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Section Page news and features from Automotive News

The recall affects about 13,200 Canyons in the U.S., about 40 percent of which are in dealership inventory or in transit, a GM spokesperson said.

While nothing has been promised or is happening now between GM and Hyundai, the potential is huge.

Cannis has the commercial vehicle unit Ford created in 2021 on pace for $70 billion in revenue this year. Ford Blue CEO Andrew Frick will take over on an interim basis.

General Motors and Hyundai Motor Co. will explore cooperation in everything from passenger and commercial vehicles to electric cars and raw materials under a sweeping agreement that aims to improve efficiencies, slash costs and reach bigger economies of scale.

Denso's new ¥69 billion ($482.9 million) workerless plant will make advanced on-board computers that bundle together control of multiple functions in the car, accelerating the transition of Toyota's top supplier into a software-driven mobility company.

Rivian's new rewards program offers a $750 credit and six months of free charging to the Rivian owner making the referral and to the buyer of a new R1T pickup or R1S crossover, the company said.

Kia America COO Steve Center says the automaker will continue to lean on leasing to sell its EVs but calls the provision ‘very fragile.'

The sedan gains a tweaked exterior design, new interior features and additional power.

VW considers one large vehicle plant and one component factory in Germany to be obsolete, according to the automaker's works council.

Our editorial board weighs in on the possibility of interest rate cuts.

Section Page news and features from Automotive News

Tesla's aging lineup, greater competition from legacy brands and CEO Elon Musk's Republican political activism is turning off Silicon Valley car buyers.

GM and Hyundai provided little detail when they announced a partnership to explore areas in which they can work together, and such collaborations can take years to produce results.

A costly and disruptive stop-sale to Toyota's large three-row crossovers is expected to end in late October after Toyota determined that modified side-curtain airbags will bring the vehicles back into compliance.

The UAW is threatening to strike Stellantis if it doesn't recommit to a $4 billion plan that would reopen Belvidere Assembly and add three new facilities nearby.

U.S. electric vehicle registrations surged 18 percent in July as Tesla's numbers improved with the ramp-up of the Cybertruck pickup and Honda's new Prologue crossover broke 3,000, the most recent data shows.

Denso's new ¥69 billion ($482.9 million) workerless plant will make advanced on-board computers that bundle together control of multiple functions in the car, accelerating the transition of Toyota's top supplier into a software-driven mobility company.

Bowman Chevy in Michigan says staff training and culture leads to success with EVs.

Lithia expects the stores to add more than $200 million in annual revenue.

The brand originally vowed it would launch the Wagoneer S this fall, but CEO Antonio Filosa said he needs to ensure the EV is high quality before sending it to dealerships.

Magna is pumping the brakes on a potential North American vehicle assembly plant as the supplier signals a more cautious approach to its contract manufacturing business.

Global Car Culture Since 2008

With a background in stunt riding and the man behind Finland’s fastest street car – a Buick Grand National that clocked under eight seconds on the quarter-mile – Janne is the sort of person I’d imagine to see behind the wheel of a drag-spec 1979 Datsun 280ZX. In 2022, as Janne prepared for the Sick […]

The post Zombie Resurrection: Bringing A Drag-Spec Datsun 280ZX Back To Life appeared first on Speedhunters.

This time, Garage Infinity expanded their scope to include all 4A-GE-powered cars in their annual matsuri, though the turnout remained overwhelmingly Hachiroku-centric. My day began at the Gunsai’s closest convenience store, where there’s always a revolving door of cool cars en route to the famous driving spot. For those who are tapped into my AE86 […]

The post Chasing AE86s On The Gunsai Touge appeared first on Speedhunters.

In less than two months, the Las Vegas Convention Center will come alive with the 2024 SEMA Show. Right now, car builders across the US are hard at work on their show creations, with the ‘SEMA crunch’ just around the corner. Since 2008, we’ve been diving deep into the SEMA Show, and it’s always exciting […]

The post 10-Year Throwback: The Blue Bunny appeared first on Speedhunters.

I’ve visited the beautiful Chichester venue numerous times over the past five years for various shows and events, but 2024 marked my first Goodwood Revival. I’ll admit, I had mixed feelings going into it. Not because of the cars or racing, but due to the event’s commitment to the years between 1948 and 1966. Would […]

The post Timed Laps & Time Travel: The 2024 Goodwood Revival appeared first on Speedhunters.

The Impreza’s durability, honed over gruelling World Rally Championship special stages, made it equally adept at surviving the chaos of being driven through shop windows – and then evading capture. Eventually, British police embraced the adage ‘if you can’t beat ‘em, join ‘em’ and welcomed the turbo all-wheel-drive Impreza into their fleet of pursuit and interceptor […]

The post The Police Officer’s Choice: A Prodrive-Built Impreza On The Streets Of Tokyo appeared first on Speedhunters.

Every late summer at WeatherTech Raceway Laguna Seca, automotive legends come to life, racing around the iconic circuit for four days at the Rolex Monterey Motorsports Reunion. There aren’t many places where you can take in the sights and sounds of legendary race cars like Niki Lauda’s 1976 Ferrari 312, plus ’60s and ’70s Ford […]

The post Legends In Motion: The 2024 Rolex Monterey Motorsports Reunion appeared first on Speedhunters.

Whether it’s an 800whp Volvo Amazon or a BMW-based Hudson hot rod, there’s always something unique lurking in the paddocks. At Gatebil’s 2024 Summer Festival I stumbled across Johan Person Ehlin’s 1992 BMW E36 325i coupe. Leaving Mantorp Park without a feature simply wasn’t an option. Johan, a 33-year-old service technician from Halmstad, Sweden, has poured his blood, […]

The post Gatebil Powerhouse: An Insane 1,126hp BMW E36 appeared first on Speedhunters.

Back in 2021, when I still owned my Corolla, I made a solo trip to Ireland for 86 Fest. That was in COVID times and a slimmed-down affair, so I always wanted to return. This year, after learning that Paddy couldn’t make it to the 2024 edition, my buddy Michael and I managed to snag […]

The post A Last-Minute Dash To 86 Fest Ireland 2024 appeared first on Speedhunters.

Throughout its history, the German automaker has offered its customers stripped-back, homologation, and celebration models ready for the track. This backdated 1984 European-market Porsche 911 from Japan is a nod to those cars. Its owner – Iso-san – knows all about crafting vehicles to a specific vision. Working from home during the COVID lockdowns in […]

The post A Perfectly Simple Porsche appeared first on Speedhunters.

It’s not every day that lap records are shattered while the wind tries its best to sweep everything off the track. But then again, this isn’t just any day – this is the 2024 Yokohama World Time Attack Challenge. After a long, frosty winter, a well-timed warm spell left Sydney Motorsport Park feeling as if […]

The post Blown Away At The 2024 World Time Attack Challenge appeared first on Speedhunters.

Daily BMW News and BMW Reviews, BMW Videos and Photos

The US-market E36 M3 is quite a bit different than the European model. Due to numerous cost-saving measures BMW took to get it to the new world, many look at it less fondly than the...

