a cheaper $1,995 destination fee. 2026 Infiniti QX80 Pricing Trim MSRP PURE RWD $83,750 PURE 4WD $86,850 LUXE RWD $90,850 LUXE 4WD $93,950 SPORT 4WD $101,950 AUTOGRAPH 4WD $111,500 SWIPE Prices exclude a $2,190 destination fee
Nissan’s Next Electric Halo Could Be Born On A Formula E Racetrack
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- Formula E
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Unlike the Ariya Nismo, future performance EVs from Nissan could do the Nismo badge justice
Nissan is exploring using Formula E to develop future electric performance car prototypes. A future Nissan high-performance prototype could use Formula E-sourced electric motors. As part of the new Gen4 racing regulations, Formula E cars will be able to produce 800 hp. Nissan is in urgent need of a turnaround. While focusing on mainstream vehicles might seem like the obvious path back to stability, the company is also exploring something a bit more ambitious: high-performance electric cars that could benefit from the technology developed by its Formula E team. Read: Nissan’s Full-Size SUV Gets The NISMO Treatment According to Tommaso Volpe, who heads Nissan’s Formula E operations, the brand is actively looking at ways to connect its racing division with Nismo, the company’s performance arm. One idea on the table is to create “some prototypes based on normal chassis that can help the Nismo division to enhance the performance of electric cars,” Volpe said. That would mark a new level of collaboration between motorsport and road car development at Nissan, especially as the company works to re-establish its identity in the EV space. A New Kind of Nismo Nissan does have a Nismo-branded version of the Ariya in its range, but it’s a softer model, not necessarily the kind of hardcore performer you might expect from Nismo. Volpe noted that it “has no influence from Formula E,” but in the future, the team could first develop a prototype, and then the company would be able to use it as a base for future products. According to Autocar, any such future prototype from the team could use the same basic dual-motor system as the current Formula E race car, which can churn out 469 hp, but as part of the 2026/2027 season, will be upgraded to deliver roughly 800 hp. Track Tech Meets the Street Volpe believes this next-generation powertrain could be the point where race-bred innovations start to filter more directly into Nissan’s road cars. “The development of the Gen4 cars will be when potential transfers will come from the racing cars to future [road] products, because the level of performance and efficiency will be pushed even more to the limit,” he told the magazine. He also noted that the Gen4 Formula E cars will feature all-wheel drive. That aligns well with Nissan’s experience in developing AWD electric systems, such as the one used in the Ariya, where the car can control grip independently at each wheel. Volpe sees this as a strong area of overlap between racing and road-going EVs. “The regulations of Gen4 have been written in an open conversation with manufacturers,” he added. “One of the reasons all-wheel drive is there is because of a strong push by Nissan and some other manufacturers, because all-wheel drive is the trend for the core business in the future.” Nissan chief executive Ivan Espinosa has previously said the brand has “exciting plans” for several future sports cars. In fact, he has expressed interest in there being upwards of four or five halo models for the brand.
This Boxy Daihatsu Van Thinks It’s A Baby Land Cruiser
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Daihatsu shows off a trio of quirky custom concepts in Indonesia and is giving away two of them
Daihatsu revealed three custom builds at GIAS 2025, including two vans and a hatchback. Gran Max Taft Guy stands out with boxy nose, off-road bumpers, and roof-mounted rack. City Pop and Ayla Retro Future were developed in collaboration with GH Style and NMAA. The ultra-rare Daihatsu Rocky Limited Edition wasn’t the only standout at the 2025 Gaikindo Indonesia Auto Show, as it shared the spotlight with three unique custom builds. Our favorite of the bunch is the Daihatsu Gran Max Taft Guy, a reworked small van featuring a retro-inspired front end reminiscent of the Toyota Land Cruiser, along with a few off-road touches. More: This Tiny Minivan Disappeared For Two Years Now It’s Back With Sliding Doors These concepts are the result of a collaboration between Daihatsu, Indonesian radio personality and tuner Gofar Hilman (founder of GH Style), and the National Modificator & Aftermarket Association (NMAA). Two of the builds are based on the utilitarian Gran Max light commercial vehicle, while the third takes the form of a heavily reworked Ayla hatchback. Gran Max Taft Guy: Kei Car Meets Off-Road Van The Gran Max Taft Guy draws inspiration from the Japan-market Daihatsu Taft kei car, bringing a similar rugged aesthetic to Indonesia. The original Gran Max’s smooth, practical design is replaced with a boxier, upright look. This includes a new plastic grille with round LED headlights, a shortened hood, restyled front fenders, and a tougher-looking bumper with an integrated skid plate. At the rear, the van gets a custom bumper fitted with taillights resembling those on the Suzuki Jimny, while the original lights have been swapped out for flush body-colored panels. The off-road makeover is completed with 16-inch Turbo Bastard wheels featuring disc covers on the front axle, a roof rack, and a full-size spare mounted on the back door. It also appears to have a lifted stance, although it’s unclear if this is due to suspension modifications or simply cosmetic changes. Daihatsu Gran Max City Pop: Nostalgia on Wheels The second van, called the Gran Max City Pop, pays tribute to the sixth-generation Daihatsu Hijet from the 1980s. Its custom front end includes a retro-styled grille with round headlights, classic amber indicators, and new bumper, hood, and fender designs that complete the vintage look. More: 2025 Daihatsu Hijet Is Available In 26 Configurations, Including Tiny Dump Trucks Additional changes include side skirts, the same 16-inch Turbo Bastard wheels, a retro-themed rear bumper, and taillight covers. This one-off build was created for Indonesian rock band D’Masiv, which explains the custom graphics and stickers decorating the sides. Power likely comes from the standard 1.5-liter four-cylinder engine, producing 95 hp (71 kW / 97 PS) and sending power to the rear wheels. A Slammed Retro Hatchback Last but not least, the Daihatsu Ayla Retro Future is GH Style’s idea of a “retro-modern city car” that combines classic and futuristic styling cues. The model is hardly recognizable as an Ayla due to the extensive modifications on the bodywork. Daihatsu The front has a new hood, headlights, bumper, and fenders, trading the edgy looks of the original for a more rounded and friendly appearance. The exterior package includes 15-inch Turbo Bastard wheels, a slammed Airsus air suspension setup, a custom rear bumper, and unique taillight covers. Inside, the cabin is reupholstered in a two-tone combination of orange and mint green. There’s no mention of performance upgrades, suggesting the Retro Future still runs on the stock 1.2-liter engine, producing 87 hp (65 kW / 88 PS). How to Get One The Gran Max Taft Guy and the Ayla Retro Future will be offered for sale through a special program. The van will be offered to a lucky Daihatsu owner through a draw, while the hatchback can be obtained through a Dance Challenge on social media. Winners for both will be announced at the Indonesia Modification & Lifestyle Expo (IMX) on October 12. View this post on Instagram A post shared by Gofar Hilman (@pergijauh) View this post on Instagram A post shared by Gofar Hilman (@pergijauh)
Zacoe Made The Revuelto So Wild It’s Basically A Supervillain Starter Kit
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- Lamborghini
- Lamborghini Revuelto
- Tuning
- Zacoe
Lamborghini itself will have a tough time creating a Revuelto that's more eye-catching than this
Zacoe thought the Revuelto wasn’t wild enough so it made it cartoonishly wider. No drilling is required to bolt on this Batmobile cosplay kit to your Lamborghini. No price yet, but expect it to cost more than your average college education. Earlier this year, the team at Zacoe unveiled a wild bodykit for the Lamborghini Revuelto, turning the already remarkable Italian supercar into one fitting of the SVJ badge. The tuner wasn’t satisfied. Fast forward to August, and it’s unveiled a widebody kit for the Revuelto that takes the design to new heights, making the latest V12-powered Lamborghini look even more like a Batmobile. Read: Feral Lamborghini Revuelto Looks Like A Future SVJ This new version, dubbed Stage Two, expands on the earlier kit while retaining many of the original components. According to Zacoe, owners of the first kit can seamlessly upgrade to the widebody setup, adding a new layer of visual drama without starting from scratch. Carbon Fiber, Front to Back All parts are made from carbon fiber and start at the front with a new hood, splitter, and aero blades. The flared front fenders then immediately catch the eye and come complete with massive air louvers and vents to assist with the aero. Importantly, there is no drilling required, as these fenders fit in place of the original ones, rather than on top of them like some other cheaper fender flares on the market. It’s a similar story at the rear where the fenders are all-new units, and sit far wider than the originals. They, too, come with louvers and help to accommodate an even fatter set of wheels. A larger swan neck rear wing has also been installed as part of the widebody package. Other upgrades include a bespoke engine cover with a large roof scoop and an enhanced rear diffuser. Beyond aesthetics, Zacoe has collaborated with Fi Exhaust to develop a custom exhaust system for the Revuelto. It features unique 3D-printed tips, reinforcing the car’s styling with tangible performance upgrades. While pricing for the Stage Two kit hasn’t been disclosed, it’s safe to assume it will sit at the top end of the market. For context, Zacoe’s widebody kit for the McLaren 720S carries a nearly $50,000 price tag. Given the Revuelto’s higher profile and more complex design, this one is likely to cost even more.
You’ve Never Seen A Motorcycle Steer Like This Before
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- Design
- motorcycles
- Offbeat News
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The bizarre design is meant to solve problems that motorcyclists face on track
The Kejashi allows the front wheel to steer separately from the motorcycle frame. This setup reduces required lean angle and helps maintain more consistent tire grip. Its active wing adjusts with steering input to deliver downforce throughout each turn. Motorcycles are fast, thrilling, and capable machines, but when it comes to maximizing grip through corners, motorcycles face inherent limitations. One fabricator in South Australia believes he may have found a way to change that. His name is Kent James Shillitoe, and his invention, dubbed the Kejashi, is a radical new motorcycle steering concept. At its core, it separates the front wheel from the main frame, allowing it to move independently. The potential benefits could be groundbreaking. Read: Some E-Bikes Can Hit 70 MPH And One State Is Not Having It This design is trying to solve a problem that motorcyclists face. When they turn, they struggle to maintain the same levels of grip that a car can. The problem is a complex one and goes beyond the scope of this article, but we’ll try to simplify it. Motorcycles inherently have less grip than a car because they have just two tires. Riders lean over to make the most of that grip, but even there they’re limited. Why Motorcycles Struggle with Grip On top of that, motorcycles can’t take advantage of the same aerodynamic surfaces that cars can. When they lean over, the aero bits that could contribute to downforce are now at an angle that actually hurts cornering ability. These are the issues that the Kejashi is trying to solve for. It features an offset trailing steering system design. That means that the front of the bike moves independently of the rear during turns. This reduces the amount that a rider must lean over. “Offsetting the weight toward the inside of the turn, that’s what the GP guys are trying to do with their bodies,” Shillitoe told New Atlas. “But moving the wheel toward the outside of the turn naturally offsets the weight of the bike and the rider toward the inside, and reduces the amount of lean angle required.” There are other benefits here. A New Take on Suspension and Aero First, because the bike remains more upright, the suspension can do its job more effectively. Second, it makes the giant active wing you see here more effective too. Just like the steering system, it moves when the rider provides steering input. Turn left, and the wing moves right. Steer the other direction, and the wing switches position, always maintaining a position that allows downforce to remain as downforce. Shillitoe is still working on the design and hopes to continually improve it over time. His testing has been understandably limited to this point. Hopefully, with some additional exposure and some support, he’ll push this new steering system to the limit to find out if it’s the next big thing in motorcycle technology. Credit: Kent Shillitoe