First published by https://www.bmwblog.com

The US-market E36 M3 is quite a bit different than the European model. Due to numerous cost-saving measures BMW took to get it to the new world, many look at it less fondly than the models that stayed closer to Bavaria. And if you don’t look too closely, you might think it’s deserved. It got an arguably less special engine, missed out on a desirable special edition (the M3 GT), and had to make do with a five-speed manual instead of the six-speed that other markets saw. But is the US M3 really the knock-off that some enthusiasts accuse it of being? I don’t think so. Engine Problems? Image: BMW Classic Let’s address the perceived shortcomings in order of most valid. First off is the engine. There’s no doubt about it – the 3.0-liter mill in European E36 M3 makes more power than the US engine. It’s also considerably more exotic. Individual throttle bodies and a more advanced VANOS system pushed the engine to produce more power than its US counterpart – 286 horsepower and 236 pound-feet of torque. Later 3.2-liter models increased power even more, to 321 horsepower and 258 pound-feet. US-market cars had to deal with a “lesser” S50 and S52 engine. Both produced around 240 horsepower, making 225 pound-feet and 236 pound-feet of torque, respectively. So, sure it’s down on some power. But there’s a trade-off; the S50 and S52 engines that made it stateside were generally less-complicated engines. That translates to a less maintenance-intensive ownership experience. Euro S50’s are more similar to the S54 that showed up in the E46 M3; that means a more complicated VANOS system and treating rod bearings as wear items. US motors, on the other hand, were much simpler – they share little with their high-strung European counterparts, and have more in common with the stalwart M50 engine than anything else. When you consider that the added power doesn’t really translate to the street in independent testing, I’d rather have the car I know will get me where I’m going than the one with the more impressive spec sheet. Shifting Into High Gear European M3s also received a significant facelift that began with 1996 model year vehicles. Displacement increased to 3.2 liters, which came with a commensurate bump in output. They also got branded as “Evolution” models since they, well, evolved. These cars got six-speed manual transmissions, too. There’s lots of benefits to having an additional forward gear, but they can keep it as far as I’m concerned. The ZF five-speed found in 3.0-liter units and all US-spec cars was out for Evolution models in lieu of a Getrag unit – similar to what is found in, again, the E46 M3. Getrag sticks are part of the reason BMW manuals get a reputation for rubberiness and disconnectedness. Euro cars were also available with the infamous SMG gearbox – which, again, is not a selling point. Special Order Those familiar with the E36 M3 – or the M3 at large – might have noticed listings for the M3 GT, or maybe an M3 GT Individual. While it’s true that the US never received these models, we did get the now-legendary M3 Lightweight. The “LTW” as its occasionally referred to, sports special weight-saving measures like carbon fiber trim, lighter wheels, radio and A/C deletes, and more. It got aerodynamic additions, too, like a bigger rear spoiler and front lip. It weighs under 3,000 pounds – 225 less, in fact, than a traditional US M3. 126 were built. The M3 GT and GT Individual models are largely similar. Around 400 GT trim cars left the production line, with GT Individual cars receiving special interior and exterior aesthetics. While I’ll admit, I’d love to have one, I think the lower production volume – and now, Paul Walker and Michelin heritage – make the LTW more special. Another issue is that these GT models were pricy when they launched – from 91,000 DM, or around $65,000 in 1995. That’s the equivalent of over $134,000+ today. Funny enough, that’s around what a new CS model will set you back. But at the time, BMW would never have brought those models to the US – even the E36 M3 wasn’t guaranteed to make it due to slow sales of the E30 M3. Their pricy today, too – around 4x what a similar-condition E36 M3 would go for. The E36 M3 is one of my favorite cars, in case if that wasn’t obvious nearly 700 words later. And while the European E36 M3 got a lot of stuff we didn’t, realistically, I don’t think we missed out on much. Its boxy styling and stout inline-six make it irreplaceable even going on three decades later – no matter which continent’s roads it was originally traveling. First published by https://www.bmwblog.com

One of the most controversial tuners recently got its hands on what is arguably the most striking sedan out there. Yes, Mansory has worked on the BMW 7 Series, for better or worse. A new...

First published by https://www.bmwblog.com

One of the most controversial tuners recently got its hands on what is arguably the most striking sedan out there. Yes, Mansory has worked on the BMW 7 Series, for better or worse. A new walkaround video shows the in-your-face transformation the Bavarian luxobarge has gone through. As with most of the aftermarket shop’s designs, it’s a love/hate affair. There’s a lot to take in. If you like busy designs, this one’s for you. To give credit where it’s due, this 7 Series is not as outlandish as most Mansory projects. The body kit is relatively subtle and the posh interior has thankfully remained almost the same. Gone are the original wheels since this G70 has a forged 22-inch set with a retro design. At the back, there’s a quad exhaust system different than what BMW installs on the M760e. Image by MANSORY One change we don’t like seeing on any modified car is the swapped badge. Instead of continuing to carry the famous roundel, Mansory put its logo everywhere. As if that wasn’t enough, the tuner’s name can be found on the wheels, sill extensions, mirror caps, and side gills. The add-ons are made from carbon fiber, but the 7 Series keeps its factory chrome accents. Does it want to be sporty or elegant? Well, maybe both. We reckon the black car from these press images looked more menacing than this mundane shade of beige. Even if this isn’t the most exciting color, the 7 Series modified by Mansory is sure to draw a crowd. Not necessarily for the right reasons, though. However, if the tuner can thrive and continuously expand its portfolio, it means there’s enough demand for a sustainable business. After all, beauty is in the eye of the beholder. Even the regular 7 Series has been greatly criticized for the way it looks but the sales figures continue to rise, so BMW must be doing something right. That being said, spy shots of the 7 Series LCI have hinted at a heavily reworked front fascia with a smaller kidney grille and (maybe) unified headlights. Source: ORGCars / YouTube First published by https://www.bmwblog.com

The fourth-generation 1 Series has officially touched down in Croatia where the local BMW branch brought this version of the compact luxury hatchback. Known internally as the “F70,” the new Audi A3 competitor is shown...

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The fourth-generation 1 Series has officially touched down in Croatia where the local BMW branch brought this version of the compact luxury hatchback. Known internally as the “F70,” the new Audi A3 competitor is shown here with the base three-cylinder gasoline engine. However, it’s far from being a standard configuration since we’re noticing several optional goodies. Finished in Alpine White – the only standard finish – the new 1 Series has the M Sport Package Pro. It slots above the usual M Sport Package and comes with a fully blacked-out kidney grille. The M Shadowline headlights with a dark tint are also included, as is the chunky roof spoiler at the back. Those red calipers belong to the upgraded M Sport brakes. Some will argue that’s overkill for a three-cylinder, front-wheel-drive hatch but we think variety is always good. The 1er shown here has 18-inch wheels but customers can go a size higher by swapping the “975 M” set for the “976 M.” Both have a two-tone finish that BMW tends to prefer these days across the range. We should mention the 1 Series is the company’s first car to come with an optional contrasting roof in black. The walkaround video is a good reminder of how much BMW’s smallest car has changed with the new generation. It’s especially true on the inside where it has practically nothing in common with its “F40” predecessor. It honestly seems more plasticky than before and we certainly miss having buttons and the dedicated iDrive controller. Debuting in the coming weeks, the new 2 Series Gran Coupe “F74” should have an identical interior. The 1er can quickly get absurdly expensive if you spend too much time playing with the configurator. In its home market Germany, the cheapest configuration starts at €37,900. However, we recently showed you the fully loaded M135 hot hatch costs a whopping €70,000. Imagine spending that kind of money on a 1 Series… Source: crospotter13 / YouTube First published by https://www.bmwblog.com

Even with zero options, the new M5 Touring is sure to turn heads. However, BMW can make the G99 an even more attention-grabbing wagon. Enter this high-end build with a generous array of optional goodies....

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Even with zero options, the new M5 Touring is sure to turn heads. However, BMW can make the G99 an even more attention-grabbing wagon. Enter this high-end build with a generous array of optional goodies. For starters, it’s rocking an Individual paint that goes by the “Speed Yellow” official name and “U96” internal codename. This M5 wagon also happens to have M Performance Parts, which you won’t find in the regular configurator. Despite being revealed a month ago, you still can’t build your ideal spec of the Audi RS6 Avant rival online. We know for a fact that MPP items are not going to be listed alongside the normal options. BMW dealers will have details about these extra items that were released just last week. As you can tell, most of the upgrades are represented by carbon-fiber-reinforced body add-ons. 2025 BMW M5 Touring Speed Yellow with M Performance Parts / https://www.instagram.com/haberkornphotography/ Yes, it’s ironic to install lightweight parts on one of the heaviest new cars out there. However, some people will want to give the M5 wagon an even meaner look via CFRP goodies available from launch. Even the trim used for the titanium quad exhaust tips has been dipped in carbon to go along with the rear diffuser. The front splitter adopts a split layout akin to the rear bumper and matches the look of the lower radiator grille. Dig deeper into your wallet and BMW will happily install those sill extensions. They’re also finished in carbon fiber and visually pop against this striking yellow paint job. The side mirror caps in carbon are not an upgrade from the M Performance Parts catalog since you can find this option in the regular configurator. As previously reported, the M5 wagon won’t be available with a carbon roof. However, seeing as how tuners have made one for the smaller M3 Touring, we won’t be too surprised if the G99 will get the same treatment. Rounding off the changes is the antenna, which might seem like it’s been cloaked in carbon fiber but it actually uses aramid instead. These synthetic fibers look a lot like carbon but provide electromagnetic permeability so that phone reception won’t be affected. Source: Sebastian Haberkorn / Instagram First published by https://www.bmwblog.com

In a thrilling weekend of high-octane racing at Fuji Speedway, BMW M Motorsport achieved a historic milestone, earning its first-ever overall podium in the FIA World Endurance Championship (WEC). The #15 BMW M Hybrid V8,...

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In a thrilling weekend of high-octane racing at Fuji Speedway, BMW M Motorsport achieved a historic milestone, earning its first-ever overall podium in the FIA World Endurance Championship (WEC). The #15 BMW M Hybrid V8, driven by Raffaele Marciello, Dries Vanthoor, and Marco Wittmann, stormed to a second-place finish in the penultimate round of the 2024 season, marking a major breakthrough for the team’s Hypercar campaign. Amid a packed crowd of 68,500 fans, the Fuji event unfolded with excitement and unpredictability. The #15 BMW M Hybrid V8 started from an impressive third on the grid after Vanthoor’s outstanding qualifying lap, the highest grid position the team had achieved to date. From the get-go, the BMW squad was determined to score points, with Wittmann moving up to second place in the early stages, skillfully holding off competition from both Toyota and Ferrari. The battle for the podium was fierce, especially as pit strategies and safety car periods came into play. The race-leading #6 Porsche 963, starting from fifth on the grid, emerged as the primary threat, using a smart pit stop strategy to leapfrog both the BMW and the pole-sitting Cadillac Racing V-Series.R. Despite this, the BMW M Hybrid V8 kept pace. While the #15 BMW was thriving, their sister car, the #20 BMW M Hybrid V8, faced misfortune. Driven by Robin Frijns, René Rast, and Sheldon van der Linde, the car sustained damage early in the race after Rast was forced to take evasive action to avoid an accident. The debris from this incident caused damage to the front of the car, costing the team two laps and any chance of a competitive finish, despite their strong pace. As the race unfolded, championship rivals Toyota and Ferrari struggled to keep up. The #7 Toyota GR010 Hybrid of Kamui Kobayashi, Mike Conway, and Nyck de Vries briefly showed promise, with de Vries delivering a particularly strong performance. However, a costly collision between Kobayashi and the #5 Porsche driven by Matt Campbell ended the Toyota’s race on lap 163, dashing their title hopes. The #8 Toyota also faced difficulties, dropping out of podium contention due to a late-race penalty for Ryo Hirakawa’s clash with Porsche’s Kevin Estre. It was the first time since 2015 that Toyota failed to place a car on the podium at their home circuit. Ferrari, too, had a challenging race. The #50 Ferrari 499P, driven by Nicklas Nielsen, Antonio Fuoco, and Miguel Molina, briefly took the lead thanks to an inspired drive from Nielsen, despite the car’s worn tires. However, Ferrari’s luck ran out as they fell back to ninth by the checkered flag, leaving their title hopes in jeopardy. With Toyota and Ferrari faltering, the BMW M Hybrid V8 held its ground to finish second, marking a significant achievement for BMW M Motorsport. This was a particularly special moment for the Vanthoor family, as Dries Vanthoor stood on the podium alongside his brother Laurens, driving for Porsche, only the second time in WEC history that two brothers have shared a podium. As the race progressed, the battle for the final podium spot intensified. With penalties eliminating the #50 Ferrari and the #35 Alpine, Mick Schumacher took advantage in the #36 Alpine, delivering a final stint to secure third place. The BMW M Hybrid V8’s success at Fuji not only marked their first podium in the series but also showcased the team’s steady improvement throughout the season. Having scored just six points prior to this race, BMW M Team WRT has been building momentum, and this podium finish could signify a turning point in their Hypercar journey. First published by https://www.bmwblog.com

BMW is testing a Life Cycle Impulse for the i7 but that doesn’t mean the current model is being neglected. The electric 7 Series was the highlight of a press event recently organized in Austria...

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BMW is testing a Life Cycle Impulse for the i7 but that doesn’t mean the current model is being neglected. The electric 7 Series was the highlight of a press event recently organized in Austria with several flavors of the zero-emission flagship. Fresh imagery from the BMW i7 Alpine Experience shows the silent luxobarge on what are arguably some of the most beautiful roads Europe has to offer. You’re looking at a group of pricey BMWs, including an i7 M70 with a two-tone paint. The M Performance 7 Series combines Liquid Copper with Sapphire Black. As for the i7 xDrive60, it swaps the bottom color for Aventurine Red and keeps the upper black tone. The paint combo option alone costs €12,000 in Germany and a slightly more reasonable $12,000 in the United States. If combining two colors in Rolls-Royce fashion is too flashy for your tastes, there are plenty of monotone finishes. Seen here is an i7 in what appears to be Mineral White contrasted by the glossy black accents BMW is generously using these days on most of its cars. Alternatively, there’s a different i7 in Frozen Pure Grey, a matte paint from the Individual catalog. That one too is rather expensive, at €4,100 in Germany and $5,000 in the US. Although we’ve learned to live with the G70’s unusual front fascia, we can’t say we’re charmed by the quirky split headlights flanking an oversized kidney grille. Big changes could be coming since the i7 LCI spotted a couple of months ago appeared to have a smaller grille and potentially one-piece lights. In case you missed that camouflaged prototype, we’ve attached the spy photo below. The first impression is of a heavily reworked front end, but the disguise could be playing tricks on us. Looking at the sales figures, maybe the design is not that big of an issue. Why? Because 7 Series/8 Series deliveries rose by 22.7% in 2023, and we believe the 7er did all the heavy lifting. The growth continued in the first half of 2024 when sales were up by 11.4%. View this post on Instagram A post shared by Ignacio FL | Mr.Grey (@mr.grey_4k) Source: BMW First published by https://www.bmwblog.com

Just like most things in life, cars have an expiration date. In the case of prototypes and pre-production vehicles, that date arrives much sooner. It goes without saying that automakers can’t legally sell these cars...

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Just like most things in life, cars have an expiration date. In the case of prototypes and pre-production vehicles, that date arrives much sooner. It goes without saying that automakers can’t legally sell these cars because they’re not fit for the road. Rather than letting everything go to waste, BMW has a Recycling and Dismantling Centre (RDC) to recover valuable parts. Celebrating its 30th anniversary this year, the RDC located in Unterschleißheim, Germany processes as many as 10,000 vehicles annually. We visited the facility where BMW can recycle up to 95% of each car for sustainability. It also helps lower costs because the test cars that are out of commission still have plenty of parts that can be reused. Such is the case with this third-generation X6. Seeing the coupe-SUV being ripped apart by a dedicated electric excavator is rather brutal but it’s all for a good reason. BMW is extracting the engine and gearbox from this X6 to retrieve precious aluminum, which will be repurposed. In addition, the wiring harness is removed to collect the copper and use it elsewhere. What’s left of the vehicle is then placed inside a compactor, transforming the retired prototype into a compact scrap of metal. That’s the last step of the process that takes place at the Recycling and Dismantling Centre. BMW is collaborating with an external partner that handles the shredding process. The RDC is not just for BMWs, but also MINIs and the occasional Rolls-Royce prototype. It’ll likely have to manage defunct ALPINAs as well now that the Buchloe-based niche brand is part of the BMW Group. It’s worth noting that on average, BMW production cars sold to customers are made using almost 30% recycled material. The next goal is to reach 50%. However, the i Vision Circular concept envisioned a fully recyclable compact hatchback for 2040. First published by https://www.bmwblog.com

BMW built exactly one M3 Touring – a prototype – before electing to send the G81 M3 Touring into series production for select markets. But that hasn’t stopped handy enthusiasts from taking matters into their...

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BMW built exactly one M3 Touring – a prototype – before electing to send the G81 M3 Touring into series production for select markets. But that hasn’t stopped handy enthusiasts from taking matters into their own hands. The latest example is a 2014 BMW 328i rebuilt and modified by Michigan-based BMW shop Dixon Motorsports. This 3 Series Touring – the last of the wagon models to come to the US – now touts a rip-roaring S55 twin-turbo inline-six engine from the contemporary M3 under its hood. How it Got Built The 2014 BMW 328i started life as an xDrive model with a piddling four-cylinder up front and an automatic transmission. The car sustained significant accident damage, which has since been repaired. Now, it features a six-speed manual, rear-wheel drive, and a limited-slip differential – all lifted from the donor M3 car. And, naturally, there’s the matter of the 425 horsepower and 406 pound-feet of torque the Touring model is now imbued with. A full powertrain swap is great, but Dixon Motorsports didn’t stop there. You’ll note 19-inch M3 wheels, M3-sourced brakes, and M3 subframes in the front and rear. The bodywork has all been converted, too. That means bulging front and rear fenders, an aggressive hood, and proper side vents. If you’re not convinced this is as close to a factory F31 Touring M3 as one can get, read on. Inside, you’ll find Silverstone Merino leather upholstery lifted from the M3. The same goes for the heated rear seats, all the switchgear, and the headliner. The navigation system works. The Bluetooth works. Park Distance Control works. Dixon Motorsports says a former BMW NA employee with over 25 years of experience building custom BMWs is responsible for the handiwork. We kind of believe them. The faux M3 Touring has sold – for an incredible sum of $72,000 – but Cars and Bids has a couple other wagons for sale you might be interested in. This Brilliant Red E34 Touring has been swapped with the drivetrain from an E36 M3. And there’s a completely stock F31 for sale, too. Why not build your own? First published by https://www.bmwblog.com

BMW is going through a rough patch in China where demand has slowed down. In addition, around 1.5 million vehicles have been impacted by a potentially faulty integrated braking system supplied by Continental. That includes...