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2025 Hungarian GP - Day After Debrief
- formula1
Welcome to the Day after Debrief discussion thread! Now that the dust has settled in Budapest, it's time to calmly discuss the events of the last race weekend. Hopefully, this will foster more detailed and thoughtful discussion than the immediate post race thread now that people have had some time to digest and analyse the results. Low effort comments, such as memes, jokes, and complaints about broadcasters will not be deleted since I do not have that power, but I will be very disappointed with you. We also discourage superficial comments that contain no analysis or reasoning in this thread (e.g., 'Great race from X!', 'Another terrible weekend for Y!'). Thanks! submitted by /u/AutoModerator [link] [comments]
Ask r/Formula1 Anything - Daily Discussion Thread
- formula1
Welcome to the r/formula1 Daily Discussion / Q&A thread. This thread is a hub for general discussion and questions about Formula 1, that don't need threads of their own. Are you new to Formula 1? This is the place for you. Ever wondered why it's called a lollipop man? Why the cars don't refuel during pitstops? Or when Mika will be back from his sabbatical? Ask any question you might have here, and the community will answer. Also make sure you check out our guide for new fans, and our FAQ for new fans. Are you a veteran fan, longing for the days of lollipop men, refueling during pitstops, and Mika Häkkinen? This is the place to introduce new fans to your passion and knowledge of the sport. Remember to keep it civil and welcoming! Gatekeeping within the Daily Discussion will subject users to disciplinary action. Have a meta question about the subreddit? Please direct these to the moderators instead. submitted by /u/AutoModerator [link] [comments]
Last time current F1 drivers have been lapped
- formula1
submitted by /u/Portocala69 [link] [comments]

All podiums so far this season
- formula1
submitted by /u/Luffy710j [link] [comments]

Pictures of Franco Colapinto’s Pirelli testing crash
- formula1
submitted by /u/garfungle_ [link] [comments]

Most places gained at the Halfway mark of the 2025 f1 season
- formula1
submitted by /u/Dangerous_Minute_625 [link] [comments]

[from Julianne Cesaroli] Cadillac left contenders for 2025 F1 seat in the dark after meeting
- formula1
According to Julianne Cesaroli, in her blog, after a meeting that happened last week, in which several topics were discussed, all the contacts with the potential drivers went dark, even with front runners such as Bottas. Based on the information she has right now, Cadillac is yet to decide in which way they will go with the drivers: either a Experience/Experience combination, or a Experience/Rookie. If they go with the later, Felipe Drugovich is well positioned. submitted by /u/jnighy [link] [comments]

Colapinto crash disrupts Alpine's 2026 F1 tyre test
- formula1
submitted by /u/Expensive_Ladder_486 [link] [comments]

Ferrari's Consistency since 2008
- formula1
I find it amazing that Ferrari almost always build a car that's at the front, but never manages to win a championship. It's somewhat remarkable consistency really. Looking at the Constructor's results since 2009, Ferrari's average finishing position is 2.88. Broken down by year: 2nd place – 7 times (2012, 2015, 2017, 2018, 2019, 2022, 2024) 3rd place – 6 times (2010, 2011, 2013, 2016, 2021, 2023) 4th place – 2 times (2009, 2014) 6th place – 1 time (2020) (Even the one 6th place finish is somewhat of an outlier, following on from the very cool and very legal engine in 2019. This is a factual description, there is no need to speculate on this). Bear in mind that there have been numerous regulations changes over this period. The other teams fighting at the front (Red Bull, Mercedes and McLaren) have all had their championships and struggles, but Ferrari are just so consistently nearly men. For reference, Red Bull is the next best runner-up, finishing second in the Constructors 5 times over the same period. But crucially, Red Bull has had two dominant winning runs in this period too. submitted by /u/Schorpio [link] [comments]
How do you rate my Ferrari? :)
- formula1
submitted by /u/No-Zucchini8124 [link] [comments]

McLaren boss Zak Brown says Lando Norris and Oscar Piastri will 'not properly fall out' in bid for F1 title
- formula1
submitted by /u/Aratho [link] [comments]

F1 Exhibition Amsterdam: Photo Dump 📸🔥
- formula1
submitted by /u/fionaschodduyn [link] [comments]

[F1 via Instagram] It's what you've all been waiting for... Grill The Grid is back! Episode 1 lands on our YouTube channel today at 15:00 UTC. Swipe to see full episode list
- formula1
submitted by /u/randomseocb [link] [comments]

Points going into summer break 2025 v 2024
- formula1
submitted by /u/pidgeyenjoyer [link] [comments]

Comparative Performance of Rookies and Teammates
- formula1
How I’m Comparing Rookies Comparing drivers across different teams is never straightforward, especially with all the mid-season shuffling that goes on. To keep things fair and avoid car-based bias, I’m only looking at how each rookie performed compared to their teammate on the exact weekends they both raced. So for cases like Doohan and Colapinto, each rookie gets matched against Gasly—but only using Gasly’s stats from the races they shared. It’s basically like splitting Gasly into two drivers, one for each rookie stint. On the flip side, with Lawson and Hadjar, who had different teammates during the season, each one’s “teammate” is a blend of stats from whoever was alongside them at each race. This way, the comparisons always line up with who was actually on the other side of the garage at the time. Also, since lap times can vary wildly from track to track, I compare lap time gaps as percentages, not raw numbers, where the baseline is the teammate's time. That way, the results reflect true performance differences, not just circuit quirks. Clarification on the third plot How can BOR be slower in average than his teammate and yet have a better average qualifying position? He outqualified HUL by 12 positions twice. If we ignore those two weekends, his mark would be very close to BEA's. However, those two amazing Q's pull him to the left way more than they pull him down. submitted by /u/JoacoIB [link] [comments]

The Face Mash Challenge! | Grill The Grid 2025 | Episode 1
- formula1
submitted by /u/wyxegake [link] [comments]

Championship Standings and Eliminations- Hungarian GP
- formula1
In the driver's championship: Bearman, Colapinto and Doohan are mathematically eliminated - even if they win every remaining race they cannot score more points that Piastri currently has. Tsunoda remains a possibility on count-back, despite his maximum tying with Piastri's current total. In the constructor's championship: 6 teams are mathematically eliminated (Williams, Aston Martin, Sauber, RB, Haas and Alpine). With a maximum of 43 points available on non-sprint weekends, if McLaren gets 1-2's in Zandvoort, Monza and Baku, they will secure the title in Baku - even if Ferrari comes 3 and 4 in the same races. submitted by /u/bi-nerds [link] [comments]