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BMW is going through a rough patch in China where demand has slowed down. In addition, around 1.5 million vehicles have been impacted by a potentially faulty integrated braking system supplied by Continental. That includes 320,000 vehicles that haven’t been delivered to customers yet. These unforeseen issues have now put the brakes on production at the company’s largest plant in Europe. Located in southern Bavaria, the Dingolfing site is currently on a hiatus. It stopped making cars on Thursday afternoon (September 12) and won’t resume operations until Tuesday morning (September 17). Contacted by the business newspaper Automobilewoche, a BMW spokesperson confirmed the production pause is caused by the two issues we mentioned earlier. BMW manufactured 291,907 cars at the Dingolfing factory in 2023, making it the fourth most productive site, after Dadong (China), Spartanburg (United States), and Tiexi (China). It’s where the new M5 Sedan and M5 Touring are being made alongside the regular 5 Series models. In addition, the 4 Series and M4 models are produced there as well. The flagship 7 Series and fully electric iX are assembled at the same German site alongside the 8 Series. Last year, the final 6 Series Gran Turismo rolled off the assembly line. The 8er lineup isn’t expected to stick around for much longer, but nothing is official yet. The Dingolfing site employs around 18,500 people along with approximately 900 apprentices. However, the temporary production stoppage impacts only 12,000 workers. In 2023, the German factory celebrated half a century of car production, during which more than 12 million vehicles have been assembled. Aside from making cars, the site in Lower Bavaria also builds electric motors, around 1.5 million to date. Moreover, body shells for Rolls-Royce vehicles are produced there, too. In case you’re wondering which car hit the assembly line first, it was an Iberian Red carbureted 5 Series (520, E12) on September 27, 1973. Almost two-thirds of all vehicles built in Dingolfing have been 5er models. Source: Automobilwoche (subscription required) First published by https://www.bmwblog.com

From October 1, the BMW Group is revamping its design team. However, don’t expect a new visual identity to be implemented overnight. These things take a long time to bring to market. An automaker typically...

First published by https://www.bmwblog.com

From October 1, the BMW Group is revamping its design team. However, don’t expect a new visual identity to be implemented overnight. These things take a long time to bring to market. An automaker typically freezes a car’s design several years before production starts. That means all models programmed to come out in the mid-term have already been penned by the old teams at BMW, MINI, and Rolls-Royce. We asked the Head of BMW Group Design Adrian van Hooydonk to give us a more accurate timeframe: “The current product portfolio has already been finalized. Next products influenced by Oliver and Max will come after 2029.” As a refresher, Oliver Heilmer will be responsible for all the compact and midsize BMWs, so from the 1 Series to the 3 Series / X3. In addition, the former MINI design boss is in charge of the M cars. Maximilian Missoni will lead the design of upper-midsize and luxury-class models. In other words, from 5 Series / X5 and up. In addition, he’ll work on models for the newly established BMW Alpina sub-brand. Maximilian Missoni, BMW’s design chief of upper midsize and luxury class models 2024-2030 Are Busy Years For BMW In the meantime, the rest of the decade is looking extremely busy for BMW. We’re going to see the next 2 Series Gran Coupe before the year’s end. The luxury brand is also doing a long-wheelbase version for the Chinese market. Next year will mark the return of the Neue Klasse as a lineup of dedicated EVs. The iX3 will lead the way, followed by the i3 sedan in 2026. There will be at least six NK-based vehicles on sale before 2028. As previously reported, BMW is hard at work preparing the new X5, X6, and X7 on the CLAR platform with battery-powered electric derivatives. They’re all coming out in the 2026-2028 interval, with the X5 likely to get a hydrogen variant as well. Concomitantly, new 3 Series Sedan (G50) and 3 Series Touring (G51) are in the works, plus a G84 M3 Sedan with a gas engine. We only mentioned new cars but there will be many LCIs in the following years. The iX should lead the way early in 2025, while recent spy shots have revealed the 7 Series LCI is undergoing testing. Some of these mid-cycle facelifts will transition to the iDrive X we’ll first see in 2025 on the Neue Klasse iX3. All these cars have already been designed by the outgoing team led by Domagoj Dukec. Next month, he’ll become the Head of Rolls-Royce Design. Chances are his work will exclusively revolve around electric cars considering RR aims to go EV-only by 2030. First published by https://www.bmwblog.com

The 2025 M4 Coupe is officially out but tuners aren’t willing to let go of the pre-LCI model just yet. 3D Design revisits its G82 project with this striking Twilight Purple build. We reckon that...

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The 2025 M4 Coupe is officially out but tuners aren’t willing to let go of the pre-LCI model just yet. 3D Design revisits its G82 project with this striking Twilight Purple build. We reckon that it looks more aggressive than BMW’s own M4 CS. The carbon parts are not just for show as they help boost downforce to keep the coupe glued to the road. The Japanese tuner got tired of the OEM wheels and mounted a forged 20-inch set with a five-spoke design. These alloys are lighter than the stock ones fitted by BMW and can be seen here in conjunction with Brembo brakes. 3D Design also worked with GReddy for an aftermarket muffler to unlock an angrier exhaust note. It wouldn’t be a complete tuning project without some changes underneath the hood. The S58 engine of this M4 Competition has been modified for extra power. The twin-turbo, inline-six now makes 562 hp, an extra 20 hp compared to the CS we mentioned earlier. An image of the dyno run shows the 3.0-liter generating as much as 770 Nm (568 lb-ft). It’s an increase of 120 Nm (89 lb-ft) over the Competition and CS version. You can tell from the previous-generation iDrive that this M4 is an older car. The G82 got the latest infotainment with the cars manufactured from spring 2022. The Life Cycle Impulse launched earlier this year brought a bump in output for the xDrive version. It now makes 523 hp while the rear-wheel-drive cars soldier on with 503 hp. Sooner or later, 3D Design is likely to get its hands on the latest M4. The sports coupe hasn’t changed all that much with the LCI but it does have some nifty new matrix LED headlights and laser taillights. The 3.0-liter engine has been popular among tuners ever since it came out in 2019. BMW M has promised to keep six-cylinder power until at least the end of the decade, so there’s still life left in the S58. First published by https://www.bmwblog.com

The name Maximilian Missoni isn’t one most would consider “household.” Unless, of course, your family members routinely regale one another with tales of Volvo and Volkswagen design triumphs. While names like Bangle or Giugiaro may...

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The name Maximilian Missoni isn’t one most would consider “household.” Unless, of course, your family members routinely regale one another with tales of Volvo and Volkswagen design triumphs. While names like Bangle or Giugiaro may conjure an immediate response in some enthusiast circles, you might be hard-pressed to find one that immediately knows the man by just surname. But Missoni’s days of relative anonymity might be behind him. BMW Group has appointed the 45-year-old Austrian with Italian heritage as the design lead for upper mid-size and luxury-class models, including ALPINA. Two decades of experience in the auto industry certainly suggests he’s a solid pick. But who exactly is Missoni? More importantly, does he have what it takes to helm design on flagship BMW models? Early Life and Education Photo courtesy of Polestar Missoni was born in Austria to a family of architects – in his own words, “I have practically grown up with design. As a teenager, I spent a lot of time drawing. It started with boats.” Early on in life, Maximillian was poring over a boat magazine when he noticed a Ferrari concept car in an advertisement for design house Pininfarina. According to Missoni, that’s when he got hooked. He changed tracks to car design, and the rest is history. His formal design journey began at University of Art and Design Linz, which he attended from 1996 until 2000. After that he got an internship with Volkswagen – who then sponsored his time spent from 2000 to 2002 at the Royal College of Art in London. He completed a Master of Arts degree in Vehicle Design and continued working with Volkswagen. The Volkswagen Decade Image by VW Media Website Missoni’s work took him to the heart of Volkswagen – Wolfsburg. He recalls his time there fondly – even calling it some of the best creative years of his life. That statement is backed up by how long he remained at the company. He officially started in September 2002, and by January 2006 had moved up to a senior design position. He remained here for six more years – completing 10 years and 2 months with the company. His design projects at Volkswagen give us a look at his creative process and products. He started by working on the VW Concept R, a mid-engine roadster design. He designed the car as part of an internal competition, and “for some reason, what I did struck a chord, and this went on to become a concept car,” Missoni recollects. Years later, as a senior designer, Missoni would pen the futuristic VW XL1 Concept – which astoundingly, made it into a limited series production run. Both offer a glimpse into what would become trends in Missoni’s work: minimalism and sustainability. Moving On: Volvo and Polestar In October 2012, he moved to Sweden and joined Volvo. He was part of a trio that sent the brand soaring to new heights. Missoni worked with designers Robin Page and Thomas Ingenlath to completely transform the Volvo lineup. His goals when joining were clear. “Volvo is perceived, internationally, as a premium, if not luxury, brand. But now, the design has to reflect that as well. To bring these two things together – luxury in a Scandinavian way – that was very exciting,” he says in an interview. The end product? Models like the Volvo XC40 and Volvo XC90 – evocative vehicles that completely shifted perception of the Scandinavian automaker. After giving the Volvo brand an unmistakable new look and leaving in 2018 as Vice President, Exterior Design, Missoni moved over to Polestar. Here, he’s wearing that hat of Head of Design – although he was still advising on Volvo projects as needed. You probably don’t need an introduction to the Polestar brand. While formerly the dedicated performance arm of Volvo, today it is equally focused on electrification. Heading up well-received models like the Polestar 1, Polestar 2, and the latest, the Polestar 4 – further bolstered Missoni’s profile and portfolio. Design Style and Where Missoni Fits Into BMW Throughout his career, Missoni has showed a huge love for minimalism and refinement. “For me, minimalistic designs are the most interesting. Stripping away the non-essential, leaving a pure, yet iconic aesthetic,” he says in an interview. While more subtle, there’s another immediate common thread: sustainability. The XL-1 is a standout example of minimalism and sustainability. So are everything he’s worked on at Polestar – which is, after all, an electric car company. Missoni also seems to have values that directly reflect what we’ve heard from BMW in the recent past. When asked his three favorite things about the auto design industry, he cited “the emotional connection people have with our product, the impact our product has on people’s lives and the responsibility that comes with it, and the potential we have to positively affect the issues we face with climate and resources.” Need more buzzwords? “[Another] big thing is circularity…we’ll go more and more into sustainable materials. But these materials have quite a strong impact on what we do. If we’re clever, we can leverage that into a new design aesthetic.” There’s one more reason that Missoni is a good fit for BMW. Despite confessions that he “was never a petrolhead” – though quite enjoying the freedom that piloting a boat provides – he understands dynamics and their relevance. While discussing the Polestar 1, he’s quick to heap on the performance talk. “It’s not only the straight-line acceleration. It’s the driving dynamics and the chassis tuning of this car that makes it so special.” Where the Man and the Brand Go From Here Like his time at Volvo, Maximilian Missoni will share the design lead position with others. He’ll be joined by Oliver Heilmer, who’ll oversee entry-level models up to and including the 3 Series and X3. Heilmer will also oversee BMW M Design. As part of the power trio that rocked Volvo’s reputation, Maximilian Missoni has already proved himself a prodigious leader, collaborator, and – of course – designer. The hobbyist boatsman has a seriously important ship to steer – let’s see where he takes it. Sources: Formcast Car Design Podcast, Automotive News Europe, Muse.World First published by https://www.bmwblog.com

You know these are wild times when you’re reading about an off-roader on BMWBLOG and the vehicle isn’t even a BMW. The Ineos Grenadier comes from the factory with the ubiquitous B58 engine making 281...

First published by https://www.bmwblog.com

You know these are wild times when you’re reading about an off-roader on BMWBLOG and the vehicle isn’t even a BMW. The Ineos Grenadier comes from the factory with the ubiquitous B58 engine making 281 hp and 332 lb-ft (450 Nm). Controversial tuner Mansory has got its hands on the inline-six to extract considerably more oomph. The turbocharged 3.0-liter mill has been massaged to deliver 350 hp and 413 lb-ft (560 Nm). Although Ineos also sells the Grenadier with BMW’s B57 diesel, Mansory hasn’t touched the oil-burner yet. We should also mention the Quartermaster, a pickup truck version of the SUV with the same pair of Bavarian engines. There’s no word about performance gains following the bump in output. We do know a standard B58-powered Grenadier takes 8.6 seconds to 62 mph (100 km/h). Flat out, the all-terrain vehicle reaches an electronically governed 100 mph (161 km/h). That BMW engine works with an eight-speed ZF automatic transmission routing power to all four wheels. Mansory’s products based on BMWs have been surprisingly few and far between. That makes it even more interesting to learn about modifications to the B58 for a vehicle that doesn’t carry the famous roundel. The tuner’s website only lists customization packages for the X5, X6, X7, XM, and the 7 Series. Ineos has already leveled up the Grenadier with a 6.2-liter V8 engine from General Motors. However, it’s only for a prototype. Should there be a production version, it’s expected to have BMW’s 4.4-liter V8. This engine is already found in non-BMW products such as the Range Rover, Range Rover Sport, and the Land Rover Defender OCTA. If the Grenadier turns out to be a success, we can only hope it will give BMW an idea to enter this segment of the market. The G-Class and Defender could use some competition. However, engineering a body-on-frame SUV from scratch is a costly endeavor, so we wouldn’t get our hopes up too high. Maybe BMW should deepen its ties with Ineos? Source: Mansory First published by https://www.bmwblog.com

BMW Group is undergoing a significant transformation in its design leadership, with Domagoj Dukec now assuming responsibility for Rolls-Royce Design, including the prestigious Bespoke and Coachbuild divisions. This pivotal moment for Rolls-Royce marks a new...

First published by https://www.bmwblog.com

BMW Group is undergoing a significant transformation in its design leadership, with Domagoj Dukec now assuming responsibility for Rolls-Royce Design, including the prestigious Bespoke and Coachbuild divisions. This pivotal moment for Rolls-Royce marks a new era in luxury craftsmanship and personalized automotive design. For Dukec, however, this role represents not just a career milestone but the realization of a challenge he had long sought. According to BMW Group Design Chief Adrian Van Hooydonk, Dukec asked for the Rolls-Royce position some time ago in the quest for new challenges. Now Dukec is ready to push his design expertise to new heights, particularly in a brand renowned for opulence and personalization. Started at Volkswagen and Citroën Dukec’s journey to this position began early in life. At just 13 years old, he was already certain that his future lay in automotive design. His father regularly drove him to Pforzheim, where Dukec presented his sketches to the university’s School of Design. Throughout his education, Dukec spent every vacation interning with various car manufacturers, where he learned the vital balance between a product’s aesthetic and functional execution and its commercial viability. Following his graduation from Hochschule Pforzheim in Transportation Design in 1999, Dukec’s career took him across the globe, with stints at renowned studios in Barcelona, São Paolo, and Paris. He held key roles at Volkswagen as an exterior designer and later at Citroën as an exterior design supervisor. It was during this time that he sharpened his skills in automotive design, ultimately leading him to answer BMW’s call in 2010. BMW Design Boss in 2017 At BMW, Dukec quickly rose through the ranks. By 2013, he was leading the Exterior Design team, and in 2017, BMW confirmed him as the design chief for both its ‘i’ electric cars and its high-performance ‘M’ models. His contributions have been instrumental in shaping BMW’s bold new design language, especially in models like the iX, i4 and the M3/M4, and of course, the upcoming Neue Klasse family. Now, as he takes the helm of Rolls-Royce Design, Dukec’s responsibility extends beyond aesthetics. His vision will define the next chapter of Rolls-Royce, as the brand embraces electrification while maintaining its commitment to unparalleled luxury. The Bespoke and Coachbuild departments, which allow clients to tailor every detail of their cars, will be central to his work, offering him the creative freedom to push the boundaries of automotive craftsmanship. Simultaneously, Anders Warming, who previously led Rolls-Royce Design, will oversee all Advanced Design topics across BMW Group, including BMW’s Designworks subsidiary. His broader role reflects will allow Warming to bring his talents to the design of BMW concepts. Warming’s rich history with BMW, where he designed iconic models like the Z4 and showcars like GINA and Mille Miglia, ensures that his leadership will influence future design innovations across all brands. This reshuffling marks a deliberate strategy by BMW Group to realign its design leadership and reshape its design studios across all brands. With Dukec leading Rolls-Royce and Warming at the forefront of BMW Group’s Advanced Design, the company is signaling its commitment to balancing tradition with innovation. As Dukec transitions into this new role, his desire to push the envelope in design, will undoubtedly leave a lasting mark on Rolls-Royce’s future, positioning it as a leader in both luxury and forward-looking automotive design. First published by https://www.bmwblog.com

BMW is undergoing a significant reorganization of its design department, bringing in new talent and restructuring its leadership under the guidance of Adrian van Hooydonk, the current Head of Design. In a recent exclusive interview...