Max Verstappen’s overtake at Imola 2025, with David Coulthard’s live reaction.
- formula1
submitted by /u/anthn885 [link] [comments]

Ferrari explains decision to extend Fred Vasseur despite winless 2025 F1 campaign
- formula1
submitted by /u/MoneyLibrarian9032 [link] [comments]
Is Bortoleto the best rookie?
- formula1
In my opinion, what he’s been doing in a Sauber shows much more talent than all the other rookies this year. Since the start of the season, I already thought the best ones would be him—because he won the Formula 3 and Formula 2 titles in his rookie seasons—and Antonelli. However, Antonelli has been showing himself to be far inferior to his teammate. I believe it’s due to the pressure of starting in a big team like Mercedes, but to me, that makes Bortoleto the best rookie. That said, welcome back, Ayrton Senna. submitted by /u/Glum-Accountant-9801 [link] [comments]

How many more records will fall by the end of 2025?
- formula1
🚀 2025 Fastest Laps vs Track Records ✅ 7 of 14 all-time records broken 🏁 10 races still to come How many more records will fall by the end of 2025? 🔒 Track records still standing at the remaining races of the season (by constructor): ➡️ Previous era records: • ⬛️ Mercedes – 3 • 🟦 Red Bull – 2 • 🟥 Ferrari – 1 ➡️ Current era records: • ⬛️ Mercedes – 2 • 🟥 Ferrari – 1 • 🟧 McLaren – 1 submitted by /u/FormulaOneDashboard [link] [comments]

Russell holds good cards in contract talks - Wolff
- formula1
submitted by /u/enesracing [link] [comments]

Hungarian GP 2025 | Highlights | Comedy on F1 racing
- formula1
submitted by /u/fury426 [link] [comments]

Race Production Decline
- formula1
I’m a newer fan. I started watching middle of 2023. I’ve watched every race since and have noticed a decline in the overall TV product on race day. As a newer fan I assumed it must be a me thing. I recently got F1TV and started in on the archived races, starting with 2021. Night and day difference. I enjoy the production aspects of the race so much more. Tire decline rates, overtake probabilities, time differentials as pace off leader for most of the race, pit window graphics on every races. Zero 10s shots of girlfriends. They really did the technical aspects of the race so much better just four years ago. Apologies if this has been touched upon a lot but as someone newer to the sport, who hasn’t watched the past 10 years in sequence, the quality of the program has really gone down hill, and I want better. submitted by /u/lordwilmore_34 [link] [comments]
Power Rankings for the Hungarian Grand Prix
- formula1
submitted by /u/AxcesDrifter [link] [comments]

Williams Racing paddock access at F1 in Spa Francorchamps: X-T5 with 16-55/2.8
- formula1
submitted by /u/dieter-e-w-2020 [link] [comments]
The F1 test fans can watch for £6 explained
- formula1
submitted by /u/jaysvw [link] [comments]