First published by https://www.bmwblog.com

BMW is undergoing a significant reorganization of its design department, bringing in new talent and restructuring its leadership under the guidance of Adrian van Hooydonk, the current Head of Design. In a recent exclusive interview with Van Hooydonk we’ve learned more about the reason for these changes. Polestar’s Missoni and MINI’s Heilmer To Co-Lead BMW Design Photo courtesy of Polestar One of the most notable additions to the BMW Group is Maximilian Missoni, who will take charge of design for the upper mid-size, luxury-class models, and ALPINA, a brand recently acquired by BMW. Missoni, known for his work with Polestar, the Swedish electric car brand, comes with a reputation for crafting elegant, forward-thinking designs. Having also worked with Volvo for several years, the 45 year old Austrian-born designer brings a wealth of experience to his new role. His family’s heritage traces back to Italy. The day-to-day design activities at ALPINA will be managed by Alex Innes, former head of Rolls-Royce Coachbuilding, ensuring the smooth integration of this prestigious brand into BMW’s wider portfolio. Meanwhile, Oliver Heilmer, who has led MINI’s design since 2017, will now take on the responsibility for BMW’s entry-level models: 1 Series, 2 Series, 3 Series, and crossovers such as the X1, X2, and X3. The corresponding Neue Klasse models will also fall under his leadership. A Munich native known for his friendly and approachable nature, Heilmer’s time at MINI created a new family of cars: the new Cooper, Countryman and the-all new Aceman. Heilmer will also lead BMW M Design, where he will collaborate closely with Michael Scully, the recently appointed head of M Design, who will report directly to him. Domagoj Dukec Takes Over Rolls-Royce Design Rolls-Royce, the epitome of British luxury, is also seeing a shake-up. Domagoj Dukec, the current head of BMW’s core design studio, is set to take over design leadership for Rolls-Royce. This shift comes as the brand continues to push the boundaries of bespoke and coachbuild offerings, an area where Dukec’s attention to detail and deep understanding of automotive luxury will be crucial. Dukec, who was born in Frankfurt to a German-Croatian family, has a rich history with BMW, having steered the design direction for both the BMW ‘i’ and ‘M’ divisions. Additionally, Claudia Braun will lead a newly consolidated cross-brand department responsible for Color and Material Design across BMW, MINI, and Rolls-Royce. Braun has already proven her expertise, having managed these aspects for BMW since 2024. Her expanded role reflects the increasing importance of sustainable materials and unique color choices in shaping a brand’s identity. Anders Warming To Lead BMW Group Advanced Design and Designworks In another key development, Anders Warming, formerly in charge of Rolls-Royce design, will now focus on Advanced Design topics and the BMW Group Designworks subsidiary. His oversight of futuristic concepts and innovations will likely push BMW’s design language into new, uncharted territory. Holger Hampf – The New MINI Design Boss Holger Hampf, previously at the helm of BMW Group Designworks, will assume responsibility for Mini’s design, while Christian Bauer continues to lead the charge in shaping the digital customer experience for BMW and its brands. Exclusive Insights From Adrian Van Hooydonk During the interview, Van Hooydonk told us that the reorganization stems from the need to manage the sheer volume of products and to inject fresh ideas across BMW’s design spectrum. Each design leader will bring unique perspectives to their portfolios, ensuring diversity in both design and functionality. Additionally, Domagoj Dukec, who has guided the design of BMW’s core lineup for years, requested the Rolls-Royce role long ago, seeking a new challenge in the realm of ultra-luxury vehicles. His deep connection to BMW and passion for bespoke design make him the perfect fit to lead Rolls-Royce into a new era of refinement, innovation and electro-mobility. Van Hooydonk acknowledges that the reorganization might seem unusual but it’s necessary to reshape the BMW design creative future and to tackle the vast responsibilities of a single design boss. As van Hooydonk put it, “Technology and customer preferences are changing faster than ever.” Each new design boss will choose his management team, according to Van Hooydonk. What should we expect to see the new brand design identity? “Next products influenced by Oliver and Max will come after 2029,” Van Hooydonk says. “The current product portfolio has already been finalized.” The most significant change is the addition of Maximilian Missoni. BMW rarely hires external candidates for the design leadership role, with the previous external hire, Jozef Kaban, having a brief tenure. Reportedly, cultural fit played a role in that departure. Missoni, however, was specifically pursued by Adrian van Hooydonk after resigning from Polestar this past August. Van Hooydonk mentioned that after a few meetings, he was impressed by the synergies between them. “He’s a great fit for the company, and I’m excited to see what he brings to the table,” van Hooydonk shared. However, don’t expect Polestar-inspired designs—Missoni is expected to uphold BMW’s legacy and DNA, while his experience in luxury and minimalist design will naturally influence future products. First published by https://www.bmwblog.com

Obsessed With The Culture Of Cars

Gilbert, Arizona has decided that your race car is ugly and it should be hidden from sight at all times. The southeast suburb of Phoenix is packed with sprawl and is adding more people to its population seemingly every day. As more people move in to more planned and gated communities, the city has decided to put on…

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The Ford Mustang GTD aims to elevate the iconic muscle car’s image to a level it has never been without a helmet and Nomex overalls. Ford revealed that the GTD’s 5.2-liter supercharged V8 engine will produce 815 horsepower, making this $300,000 pony car the most powerful production Mustang ever. The Blue Oval hopes an…

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Police in Denmark charged a motorcyclistwith 86 separate moving violations over the weekend, adding excessive speed, endangering others, even “riding on the rear wheel,” to his rap sheet. Danish authorities, however, were absolutely dumbfounded by one unique factor of the case: Most of the evidence came from the…

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As enthusiasts, we love the cars that really get your heart pumping. Unfortunately for us, that kind of stuff costs money. A lot of money. The vast majority of car buyers, on the other hand, just want something decent to get them from point A to point B, and the cheaper it is, the better. Sadly, there are no new cars…

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There is absolutely no way anything could go wrong buying this Chevrolet Astro Van on metal tank tracks. I mean, sure, you can’t actually drive it on the street anywhere, but if you need to climb to the top of a snow-covered mountain, or have a desire to comb wide swaths of desert and sand dune, this is the perfect…

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A mom in California faced a frightening situation last week when her child was locked inside her Tesla while it was charging on a 109-degree day. With no way of opening up the vehicle to get her child out of the sweltering car, Kassandra Pineda and a bystander were forced to smash the car’s window to free the child.

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I love sports sedans. You love sports sedans. We all love sports sedans. That’s why it comes as no surprise that you folks were so passionate about the best sports sedans of all time when I asked you to tell me your favorite in last week’s question of the day.

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It looks as if the universe is working to protect car enthusiasts, as the Subaru BRZ is sticking around for 2025 alongside its Toyota GR86 twin. Unfortunately, the price of the compact sports car has gone up once again. Subaru released pricing for the 2025 BRZ and it now starts at $32,265 including destination, an…

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Good morning! It’s Monday, September 16, 2024, and this is The Morning Shift, your daily roundup of the top automotive headlines from around the world, in one place. Here are the important stories you need to know.

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On Friday NASA astronauts Butch Wilmore and Suni Williams had their first news conference from the International Space Station since the Boeing Starliner returned to Earth empty last week. While the pair wouldn’t discuss the troubled spacecraft in detail, they made it clear that NASA and themselves weren’t comfortable…

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According to the seller, today’s Nice Price or No Dice 924S is back on the market after an auction agreement fell through. It now has a lower price, and the seller is open to offers. What should we reasonably suggest?

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Car insurance has gone from being an annoying monthly bill to a crippling expenditure that makes me question if I want to own a car. Headlines across the country have reported on the unprecedented explosion in insurance premiums over the past few years, so if you’re paying out the nose for coverage you want to be sure…

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No one’s ever happy to be pulled over by a police officer, especially if they were driving a bit faster than the speed limit. Earlier this week we asked our readers which cars are magnets for police. The comments section featured a variety of responses ranging from specific models to just general aesthetics. There was…

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Boeing’s first foray into manned space flight has been an unmitigated cock up. Starliner launched to the International Space Station with two astronauts onboard in June and landed back on Earth two months later without them after issues were uncovered with the craft. Now, more problems have surfaced during Starliner’s…

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There seems to be 10 models on the market right now that not very many people are interested in. First spotted by Mopar Insiders, Caredge.com has data showing the 10 slowest selling vehicles on the market. In a blow to Stellantis, half of the models on the list are from brands under the automakers corporate umbrella.…

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Say what you will about the Tesla Cybertruck, but one thing is undeniable: the damn thing is attention-grabbing, and that’s especially true for one wrecked Cybertruck in Seattle, Washington. In fact, this stranded truck has become a bit of a landmark in the city with its own Google Maps pin entry. Move over Chicago’s…

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It took Porsche a year and five months to come up with a fix to the recall and stop-drive order it issued for every single Carrera GT built. The suspension failure–related recall addressed a particular propensity for control arms to corrode and fail, which could lead to a crash. If you are one of the folks who own a…

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We trust automakers to make quality vehicles that are not only reliable, but most importantly safe to drive for years to come. That isn’t always the case though. One Nissan Frontier owner experienced this first hand after discovering his truck was missing frame welds.

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One of the most important things to keep in mind when building your car for any kind of motorsport application is thatthe tires are almost always the most important part of your “build.” Well, okay, driving ability is most important, but tires are second. You have to have good tires to build the foundation of your…

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An Alaska Airlines Boeing 737 Max aborted a takeoff at Nashville International Airport on Thursday to avoid hitting a Southwest flight that had mistakenly been given clearance to taxi across the runway. The force put through the wheels during braking blew out the Alaska plane’s tires. The 78-ton aircraft reached 120…

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We love a good postal truck around here, and apparently the long-delayed, strangely designed electric postal trucks are pretty dang good, according to the mail carriers that use them every day.