Global Car Culture Since 2008
A How-To Guide To ITBs With Project NSX
- Content
- Special Feature
- Speedhunters Crew
- Australia
- honda
- individual throttle bodies
- ITB
- ITBs
- NA1
- NSX
- project car
- Project Cars
- Project NSX
- Speedhunters Project Car
What do we love so much about naturally aspirated engines? Perhaps the musicality, or the responsiveness, or the combination of both that creates an emotionally rewarding experience with every stab at the throttle pedal. Well, whatever underpins that appeal, I can say for sure that nothing turns it up to 11 quite like a set of […]
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3 Days At The World’s Most Luxurious Race Track
- Content
- Special Feature
- Speedhunters Crew
- Circuit
- honda
- japan
- Manthey
- Porsche
That’s what Cornes & Co did here in Japan, and with that, we’re left with The Magarigawa Club. The Magarigawa Club is not hot off the press news, it’s actually been open for a little over 18 months now, but since it’s doors have opened, I had yet to have the chance to visit and see what […]
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Modernising A WRC Legend: The Prodrive P25
- Car Features
- Content
- 22B
- Car Spotlight
- EJ25
- Impreza
- japan
- JDM
- magarigawa
- P25
- Prodrive
- Prodrive P25
- Subaru
Not so long ago, restomods were almost exclusively reserved for big dollar classics and vintage supercars. But exclusivity no more, just in the last couple of years we’ve seen the JDM space sprout a few of its own resto-mods; the Built By Legends GT-Rs and TOM’S’ Supra just to name a few. That’s where the Prodrive P25 […]
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8 Cars In 1 Day: A Day With Drivers Lounge
- Content
- Special Feature
- Speedhunters Crew
- Car Rental
- Drivers Lounge
- evo 6
- Evo X
- gtr
- Hakone
- Hakone Turnpike
- honda
- japan
- Monster Sports
- S660
- Spoon
- Suzuki Alto Works
And rightly so, there’s so much to see, visit, do and of course eat, oh and if you happen to be a car guy or gal, then you’re in luck as there’s never been a better time to actually see the car culture in all its glory. With famed parking areas like Daikoku and Umihotaru […]
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Kei & Mighty: Exploring Japan’s WAZUKA Microcar Museum
- Content
- Special Feature
- Speedhunters Crew
- BUBU
- BUBU Shuttle-50
- Collection
- japan
- Kei
- Kei-car
- micro car
- microcar
- Museum
- WAZUKA Microcar Museum
That might sound like a lot, but it manages some 82 million vehicles in some of the world’s most densely populated cities daily. As a country, it should be at a perpetual standstill. Yet, ever since the 1950s, the Japanese have held a tiny little ace up their sleeves… Kei-jidõsha, or ‘kei car’ as it’s […]
The post Kei & Mighty: Exploring Japan’s WAZUKA Microcar Museum appeared first on Speedhunters.
10-Year Throwback: For The Love Of Rotary
- Car Features
- Content
- Special Feature
- Speedhunters Crew
- 13b
- Car Shop Glow
- CSG
- FD3S
- japan
- mazda
- Rotary
- rx-7
- rx7
- Throwback
- time-attack
- Zest Racing
But finally, after the stars recently aligned, I managed to get the cool guys at Car Shop Glow (CSG) to bring their time attacking Mazda to a quiet location away from the hustle and bustle of Tokyo’s daily chaos. I can remember the first time I laid eyes on this RX-7 – it was probably […]
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Project Rough: DIY Corner Balance Take 2 – With Physics!
- Content
- Special Feature
- Speedhunters Crew
- corner balance
- corner weighting
- corner-balancing
- DIY
- er34
- japan
- Nissan
- project car
- Project Cars
- Project Rough
- SH Garage
- Skyline
- Speedhunters Garage
- Speedhunters Project Cars
Corner balancing a car has been one of those things that seemed off-limits to the average automotive DIY enthusiast. You can find a wide range of electronic scales from a speed shop like Summit Racing; however, a ‘decent’ set will set you back at least $1,000, and a higher-quality set will cost double that. You […]
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Nifsta Classic Cars: Stockholm’s Summer Delight
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- Speedhunters Crew
- American car
- American Muscle
- car meet
- Central Muscle Cars
- Chevrolet
- classic cars
- Ford
- Nifsta Classic Car
- sweden
- USA
Car meets are a rare occurrence in Scandinavia’s cold months, but with the arrival of spring and the clearing of salted roads, enthusiasts begin bringing out their cars. After a long, dark, and freezing winter, not one clear, warm day is wasted. While there are a few well-known spots for gatherings, on Thursday evenings over […]
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Who Remembers The JUN Akira Supra?
- Content
- Special Feature
- Speedhunters Crew
- 2JZ
- 2JZ-GTE
- 2JZGTE
- A80
- Akira
- Bonneville
- japan
- JDM
- jun
- JUN Akira Supra
- JUN Auto
- JUN Auto Mechanic
- JZA80
- Option Magazine
- Supra
- Toyota
- tuner
- Wangan
I could name a few, but one that stands out is a 21-second clip of a bright yellow MkIV Toyota Supra built by JUN, power-sliding at Tsukuba Circuit. I’m not sure where I first saw it online, but in 2001 – four years before YouTube was a thing – you can bet I risked the prospect […]
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From The Garage To The Loop: A Kanjo-Spec Civic Type R
- Car Features
- Car Spotlight
- Content
- B16B
- Build
- Civic
- ek
- EK9
- honda
- japan
- Kanjo
- Kanjo Loop
- kanjozoku
- Osaka
- Osaka Loop
- Type R
- VTEC
‘Give a man a body kit, and he’ll look cool for a day. Give him a sheet of raw carbon fibre, and he’ll look cool for a lifetime.’ Masato Nitta lives by this philosophy, and he’s built a one-piece carbon front cowl for his EK9 Honda Civic Type R to prove it. Of course, while this […]
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Latest BMW News, Reviews and New Models
5 Best Special-Edition BMWs of the 21st Century
- News
- 3.0 CSL
- E46 M3 CSL
- M3 CRT
- M3 GTS
- Skytop
BMW enthusiasts often lament the fact that the Munich-based automaker doesn’t offer a supercar comparable to the Porsche 911 or the Ferrari 296. It did produce the i8 from 2014 to 2020, but the plug-in hybrid...
First published by https://www.bmwblog.com
BMW enthusiasts often lament the fact that the Munich-based automaker doesn’t offer a supercar comparable to the Porsche 911 or the Ferrari 296. It did produce the i8 from 2014 to 2020, but the plug-in hybrid coupe got overshadowed by the 911 and the Audi R8. There are also sports cars such as the Z4—which won the BMWBLOG 2024 Car of the Year award—and the M2—which earned MotorTrend’s 2024 Performance Vehicle of the Year title. As yet, an exotic supercar doesn’t seem to be a priority for BMW. Instead, its focus remains on limited-edition models built on existing platforms. While these vehicles may not be as flamboyant or extravagant as the M1 or the i8, they have better commercial viability and a greater spillover effect on the overall brand. To that end, this article will explore the five best special-edition BMWs of the 21st century. E46 M3 CSL: A Lightweight Legend The M3 CSL was the high-performance variant of the E46 M3, limited to 1,383 units. Under the hood, it packed a 3.2-liter inline-six engine that delivered 360 horsepower and 273 pound-feet of torque to the rear wheels through a 6-speed SMG transmission. This setup allowed the CSL to sprint from 0 to 60 mph in 4.9 seconds and reach a top speed of 155 mph. It was also quicker than the Ferrari 360 Challenge around the Nurburgring, with a lap time of 7 minutes and 50 seconds. Today, examples of the E46 M3 CSL have been known to easily fetch over $100,000. E92 M3 GTS: Sharpened for the Track The E90/E92 M3 was the first and only mass-produced M3 to feature a V8 engine. Its award-winning S65 powertrain produced 414 horsepower and 295 pound-feet of torque, enabling a 0 to 60 mph time of 4.6 seconds. However, for those seeking more performance, there was the E92 GTS with 444 horsepower, a 0 to 60 mph time of 4.2 seconds, and various chassis upgrades for sharper handling. Besides, it posted an impressive Nurburgring time of 7 minutes and 48 seconds. That said, the planned production of the M3 GTS was 150 units only. E90 M3 CRT: Carbon Fiber Rarity Even more exclusive than the M3 GTS was the E90 M3 CRT (67 units). It shared the same V8 engine as the M3 GTS and weighed 70 kilograms less than the E90 sedan thanks to its carbon-fiber bonnet and front seats. Needless to say, like the E92 GTS and the E46 M3 CSL, the M3 CRT is a highly sought-after collector’s car with prices reaching up to $250,000. For reference, that is more than the MSRP of BMW’s current flagship models, including the XM Label ($186,700), the i7 M70 ($168,500), and the M8 Competition Convertible ($150,000). 3.0 CSL: BMW M’s Million-Dollar Tribute The 3.0 CSL was designed as a tribute to the E9 3.0 CSL and launched to mark the 50th anniversary of BMW’s M division. Mechanically, it is based on the G82 M4, boasting 560 horsepower and a top-speed of over 186 mph (300 km/h). Meanwhile, its production was limited to 50 units, with each carrying a price-tag of over €750,000 (around $875,000). Of course, in the secondary market, the 3.0 CSL’s value has increased further to over $1 million, placing it in the same league as supercars from Ferrari, Lamborghini, and McLaren. Needless to say, we loved the BMW 3.0 CSL in our own test drive last year. BMW Skytop: A Future Classic? It’s frankly too soon to say if the Skytop (50 units; MSRP of €500,000/$585,000) will become an all-time classic. However, in an era where BMW’s design language has been often criticized for being over-the-top and ostentatious (as seen in vehicles like the XM and the i7), the Skytop provides a welcome respite with its smooth, elegant look. Indeed, it’s one of the most visually stunning cars BMW has ever made, on par with the Z8 and the i8. The BMW Skytop also opened up the door for future limited production models, like the upcoming Speedtop and even a potential special M car. First published by https://www.bmwblog.com
AC Schnitzer’s Take on the 2025 MINI Convertible Is Subtle but Serious
- MINI
- ac-schnitzer
- F67
- F67 JCW
- MINI Convertible
AC Schnitzer’s latest package for the new MINI Convertible (F67) adds more grip, more sound, and a sharper stance—without overdoing it. The 2025 MINI Convertible (F67) hasn’t been out long, but AC Schnitzer has already...
First published by https://www.bmwblog.com