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Leave it to an American hot rodder to take a German personal luxury sports coupe and turn it into a straight-line acceleration monster powered entirely by screaming bald eagles. While this car would have left a factory in Bavaria 22 years ago powered by a comparatively diminutive inline six-cylinder engine, it is now…

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The National Transportation Safety Board revealed on Thursday that California firefighters used 50,000 gallons of water to extinguish a Tesla Semi fire last month. The electric truck crashed on Interstate 80 in Northern California and burst into flames. The resulting 1,000-degree fire shut down the highway for 16…

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By most metrics, Massachusetts is a fantastic state to live in. It isn’t cheap, but you get a lot for your money. Unfortunately for the people who live in Massachusetts, the state’s Registry of Motor Vehicles is full of a bunch of jerks and decided to ban kei cars. The enthusiast community pushed back, though, and…

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The election cycle is in full swing, with presidential hopefuls Donald Trump and Kamala Harris trading blows over the auto industry, Republican vice presidential nominee JD Vance flying into restricted airspace and Democratic nominee Tim Walz showing everyone how much of a car guy he is. Now, the Minnesota governor…

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It’s been a big week for space travel, after Boeing’s Starliner craft returned to Earth empty, a new record was set for the number of people in orbit and the first private space walk was a success. Now, footage of that spacewalk is online, offering you a first person view of life as a billionaire floating through…

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Good morning! It’s Friday, September 13, 2024, and this is The Morning Shift, your daily roundup of the top automotive headlines from around the world, in one place. Here are the important stories you need to know.

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We all like to think that we’re great at playing cars, right? We’re grown ups who’ve learned a lot about cars over the years, but do you know the best way to learn more about cars? Make mistakes around cars.

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If you’ve got kids, they’ve likely been exposed to YouTube via grandma’s iPad more than once. If they like cars, the algorithm is very likely serving them some weird, bootleg car content that gives me the absolute creeps to watch.

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No one enjoys enduring an airport layover. However, very few people go as far as to threaten to blow up an international airport over the lack of direct flights to their preferred destination. As KLAS reported, an angry passenger in Las Vegas on Monday not only said he wanted to bomb Harry Reid International Airport,…

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Since its inception the Toyota Prius has always been one of the best fuel sippers around. From the first generation’s 41-mpg combined rating to the current generation’s 57-mpg combined rating, you’ll definitely save on your monthly gas bill. But the Prius can far exceed its advertised gas mileage if you really try, as…

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Earlier this week we asked the readers of Jalopnik to tell us about their favorite cross-country road trippers. While nobody picked my favorite option, the Volkswagen XL1 fuel sipper, there were plenty of great choices on the list, and a few questionable ones. These days pretty much any car will comfortably and…

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The price of not just buying, but keeping a super- or hypercar running, is astronomical. What would otherwise be your standard, run of the mill car parts on a regular vehicle can cost as much as vehicle themselves on a supercar. From McLaren F1 windshields that cost as much as a midsize family sedan to Mercedes SLR…

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While not perfect, today’s Nice Price or No Dice 635CSi covers the basics and is handsome as all get-out. Let’s see if that’s enough to also cover its asking price.

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On Friday, September 13, 2024, the car news website Autoblog.com will cease to exist. The site that started with the philosophy of covering every single scrap of automotive news is shutting down after 20 years in the biz. And though we had, at times, an adversarial relationship with the ’Blog, you won’t find one…

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When someone is willing to steal a car and lead police on a high-speed chase, it usually doesn’t end well, and sometimes the circumstances are hard to believe. We’ve seen everything from a Google Street View car going over 100 mph before crashing into a creek to a U-Haul truck leading police on a 53-mile chase. The…

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I don’t have the kinds of skills needed to do a bicycle backflip, regardless of the circumstances. But I especially don’t have the skills to do it on the back of a moving ten-car freight train. Polish rider and Crankworkx Triple Crown winner Dawid Godziek worked with his brother Szymon to build a series of special…

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Stainless steel often proves to be anything but—anyone with stainless steel appliances can tell you that—but the Tesla Cybertruck’s steel body panels have made a mockery of the adjective. What is a Cybertruck owner who wants the benefits of blinding body panels without the hassle of near-constantly cleaning to do? One…

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Dylan just bought a house in the San Francisco metro, the downside is that the garage is a bit too small for his 2019 RAV4. Since his girlfriend will be driving a more practical car, he wants something fun that can fit in the garage. With a budget up to $30,000 what car should he buy?

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When a prospective buyer of a used vehicle from CarMax doesn’t qualify for financing, they’ll likely be offered a loan from Exeter Finance as a lender of last resort. Through its partnership with the country’s largest used car retailer, Exeter positioned itself at the pipeline of sub-prime borrowers, according to a…

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When fishermen on the Pecatonica River in Northern Illinois likely had no idea that their sonar discovery of a vehicle under the water would lead to a breakthrough in a nearly 50-year-old missing persons case. Authorities pulled a metallic brown 1966 Chevrolet Impala from the river and found the skeletal remains of…

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Is Tesla a car company or a tech company? It’s a question not even analysts on Wall Street can agree on. CEO Elon Musk seems to split the difference between the two, and it’s hard to argue the cars his companies build aren’t more tech-forward (for better or worse) than most other cars currently for sale.

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Upmarket Hyundai sub-brand Genesis is becoming a real grown-up automotive brand and finally kicking off its own major international racing team. While Hyundai has been doing the yeoman’s job racing in TCR and WRC, Genesis has been sitting on the sidelines waiting for its turn at the big leagues. This week the brand…

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The state of EV charging infrastructure in the U.S. market right now is a joke. There’s nothing worse than having a smooth and easy road trip sidelined by a bad charging experience. At some point the market should have figured out that consumers want a charging experience that is better than going to the gas station,…

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American singer-songwriter Jon Bon Jovi and a member of the crew from a video shoot he was working on talked a woman away from the ledge of a bridge earlier this week. The New Jersey singer was shooting a video in Nashville on Tuesday when he spotted a woman over the safety rail on the Seigenthaler Pedestrian Bridge.

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Good morning! It’s Thursday, September 12, 2024, and this is The Morning Shift, your daily roundup of the top automotive headlines from around the world, in one place. Here are the important stories you need to know.

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Ever since November 2000, there has always been at least one person in space at all times thanks to the International Space Station. But now, the rise in space tourism and issues faced with Boeing’s Starliner mission mean that there’s a record-breaking number of people in orbit above our planet right now.

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One of the most fun thought exercises as a fan of automotive design (or as an amateur or professional designer) is to imagine what a classic car or iconic design would look like if it still existed in modern times. That’s exactly the idea behind the DS Automobiles brand’s latest concept car. Called the SM Tribute,…

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General Motors and the South Korean automaker say they will collaborate on new vehicles, buying parts and clean energy technologies.

A week after the automaker announced it was considering closing factories in Germany, the company said it was exiting a labor contract that protected workers from layoffs.

An immersive article shows readers what a New York Times reporter has tracked for nearly a decade: Robot taxis still need human help.

Nine years after the carmaker admitted to concealing emissions on a massive scale, Martin Winterkorn will be tried in a German court.

For the first time in its 87-year history, the automaker is considering shuttering factories in Germany, citing the need to remain competitive.

The government is aggressively promoting electric cars. But a dramatic blaze in an underground lot has left some potential buyers worried about safety.

Elon Musk’s plan to open Tesla’s charging network is proceeding slowly. Nobody is entirely sure why, or when that might change.

Repsol figures that there is still life in vehicle fuels as long as they can be portrayed as low carbon.

The new tariffs announced by Prime Minister Justin Trudeau will match levies imposed by President Biden and could further strain relations between Canada and China.

In NASCAR, victory — and money — is often determined by seconds, one reason car racing teams are increasingly looking to hire former college athletes.

The lawsuit accuses the automaker of tricking drivers into sharing detailed driving records that were then sold to insurance companies.

The move is the latest sign of trouble for the trans-Atlantic automaker, which has had sluggish North American sales and has said it needs to cut costs.

Hitting the road for a trip from Maine to Massachusetts in a giant boot on wheels.

Tesla says self-driving taxis will power its growth, but the company hasn’t said when such a service would be ready or how much it would increase profits.

Three bridges, one toll.

Lawyers for Tesla have asked a Delaware judge to reverse her decision to void a multibillion-dollar pay package for Mr. Musk after shareholders approved it a second time in June.

They can be, but it depends on your driving habits. We break it down for you.

The company led by Elon Musk is selling fewer electric cars, and its big bets on driverless taxis and artificial intelligence could take many years to pay off.

General Motors said the self-driving division’s cars will run in Dallas, Houston and Phoenix after an accident last year. Human drivers will supervise the cars.

The General Motors sports car, which enjoyed strong sales after a big design change, now has a hybrid version and may get a fully electric model that may turn off some gas-loving customers.