AC Schnitzer’s latest package for the new MINI Convertible (F67) adds more grip, more sound, and a sharper stance—without overdoing it. The 2025 MINI Convertible (F67) hasn’t been out long, but AC Schnitzer has already put together a full tuning package for it. It’s aimed at drivers who want more control, more noise, and more presence—without giving up everyday drivability. A Power Boost in the Works For those driving the John Cooper Works model, a power upgrade is currently in development. While exact performance figures haven’t been shared yet, AC Schnitzer says it will come with a component warranty for up to 100,000 kilometers, and extended coverage will be available. There’s also an optional engine cover to match, offering a small visual cue that things under the hood aren’t stock. New Exhaust, New Voice AC Schnitzer’s new exhaust system is aimed at both the Cooper S and JCW. It includes front and rear silencers and ends in a pair of centrally mounted, 100 mm carbon-finished tips. It’s paired with a new rear diffuser insert that helps tie everything together. It’s not just for looks—the system is designed to add sound and a bit more visual weight to the rear of the car. Your News First Drive: 2025 MINI John Cooper Works Convertible (F67) Suspension Tweaks for More Control A fully adjustable coilover suspension is currently in development, but if you don’t want to wait, there’s already a lowering spring kit available. It drops the ride height by about 20 to 25 mm at both ends, giving the car a lower center of gravity and sharper road feel without going overboard. Two Sets of Wheels There are two new wheel designs to choose from. The first is the MI3—a more modern, web-like Y-spoke pattern available in black or BiColor. The second is the more familiar AC1 five-double-spoke design, also in two finishes. Both options come in 19-inch sizing with 225/35 R19 tires. If you’d rather keep your factory wheels, you can still improve stance and stability with 10 mm black anodized wheel spacers. Aerodynamic Bits Enhance The Cooper There’s also a set of aero parts: a front splitter, side wings, and side skirts. They’re not extreme, but they do alter the car’s look and help with airflow. Decals are available in black or red, and there’s a simple but smart touch—paint protection film for the rear bumper to reduce scratches during loading and unloading. Interior Add-ons Keep It Simple Inside, Schnitzer offers a few small upgrades—aluminium pedals, a matching footrest, and a key holder. They don’t change the driving experience, but they give the cabin a bit of extra texture without going over the top. There are no details yet on pricing, but as always, you can follow their page for more updates. First published by https://www.bmwblog.com
How Formula BMW Shaped a Generation of Formula One Stars
- News
- BMW Formula
- bmw formula 1
BMW and Formula One have an inextricable history. Most frequently, the relationship gets reduced to BMW’s history of supplying engines. Far from an unfair categorization. But there’s another way BMW “supplied” Formula One in the...
First published by https://www.bmwblog.com
BMW and Formula One have an inextricable history. Most frequently, the relationship gets reduced to BMW’s history of supplying engines. Far from an unfair categorization. But there’s another way BMW “supplied” Formula One in the early 2000s: Formula BMW. A separate entity with previously limited OEM involvement (although BMW did supply engines), the OEM took the reigns with sights set on developing even better drivers. Formula BMW: Rapid Changes and New Faces As we mentioned, Formula BMW already got its engines straight from the mothership. With BMW Motorsport’s intervention in 2001, things changed a bit. BMW now provided entire cars for the series. Secondly, the automaker reconfigured how the ADAC (Allgemeiner Deutscher Automobil Club, literally “General German Automobile Club”) worked. It prioritized drivers aged 15 or older with no international racing experience other than karting. The Formula BMW program is touted by BMW as being “far more than simply a step up from karting.” Formula BMW gave drivers access to unique education opportunities that other junior racing series didn’t. A physical fitness coach, PR training and access to factory drivers and F1 bosses made Formula BMW stand out. A real paddock — complete with a hospitality tent for socialization, eating, and entertaining — gave Formula BMW an even more authentic feel. “It really set a new benchmark in terms of what a junior race series could provide,” Alex Schmuck, who was Formula BMW USA Motorsport Manager. Crossing the Pond After two years, BMW began eying the UK and US markets. Formula BMW USA became a thing, debuting at the Long Beach Grand Prix on April 13, 2003. The program represented an opportunity for younger drivers to get behind the wheel of something more akin to a real F1 car, as BMW’s ADAC rides pushed the boundaries for the class. Carbon-Kevlar and composite tubs were used along with a Motorsport-derived seat. Weighing just over 1,000 pounds, the 140-horsepower four-cylinder motorcycle engine mounted behind the driver was more than enough for motivation. But, of course, these advancements came at a price. BMW themselves estimated costs for a typical driver to be around $200,000 per race season, significantly more than other junior race series. While a tough sell, BMW did manage to snag some big fish. Bobby Rahal, who likely needs no introduction, and Tom Milner, who ran a factory-backed M3 in the American Le Mans Series, were onboarded, which might have cajoled other smaller teams to get involved. Further blessings came from a sanctioning deal with Championship Auto Racing Teams, or CART, the then-leaders of open-wheel racing. Even Roger Penske and Rick Hendrick, dealership and race team owners, got involved, purchasing cars but allowing BMW to pick the driver. Formula BMW’s End From the series debut at Lime Rock in 2004 until the final races of the series in 2009 — when it was then known as Formula BMW Americas to indicate the inclusion of a new race weekend added in Mexico — Formula BMW shaped a generation of F1 drivers and hopefuls. All races eventually led to a global series that pit the best from everywhere against each other. Winners got to test out a full-fledged F1 car. The program developed several drivers that later ended up on the F1 grid, including Nico Rosberg, a future F1 world champion, and Ho-Pin Tung who raced with both Williams and Sauber BMW teams. Ultimately, 2009 saw the end of Formula BMW as the global recession worsened and BMW pulled out of all Formula One efforts. First published by https://www.bmwblog.com
BMW 5 Series (E39) in 2025: Still Worth Buying Nearly 30 Years Later?
- 5 Series
- Car Tips
- e39
- E39 5 Series
- E39 M5
The BMW 5 Series (E39) is now getting on in years, with most examples now approaching 30 years old. But even nearly three decades later, the BMW E39 5 Series is arguably the quintessential BMW....
First published by https://www.bmwblog.com
The BMW 5 Series (E39) is now getting on in years, with most examples now approaching 30 years old. But even nearly three decades later, the BMW E39 5 Series is arguably the quintessential BMW. With perky inline-six and potent V8 engines, classic design, and of course a rapid and rowdy full-fledged M5 model sitting at the top of the model lineup, there’s a lot to like. That said, prices are creeping up. Certainly, BMW isn’t planning on making any more of them — which means supply is always at an all-time low. But how much should you really spend? Is the BMW E39 BMW 5 Series worth buying in 2025? Pros: It’s a Classic, Variety, Comfortable You won’t have to search for good reasons to pick up an E39. For one, it’s arguably the “right size” for a luxury sport sedan. At 188 inches long, the E39 is just two inches longer than the G20 3 Series. And at “around” 3500 pounds, it’s around 150 pounds lighter, too! Of course, most versions will be down on power comparatively. But of course, this does depend on which model you opt for. More good news there: in the US, you only have six-cylinder and eight-cylinder engines to choose from. You can even get a V8-powered wagon variant. The E39 M5 has ascended to “icon” status in recent years, too. Its praises are well-earned and the car’s driving experience is hard to beat anywhere at any price point. There are other great reasons to learn more about the BMW E39 5 Series, too. Regardless of trim or engine choice, the E39 looks great in 2025. Its classic lines, grilles, lighting designs, and interior layout make it unquestionably good looking even decades later. The vintage 5er does one other thing very well that most modern equivalents struggle with: comfort. The E39 was before the days of over-stiffened suspension in the name of sportiness. And you’ll feel it as soon as you hit the road. Of course, that assumes the example you’ve picked doesn’t have suspension bits well past their prime. Cons: Getting Pricy, There Are Sportier Options Although the E39 M5 is an exception, other versions of the BMW E39 5 Series may leave drivers wanting. Especially if they’re acquainted with modern performance cars or even more aggressive M Series cars of similar vintage. Of course, this con more or less is counterbalanced by the 5er’s eminent usability. Since the E39 shines as a daily driver/family hauler, it stands to reason that it feels a little bit less dynamic when the going gets twisty. The other barrier to E39 ownership is pricing. Well-kept E39s are getting expensive, commanding $10,000 to $15,000 in some scenarios. That’s quite a bit of scratch to part with for a 20 year old luxury sedan. M5 prices have spiked much further, with nice examples and good color combinations easily commanding $35,000 and much, much more. Again, if you plan to use your E39 as your one car solution, it’s arguably still a pretty good value. E39 Reliability in 2025 To some extent it may be fair to say that V8-powered models of the BMW E39 5 Series will be more enjoyable to drive than six-pot versions, the inverse might be also fair to say when broaching the actual ownership experience. At least when it comes to parting with your dollars and keeping the car roadworthy. Inline-six models exclusively rely on the M52 and M54 engines, both of which are pretty stout. The big ticket items include oil filter housing gasket and assorted VANOS issues. Things get more involved when considering a V8-powered E39. Both M62 (535i and 540i) and S62 (M5) models are plagued by timing chain guide failures, and the M models can also face rod bearing failure/wear. Regular late-90s BMW problems persist no matter which model you spring for, too, like cooling system woes, fouling window regulators, and failing sunroofs/sunshades. The bottom line? Twenty plus years later, almost every E39 on the road needs something — more likely some things — and it that’s not counting the stuff that every 20+ year old car needs. Even relative to other 5 Series model, when we looked at each 5 Series generation’s reliability, we find the E39 to be pretty middle of the pack. Verdict: Buy an E39 in 2025? Aside from being great to drive, the E39 BMW 5 Series is also rapidly becoming a pretty good value as a vintage enthusiast car. You could get something more modern — for better safety and tech features — for just a daily driver. And there are better cars, BMWs even, that serve as dedicated weekend rides. But if you need something that can balance both jobs well, the E39 works great. Yes, even in 2025. First published by https://www.bmwblog.com
BMW Considered A Minivan In The Early 1990s
- News
- BMW Minivan
In 2014, BMW did the unthinkable by launching its first car with a front-wheel-drive layout. Not only that, but the 2 Series Active Tourer was a minivan. It was a far cry from the “ultimate...
First published by https://www.bmwblog.com
In 2014, BMW did the unthinkable by launching its first car with a front-wheel-drive layout. Not only that, but the 2 Series Active Tourer was a minivan. It was a far cry from the “ultimate driving machine” ethos, and Munich doubled down with a seven-seat Gran Tourer derivative. However, a family hauler had been on the company’s mind since at least the early 1990s. Before the original X5 (E53) was approved for production, BMW had considered a minivan to expand its lineup beyond the usual crop of sedans, wagons, and coupes. Minivans were still a big deal in 1990s America, before SUVs gradually took over starting that decade. Appointed head of product planning in June 1994, Rich Brekus recalls being asked during his interview about his opinion on a people mover. “Vic [Doolan, BMW of North America president] asked me one critical question, and I still don’t know if it was a serious question or if he was testing me: ‘Munich is thinking about doing a minivan. Do you think we should do a minivan?’ I said: ‘You’d be out of your mind to do a minivan, but you need to do an SUV. Not an off-road SUV, but an on-road SUV. That’s where the market’s going.’” It’s safe to say Brekus was right on the money. Had BMW green-lighted a minivan instead of the X5, the company would’ve been late to the SUV party. That would’ve allowed Mercedes to grab even more sales with the M-Class (1997) and Lexus with its RX (1998). The Lincoln Navigator and Cadillac Escalade also arrived at the turn of the century, followed shortly by the Porsche Cayenne. BMW’s timing was right, and it could’ve been even better had the E53 not been delayed by a year. By 2014, when the F45/F46 came out, Bavaria’s lineup already included four additional crossovers. There was the X1, X3, X6, plus the X4 launched that year. Having broadened its offerings, BMW had the freedom to test the waters with a minivan. Fast-forward to 2025, and the MPV experiment is still ongoing. However, reports suggest it might be coming to an end later this decade. The 2 Series Active Tourer (U06) will supposedly be phased out entirely in 2027. Fun fact: there was actually a BMW-powered minivan in the 1990s. The Italdesign Columbus was a wacky nine-seater with a V12 engine borrowed from the 7 Series (E32). A naturally aspirated 5.0-liter “M70” unit, mounted transversely in the middle of the vehicle, delivered 300 horsepower to all four wheels. Coincidentally, the polarizing 1992 concept featured a central driver’s seat, just like another BMW V12-powered car of that era, the mighty McLaren F1. First published by https://www.bmwblog.com
BMW 3 Series 50th Anniversary Limited Is Just For One Country
- 3 Series
- 3 Series G20
- G20
2025 marks the big five-o for the 3 Series, having entered production in July 1975 when the first E21 rolled off the assembly line in Munich. Naturally, BMW is celebrating the milestone by giving the...
First published by https://www.bmwblog.com
2025 marks the big five-o for the 3 Series, having entered production in July 1975 when the first E21 rolled off the assembly line in Munich. Naturally, BMW is celebrating the milestone by giving the luxury sedan its fair share of special editions. China led the way with a 50 Years Edition, followed by Australia with a 50 Jahre Edition. Now it’s Japan’s turn, albeit with a more complicated name: 50th Anniversary Special Limited Edition. It’s a three-in-one affair, as customers can order the car as a 318i, 320d, or the high-performance M340i. Buyers can also choose between the sedan (G20) and the more practical Touring (G21). BMW caps production at 710 units across the three variants and two body styles. Predictably, the M Performance model is the rarest, limited to just five sedans and five wagons. BMW Japan is offering 400 sedans and 200 wagons for the lesser gas model, while the diesel is restricted to 50 vehicles per body style. Compared to a standard 318i or 320d, the special edition includes a host of upgrades. Highlights range from M Sport brake calipers and 19-inch black wheels to high-gloss black mirror caps and a trunk lid spoiler (sedan only). The headlights, kidney grille, and exhaust tips receive the Shadowline treatment for a darker, more aggressive appearance. Inside, BMW Japan enhances the cabin with tinted glass, silver trim, and M-branded seatbelts. The diesel variant also benefits from Vernasca leather upholstery and the upgraded Luxury instrument panel with double-felled seams. For those who prefer more cylinders under the hood, the inline-six M340i comes finished in Sparkling Graphite Metallic. BMW adds a suite of M Performance Parts, including a carbon fiber front splitter and rear spoiler. High-gloss black accents, Alcantara knee pads, and silver interior trim round out the upgrades. Several of these features aren’t available on a standard 3 Series in Japan. BMW predictably charges customers a premium to get behind the wheel of the 50th Anniversary Special Limited Edition. Prices start at ¥6,980,000 ($47,300) for the 318i sedan and go up to ¥11,240,000 ($76,200) for the M340i Touring. BMW is already taking orders in the Land of the Rising Sun, with deliveries set to begin in November. It’s the latest in a long line of Japan-exclusive specials, such as the M3 MT Final Edition launched in 2024 as the G80’s manual-equipped swan song. Source: BMW Japan First published by https://www.bmwblog.com
The New BMW X6 Dark Edition Looks Sinister
- BMW X6
- Dark Edition
- x6 g06
We rarely get to talk about the X6 anymore. Why? The biggest of BMW’s Sports Activity Coupes has entered its later years. That’s typically when automakers shift their attention to the next generation. But although...
First published by https://www.bmwblog.com
We rarely get to talk about the X6 anymore. Why? The biggest of BMW’s Sports Activity Coupes has entered its later years. That’s typically when automakers shift their attention to the next generation. But although the “G06” has been around for six years, retirement is still a long way off. According to company insiders, production won’t end until mid-2028. In the meantime, BMW can’t let its swoopy luxury SUV fade into obscurity. It’s spicing up the X6 in Brazil with a Dark Edition. The limited-run model does exactly what it says on the tin: blacks out all the things. It’s based on the xDrive40i in M Sport flavor and comes in any color you like, as long as it’s Sapphire Black. You can’t get those 22-inch black wheels in Brazil unless you buy this murdered-out version. To sweeten the pot, BMW Brazil gives the X6 Dark Edition’s headlights a black tint and covers the mirror caps in carbon fiber. At the back, the roof spoiler is made from the same lightweight material. Contrasting the mafia-approved look is the front grille, which, although finished in black, features discreetly illuminated kidneys. As you can imagine, the interior is also predominantly black. The Dark Edition gets a carbon fiber trim on the dashboard and center console that might make you think you’re in the X6 M60i. M Sport seatbelts come as standard, as does the Harman Kardon sound system. BMW also throws in Comfort Access 2.0, so you won’t need to use the key since the doors open and close automatically. BMW Brazil is charging R$899,950, or R$18,000 more, compared to a standard X6 xDrive40i M Sport. Production is capped at just 50 units, and customers can already place an order for the Black Edition. Looking ahead, a fourth-generation X6 is reportedly in the pipeline. Internally known by its “G66” codename, it should arrive in 2028. We’ve heard through the grapevine that BMW is even considering a fully electric iX6, featuring the much-hyped Gen6 batteries and motors debuting on the Neue Klasse iX3 next month. If you’d rather go with combustion engines, the V8 is sticking around for the long haul. Source: BMW Brazil First published by https://www.bmwblog.com
BMW’s Big Coffee Boxer: Espresso Machine Built with R 18 Motorcycle Engine Parts
- Motorrad
- News
- BMW R 18
Only 80 units will be made, and each one uses real parts from BMW’s largest-ever boxer engine. BMW Motorrad has done some wild things over the years, but this might top the list—at least when...
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Only 80 units will be made, and each one uses real parts from BMW’s largest-ever boxer engine. BMW Motorrad has done some wild things over the years, but this might top the list—at least when it comes to kitchen gear. In a limited run of just 80 handmade units, a new espresso machine called the Big Coffee Boxer is now available, crafted from actual components of the BMW R 18’s 1.8-liter Big Boxer engine. Built in collaboration with German espresso manufacturer ECM and Munich-based coffee roaster Dallmayr, the Big Coffee Boxer blends mechanical engineering and coffee culture into one incredibly specific machine. Whether that makes sense or not depends on how much you love both motorcycles and espresso. Designed Around the R 18 Engine, Because It Is the R 18 Engine This isn’t a gimmick. The machine incorporates original parts from the R 18’s massive two-cylinder engine—the most powerful boxer twin BMW has ever put into production. It’s the same 1802cc unit that delivers 89 horsepower and 120 lb-ft of torque in BMW’s heritage cruiser, the R 18. ECM didn’t just slap some valve covers onto a box. The machine’s core is built around the actual engine form. From the cylinder heads to the silhouette, this espresso machine looks like something you’d expect to see mounted in a frame, not sitting on a kitchen counter. It’s placed on a purpose-built metal stand with a floating drip tray, giving it the same sculptural presence you’d find in a well-executed custom bike build. Real Espresso Hardware, Not Just for Show Beneath the boxer-inspired exterior is a serious espresso setup. ECM fitted the Big Coffee Boxer with an E61 brew group, a proven system first introduced by Faema in 1961 and still favored in high-end machines today. In ECM’s version, the E61 unit includes a patented stainless steel brew bell, designed for consistency and durability. Other specs include: Two independent water circuits for pulling shots and steaming milk at the same time A quiet rotary pump A digital shot timer that tracks brew time precisely Coffee Partner: Dallmayr’s ‘Italian Vibe’ Roast BMW and ECM didn’t stop with the machine. For the full experience, they partnered with Dallmayr Kaffee oHG, one of Germany’s oldest and most respected coffee roasters. The suggested pairing is a blend called Italian Vibe, created specifically to complement the flavor profile of traditional espresso drinks prepared with the Big Coffee Boxer. Price, Availability, and Who It’s Really For The price for the Big Coffee Boxer is €7,900 (including 19% VAT). That’s around £6,860 or $8,600 USD, depending on exchange rates. It’s sold exclusively through ECM’s Exclusiv Line dealers, and once the 80 units are spoken for, there are no plans for more. There’s no question this machine isn’t for everyone. But if you’re the kind of person who already owns a custom BMW R 18—or appreciates the craftsmanship behind limited-production mechanical objects—this is one of the most interesting espresso machines ever built. And it’s not a novelty. It’s functional, rare, and deeply tied to the legacy of one of BMW’s most iconic engines. Key Facts Product name: ECM x BMW Motorrad Big Coffee Boxer Base components: Real BMW R 18 Big Boxer engine parts Function: Hand-built portafilter espresso machine Production run: Limited to 80 units Price: €7,900 incl. VAT Coffee partner: Dallmayr “Italian Vibe” espresso roast Where to buy: ECM Exclusiv Line dealers in Germany First published by https://www.bmwblog.com
BMW’s 328 Hommage: A Carbon-Fiber Tribute to Its Most Iconic Roadster
- Concepts
- BMW 328 Hommage
- bmw-concepts
The BMW 328 Hommage celebrated, commemorated, and modernized the iconic 328, marking the car’s 75th anniversary in outrageous fashion. Considered by some to be the best sports car of the 1930s — and a huge...
First published by https://www.bmwblog.com
The BMW 328 Hommage celebrated, commemorated, and modernized the iconic 328, marking the car’s 75th anniversary in outrageous fashion. Considered by some to be the best sports car of the 1930s — and a huge success for BMW — the original 328 arguably set the bar for all BMWs that came after. Futuristic steps for the time, like utilization of lightweight metals and new suspension technology, contributed to the 328’s exceptional performance and in-period accolades. It’s only fitting that BMW’s successor to one of the greatest was assembled with unparalleled attention to detail. Here’s how it happened. Design Origins: How the BMW 328 Hommage Was Born The 328 Hommage was birthed by Karl Baumer, president of BMW’s classic car division, back in 2008. At the time, Baumer originally envisioned an M1 reference piece. While that never materialized, the same idea came Adrian van Hooydonk’s in 2011. Now, Adrian had actually driven an original 328, and the car had left an impression on him. Core BMW philosophies shined bright with this pre-war gem, as evidenced by his words to Steve Saxty in his book BMW by Design. “Its light weight, six-cylinder engine, and rear-wheel drive really impressed me,” he says. With Concorso d’Eleganza Villa d’Este around the corner and the once-budding concept cars category now a very popular attraction, BMW spun off the existing ConnectedDrive concept into what we know today as the 328 Hommage. “Around the corner” might have been burying the lead a bit, though. The Hommage became a defined goal in January 2011, just four months before Villa d’Este. Designer Christopher Weil took first crack at the 328 Hommage. Though the ConnectedDrive concept had only just taken form, Weil borrowed generously and in just the right places. “I thought people might not realize it was the same car if I changed its character by tweaking the right ingredients,” he says in Saxty’s book. He claims that he revised the main body line and changed the rocker panel below where the door would be. Of course, another difference was the lack of doors entirely — “no budget,” Weil explains. Further tweaks included an obviously redone grille with different-styled lights. Building the 328 Hommage: Z4 Roots, Carbon Fiber Shell, and Vintage Soul After design gets sorted, BMW sets to work building the wild concept. Carbon fiber body panels, fiberglass (made to look like carbon fiber) trim pieces, and alloy wheels styled after the 328’s original holed-wheel style gave the car the perfect blend of contemporary and vintage. Gross vehicle weight was just 780 kg — around 1720 pounds. Saddle leather upholstery was chosen for its uniquely “aged” properties. When time came to breathe life into the car, BMW chose to work with California-based coachbuilders Metalworks. Underpinning the 328 Hommage, appropriately, is BMW’s roadster of the day. A Z4 test car pulled from the automaker’s own Oxnard, California emissions test facility with 63,000 kilometers already on the clock. Stripped and lengthened, the chassis proves to be the perfect fit for additional reinforcements and the carbon fiber tub lying underneath the sheet metal — erm, sheet carbon fiber — of the Hommage. Of course, this kind of resourcefulness didn’t really contribute to much cost savings. The 328 Hommage was still a multi-million dollar project. Consider the bespoke alloy wheels, CFRP construction and — most importantly — custom glass, which concept cars nearly never get because it’s simply so expensive to manufacture. Legacy of the 328 Hommage: A Preview of BMW’s Design Future? Finally, in May 2011, the 328 Hommage landed at Concorso d’Eleganza Villa d’Este, complete with other concept car neatness like leather straps flanking the exterior and a display comprising dual iPhones. How far we’ve come! Regardless, it stands today as an awesome reference to a car that arguably made BMW what it is today and has been for decades. And, hopefully, a taste of what’s to come for the original 328’s 100th anniversary. Want to learn more about the 328 Hommage? We recommend checking out Steve Saxty’s excellent book, BMW by Design. Or, check out the rest of his BMW books — they’re all worthwhile. First published by https://www.bmwblog.com
BMW Boss Claims The New iX3 ‘Will Be The Benchmark’
- iX3
- iX3 NA5
- NA5
If there’s one certainty in the automotive industry, it’s that CEOs always hype up the next product. But in BMW’s defense, the second-generation iX3 isn’t just another electric SUV in its already vast portfolio. The...
First published by https://www.bmwblog.com
If there’s one certainty in the automotive industry, it’s that CEOs always hype up the next product. But in BMW’s defense, the second-generation iX3 isn’t just another electric SUV in its already vast portfolio. The largest single investment in a platform, more than €10 billion, means a lot is riding on the “NA5” and the other Neue Klasse models that will follow. Speaking with Bloomberg, BMW’s top brass Oliver Zipse didn’t miss the opportunity to promote the brand’s impending electric future. Specifically discussing the new iX3, the head honcho from Munich said, “This will be the benchmark of the industry.” He firmly believes BMW will prove, once and for all, that it can “build superior electric cars.” Gen6 Brings More Efficient Batteries and Motors Backing these bold claims is the new battery technology with cylindrical cells. The Gen6 packs deliver a 20% increase in energy density compared to the current prismatic cells. At compatible charging stations, the iX3 will support 400-kilowatt charging, enabling more than 350 kilometers (217 miles) of range in just 10 minutes. A fully charged battery will deliver 800 kilometers (497 miles) of range in the WLTP cycle. Future models could go even farther, hitting 900 km (560 miles) on a single charge. In the same interview, Zipse reiterated the new EV’s expected energy consumption of 15 kilowatt-hours per 100 kilometers, calling it the “absolute benchmark.” Efficiency will also be improved by next-gen motors with 40% lower energy losses and a 10% reduction in weight. Combined with new hardware and aero-optimized design tweaks, BMW claims the future iX3 will be around 20% more efficient than its predecessor. But Zipse’s optimism isn’t based solely on Gen6 batteries and motors. The iX3 also marks an opportunity for BMW to revamp its infotainment tech yet again. We’ve extensively covered what the Panoramic iDrive brings to the table, so expect another interior revolution. Elsewhere, the electric luxury SUV introduces a new design language, embracing a “less is more” philosophy with a cleaner, decluttered exterior. Future BMW Models To Get Neue Klasse Technology All told, Zipse says BMW is “absolutely sure that this will be a very profitable future.” And that’s partly because this future isn’t limited to the iX3. The electric crossover premieres on September 5, followed by an i3 sedan in 2026. Between now and the end of 2027, BMW plans to launch 40 new or updated models featuring Neue Klasse know-how. NK won’t be exclusively electric, as insights gained during development will also apply to combustion engine cars wherever possible. You can’t talk about the future without mentioning China. Although sales in the region have declined dramatically, the company remains fully committed to the world’s largest car market. BMW has already teased a stretched iX3, and there’s a strong possibility the i3 sedan will also receive a long-wheelbase version. Some Neue Klasse models will even feature China-specific designs via the Designworks Shanghai studio. Source: Bloomberg Television / YouTube First published by https://www.bmwblog.com
BMW Z4 Final Edition Will Bid Farewell To The Roadster
- BMW Z4
- G29
- z4 g29
Like all good things in life, the Z4 will eventually come to an end. We’ve been reporting on the roadster’s demise for a while now, and the clock is ticking. BMW will likely pull the...
First published by https://www.bmwblog.com
Like all good things in life, the Z4 will eventually come to an end. We’ve been reporting on the roadster’s demise for a while now, and the clock is ticking. BMW will likely pull the plug on the “G29” in May 2026, with the final units of the M40i headed for the US market. But before the sporty cabrio drives off into the proverbial sunset, it’s allegedly getting a last hurrah. Some believed the M40i with a manual gearbox was the swan song, but apparently, that’s not the case. A new report from a reliable insider posting on the Bimmer Post forums claims a Final Edition is in the works. BMW will supposedly release it next spring, just before production of the third-generation Z4 ends. BMW is no stranger to Final Edition models. The 8 Series bowed out last year in Japan with a namesake limited-run version based on the M850i. The M3 MT Final Edition was the last of the three-pedal breed in the Land of the Rising Sun, where the M8 models received the Final Edition treatment as well. The United States got an M760i Final V12 a few years ago to mark the end of the line for the 6.6-liter, twin-turbo “N74.” Looking further back, we remember the X5 M50d and X7 M50d Final Edition signaling the quad-turbo diesel’s retirement. As for what BMW has planned for the Z4 Final Edition, your guess is as good as ours. Presumably, the soft-top convertible will get the Individual treatment with an eye-catching color. Perhaps a unique wheel design is also in store. We imagine there will be tweaks inside the cabin, such as different upholstery and trim. Special badging to mark the end of production would make sense. Logic suggests it’ll be based on the M Performance version, and it would be fitting to throw in a stick shift. As for pricing, we’d wager it’ll cost around $80,000. Maybe even more, considering a three-pedal Z4 M40i with an Individual color currently retails for $76,025. Whether the Final Edition will be limited to a few markets or offered globally remains to be seen. What comes after? Well, nothing. From what we’ve heard, a direct successor to the G29 isn’t in the cards. Toyota has pledged to keep the Supra alive with a next-generation model, even if it means going solo. Much like the outgoing Z4, the coupe is built by Magna Steyr in Graz, Austria. The current Supra will also bow out in 2026 after a Final Edition for Europe and Japan, fitted with BMW’s most powerful B58 engine version to date. Source: Bimmer Post First published by https://www.bmwblog.com
BMW Is Bringing New Cars To IAA Mobility Show In September
- iX3
- IAA Mobility
It’s been a relatively quiet summer at the BMW Group, with few product launches. Enthusiasts did get the M2 CS special edition, but there hasn’t been much news otherwise. However, that’s understandable, because the most...
First published by https://www.bmwblog.com
It’s been a relatively quiet summer at the BMW Group, with few product launches. Enthusiasts did get the M2 CS special edition, but there hasn’t been much news otherwise. However, that’s understandable, because the most important model in years lies ahead. Come September, the Neue Klasse returns. Taking center stage at the 2025 IAA Mobility, the second-generation iX3 will be the brand’s most significant debut at the show in Munich. However, the event won’t be all about the inaugural Neue Klasse EV. BMW also intends to roll out “other new models,” though without going into details. It’s unlikely we’ll see a second major product launch, since it would steal the iX3’s thunder, or vice versa. The next-generation 3 Series isn’t debuting until next year, alongside the fully electric i3 sedan. Other important product launches planned for 2026 include the next-generation X5 and a facelifted 7 Series. Don’t go looking for any of these cars next month at IAA. BMW does say the i4, i5, and i7 will be there, alongside the iX, X3 30e xDrive, and the M5 Touring. Whether we’ll see fresh variations of these cars or something else altogether is unclear, but look for BMW’s presence at the IAA Mobility show to expand well beyond the new iX3. MINI is attending the event to unveil “two eye-catching JCW show cars,” while the Motorrad division will be represented by the CE 02 and CE 04. Moreover, the motorcycle branch is bringing the Vision CE as a window into the future of electric scooters. Whatever the BMW Group has in store, we reckon most eyes are going to be on the iX3 anyway. The German luxury brand will be putting on a big show to highlight the electric crossover’s innovations. There will be demonstrations of the new Panoramic iDrive during all six days of the event. Additionally, there are plans to show off bidirectional charging by turning the EV into a mobile power bank to power a home or put electricity back into the grid. The IAA Mobility show kicks off September 8 with the press day. However, we won’t have to wait until then to see the new iX3. BMW will take the wraps off the Neue Klasse EV on September 5. The NA5 goes on sale in November, with first deliveries to customers planned for the first quarter of next year. Source: BMW First published by https://www.bmwblog.com
BMW X3 M Electric Reportedly Launching in 2027 Without “i”
- BMW X3 M
- Rumors
- BMW iX3
- BMW X3 M electric
- NA5
- ZA5
A second source has now echoed what we reported earlier this year: the upcoming electric M version of the iX3 will be called simply the BMW X3 M. Despite being fully electric, the model will...
First published by https://www.bmwblog.com
A second source has now echoed what we reported earlier this year: the upcoming electric M version of the iX3 will be called simply the BMW X3 M. Despite being fully electric, the model will not carry the “i” prefix traditionally used for BMW’s EV lineup. Instead, it will follow the same naming convention as the upcoming ZA0 M3 electric sedan, which is also expected to retain the classic M3 badge, even as it shifts away from internal combustion. This small but meaningful naming decision suggests a deliberate move by BMW M to maintain continuity with its most iconic models—even as they transition into the electric era. It also reinforces our earlier reporting that the next-generation X3 M and X4 M (ZA7) will be electric only, with no combustion-powered replacements in the pipeline. Built on Neue Klasse, Powered by the “Heart of Joy” The all-electric X3 M will ride on BMW’s Neue Klasse architecture and is expected to enter production in 2027, a year after the standard iX3 (codenamed NA5) arrives in 2026. Internally referred to as ZA5, the high-performance SUV will form part of the second wave of Neue Klasse products, following the electric M3 sedan (ZA0) and preceding the X4 M (ZA7). The M variant is expected to share its base powertrain with the iX3 M60 xDrive, though with an M-specific tune. While no power figures have been officially released, rumors suggest that BMW M is targeting 800 to 900 horsepower for the ZA0 M3, and similar output is likely for the X3 M and X4 M. A quad-motor layout has been hinted at for both models, paired with BMW’s new central vehicle dynamics control unit, known internally as the Heart of Joy. This system enables near-instant torque vectoring, independent wheel control, and far more granular real-time adjustments than current M xDrive setups. The result could be one of the sharpest-driving performance SUVs on the market—without burning a drop of fuel. Ultra-Fast Charging and New Driving Capabilities Built on an 800V electric architecture, the Neue Klasse X3 M will support extremely fast DC charging—just like the iX3 50 xDrive prototype, which added 350 km (217 miles) of range in 10 minutes during recent tests. BMW claims the system can hold peak charging rates of over 400 kW for several minutes before tapering. A full 10–80% state of charge is possible in about 20 minutes, under ideal conditions. These specs should carry over largely unchanged to the M variant, giving the X3 M not just performance on par with current ICE M cars, but real-world usability and long-distance capability as well. Bold Design, Familiar Layout Styling for the X3 M will build on the standard iX3, which is itself inspired by the Vision Neue Klasse X concept. Expect a cleaner, more aerodynamic design with futuristic lighting, flush surfaces, and tight overhangs. But as with previous M SUVs, the X3 M will dial up the aggression with wider arches, lower stance, unique wheels, and a more sculpted front and rear fascia. Inside, the dashboard layout will follow the Neue Klasse design language: Panoramic Vision, head-up display, iDrive X, and a minimalist interface that blends physical and digital controls. M-specific seats, trim, and performance graphics will likely set it apart from standard models. And for the first time in the model’s history, the X3 M will most likely include a front trunk (frunk)—a practical advantage made possible by the electric platform. No More Gas-Powered X3 M or X4 M One of the biggest takeaways from this new information is that there will be no ICE-powered successors to the G01 X3 M and G02 X4 M. The shift to fully electric M SUVs marks a turning point for BMW M and confirms a strategy that has been hinted at for years: prioritize EV development at the top of the performance ladder, starting with halo models like the M3 and X3 M. This is consistent with the internal rollout order as well. While the standard iX3 (NA5) will launch before the Neue Klasse i3 sedan (NA0), the M3 EV (ZA0) is rumored to debut ahead of the X3 M (ZA5). The X4 M (ZA7) will follow shortly after, likely sharing most of its underpinnings with the ZA5. [Posted by ynguldyn] First published by https://www.bmwblog.com
BMW M Team RLL Takes First Win of 2025 with 1-2 Finish at Road America
- Racing
- BMW M Hybrid V8
- BMW Team RLL
- Road America
BMW M Team RLL finally turned pace into results at Road America. After a season of near misses, the BMW M Hybrid V8 scored its first win of the 2025 IMSA WeatherTech SportsCar Championship—and added...
First published by https://www.bmwblog.com
BMW M Team RLL finally turned pace into results at Road America. After a season of near misses, the BMW M Hybrid V8 scored its first win of the 2025 IMSA WeatherTech SportsCar Championship—and added a second-place finish for good measure. Philipp Eng and Dries Vanthoor brought the #24 car across the line first, followed by Sheldon van der Linde and Marco Wittmann in the #25. It’s a breakthrough for the GTP program after four pole positions and two earlier podiums that didn’t quite pan out. Early Trouble, Late Strategy Things didn’t start smoothly. Both BMWs qualified well—second and third—but a pit lane incident shuffled them to the back. During a routine stop, a rival prototype made contact, lightly injuring a BMW crew member and costing the team valuable time. From there, it was damage control. With about an hour to go, BMW called both cars in for their final fuel stop, banking on a yellow flag to reset the race. The caution came, and the strategy worked. Eng and Wittmann emerged out front after the restart and kept it there until the finish, despite lapped traffic and pressure from behind. Paul Miller Racing Takes GTD PRO Win BMW also picked up a class win in GTD PRO. Neil Verhagen and Madison Snow drove the #1 Paul Miller Racing BMW M4 GT3 EVO to first place—their first win this season and the second for the team. Dan Harper and Max Hesse, who won at Watkins Glen, had a tougher time in the sister #48 car and finished seventh after a scrappy race with contact and traffic. In GTD, Robby Foley and Patrick Gallagher came close to another BMW podium, finishing fourth in the #96 Turner Motorsport M4 GT3 EVO. BMW and Rahal to Go Separate Ways After 2025 This result also comes at a turning point. After 17 years, BMW M Motorsport and Bobby Rahal’s team will part ways at the end of the season. It’s been one of the most consistent partnerships in the IMSA paddock, with 24 wins and more than 100 podiums. Highlights include back-to-back Daytona 24 wins in 2019 and 2020 with the M8 GTE, and a dominant run in the GT class with the M3 GT back in 2010 and 2011. More recently, the M Hybrid V8 brought BMW back to prototype racing in 2023. It now runs in both IMSA and the World Endurance Championship. BMW says it will continue in the Hypercar class in the years ahead, but it won’t be with Team RLL. First published by https://www.bmwblog.com
Five Most Controversial BMWs Ever – Hits, Misses, and Unexpected Successes
- News
BMW is one of the most successful automotive brands in the world, with 2.2 million annual sales and brand equity worth $52 billion. No doubt, it faces a lot of competition from established rivals like...
First published by https://www.bmwblog.com