Welcome to nirvana for car enthusiasts. You have just entered the online home of the world's oldest car magazine, and the only place on the internet where you can find Autocar's unique mix of up-to-the-minute news, red hot car reviews, conclusive road test verdicts, and a lot more besides.

Front bumper is different to that fitted to regular Q6 with new DRLs and lower grille

Could this be a Dakar-flavoured Q6 E-tron or a mule for something altogether more radical?

Audi appears to be gearing up for the launch of a hardcore electric off-roader, with a distinctive prototype having been spotted testing at a company facility in Germany.

Although based on the upcoming Q6 E-tron Sportback, it's significantly taller and wider than the regular electric SUV.

It appears to have a more aggressive front bumper than the Q6, with redesigned daytime running lights and larger air intakes.

The wheel arches have swollen to swallow up a set of thick-walled all-terrain tyres and the roof is fitted with the same rack as the limited-run Audi Q8 E-tron Edition Dakar.

This suggests Audi could be preparing a similar version of the Q6, albeit with a much more overt focus on off-road performance.

Audi abruptly withdrew from the World Rally Raid Championship in March (having won the Dakar Rally in January), and it may now be preparing a special model in tribute to its three years campaigning in the series.

However, it could also be a test mule for the German brand’s upcoming rival for the Land Rover Defender and Mercedes-Benz G-Class, plans for which were unearthed by Autocar last year.

This car won't be based on the same PPE architecture as the Q6, which could explain why the mule is so abnormally stretched widthways.

Notably, its proportions bear a strong resemblance to those of the Activesphere concept that Audi revealed a year ago.

Audi designers confirmed that aspects of the Activesphere – including its broad shoulders – were destined for the road, and several of those can be seen in the new prototype.

“Maybe this is the future: Audi Allroad 2.0,” said Marc Lichte, then Audi’s chief designer.

A spokesperson for Audi was unable to comment on the images of the new prototype.

The new Lecar 459 Hybrid will be launched in Brazil in 2026

Joint venture aims to builds five million units per year for a variety of car makers, also including Nissan and Volvo

Brazilian start-up Lecar will be the first car maker to use a powertrain supplied by Horse, the joint venture between Renault and Geely.

UK-based Horse, announced last July and officially formed this May, aims to become the “global powertrain leader”, with a goal of building some five million "best-in-class" petrol, diesel and hybrid powertrains per year for car makers including Nissan and Volvo. 

The Lecar 459 Híbrido, a crossover set to be launched in 2026, will use a range-extender powertrain centred around Horse's 1.0-litre three-cylinder HR10 petrol engine. 

Similar to how Nissan’s e-Power system works, the engine powers an on-board generator that provides charge to a battery that sends power to electric motors.

Exact specifications of the 459 Hybrid have yet to be confirmed.

The HR10, which has already powered light commercial vehicles in similar range-extender powertrain, has been designed to run using low-emissions petrol and ethanol flex fuels – the main fuels offered in Brazil.

Horse will annually supply Lecar with 12,000 units, produced at the powertrain maker’s plant in Curitiba, Brazil.

Matias Giannini, CEO of Horse parent company Horse Powertrain said: “For Horse, this is a monumental first step into providing combustion engines for passenger-vehicle range-extenders.

"This deal signals our commitment to Brazil, one of the world’s most exciting automotive markets. 

“It also signals our relentless commitment to innovation in EREVs [extended-range electric vehicles] – one of the fastest-growing vehicle categories globally – and our ability to support brands and OEMs developing both EVs and combustion-engine vehicles."

Horse CEO Patrice Haettel added: “This is a significant milestone for Horse as it continues to deliver on our strategy of developing tailor-made solutions for every market.”

Other car makers to push into the EREV market include Mazda and Hyundai. The latter recently became the first global car firm to commit to a broad roll-out of EREVs as it looks to bridge the gap to sluggish EV demand.

With great range, low running costs and a fast-growing UK charging network, running an all-electric car is easier than ever

If you’ve been thinking about making the switch to an all-electric car but you’re worried about whether right now is the right time, you’re probably not alone.

There are plenty of myths and misconceptions around electric cars – especially the topics of range anxiety, poor charging infrastructure and running costs. So, despite the fact that much of the negative press is outdated, unfounded or easily disproven, it’s natural to pick up on the vibe of the naysayers and have a few concerns.

But you only need to look at how the latest wave of all-electric models are changing the conversation – and that’s particularly true of the fast-growing Audi e-tron range. 

With impressive range[1], ultra-rapid charging capability[2], and advanced always-online navigation and connectivity that makes it all easy[3], all-electric models like the Audi Q4 e-tron, the Audi Q6 e-tron and the Audi Q8 e-tron are making the switch simple, hassle-free and – if anything – even more joyous than sticking with petrol and diesel.

So, as well as examining some of the more unusual myths around electric driving, we’ve examined some of the biggest electric myths in order to prove why they’re so wrong, and how the Audi e-tron range has the ultimate answer. Read on to find out more...

Learn more about the Audi e-tron range

Myth #1: Electric cars don’t have enough range

Let’s start with the big one: the heavily outdated perception of ‘range anxiety’ that unfortunately still lingers today. That’s despite the fact that the latest generation of all-electric cars have more than enough range for most daily journeys. 

Equally, range is often misunderstood. It’s not how much you’ve got; it’s how you actually use it in the real world. Let’s take some typical average UK mileage figures. 

According to UK Government statistics[2], we’ve been driving a lot less in recent years, so the average mileage of a UK driver has dropped from 7,400 miles a year or 20 miles a day in 2019 to just 6,600 miles a year or just 18 miles a day in 2022. Even if you take a higher-mileage company car driver doing 13,000 miles a year, that’s only 36 miles a day on average. So, most journeys are around 20-40 miles at most.

Depending on which Audi e-tron model you pick, according to official WLTP test data the Audi Q4 e-tron offers up to 328 miles of range on a full charge, while the Audi Q8 e-tron boasts up to 343 miles of range, and the Audi Q6 e-tron delivers up to 381 miles of range.[1] 

So, presuming that the typical range of a UK driver is 20-40 miles a day for a mix of daily commutes, shopping trips, school runs, and weekend days out, that means the Audi Q4 e-tron, Audi Q6 e-tron or Audi Q8 e-tron are all capable of doing up to a week of typical journeys (and possibly more) without even needing to be plugged in.

Add in the fact that most journeys either start or finish at home or at work where you may be able to plug-in to add to your battery’s range – or can incorporate some form of public top-up charging into your journey – and you can see how, with just a little bit of planning, it’s unlikely that you’ll run out of range.

Myth #2: Electric cars can’t do long journeys

So, it’s clear that we drive less than we think. But it’s the extreme scenarios – the big journeys – that scare us the most. It’s what’s called ‘range anxiety’: the fear that we’ll be nervously watching our in-car display and getting paranoid about running out before we reach our destination or having to waste time finding and using a charger.

Well, as we’ve seen, with a fully charged battery the latest breed of Audi’s e-tron models offer some impressive figures for overall range according to official WLTP test data. But let’s put that into context for long journeys.

Take a trip from London to Leeds. That’s a drive of approximately 196 miles – well within the maximum 328-mile range of the Audi Q4 e-tron[1] and will within the 263-mile range of even the high-performance Audi SQ8 e-tron.[1] Equally, London to Leeds is a journey that would take four hours, and you wouldn’t typically do that without stopping for a coffee or lunch, giving you enough time to top up with a healthy dose of range on an ultra-rapid charger.[2]

Myth #3: There aren’t enough public chargers

So, we’ve established that the latest breed of electric cars has more than enough range for most journeys, big and small. And, as most journeys start from a home or an office where there’s often an established opportunity to charge, all you need to consider is how and where you can charge away from home. 

And that brings us to the other side of ‘range anxiety’, which is often better described as ‘charging anxiety’. So, what’s the truth on charging points? 

Well, according to zapmap.com, as of April 2024 there were 61,232 electric vehicle charging points across the UK at 32,697 charging locations.[5] That’s a 45% increase over the previous year, and it’s predicted we’ll reach 100,000 points by August 2025.[6]

To put that in another perspective, there are currently just over 1m electric cars currently on the road in the UK[7] – which means that there is around one charging point for every 17 cars. But, as the critics say, not all chargers are equal. Some chargers are fast[2] and some are slow. So, let’s talk charging speed…

Myth #4: Electric charging takes too long

Let’s get this out of the way: swapping to electric charging after a lifetime used to brimming a petrol or diesel tank to full in just a few minutes is absolutely a bit of a culture shock – and charging an electric car at a public charger will certainly take longer than filling up a petrol or diesel car at the pump.   

You’d be surprised, though, just how quickly a modern all-electric car can use the right sort of charger to top up a big dose of miles, and – if you tweak your thinking – just how little time you need to spend charging.

Let’s start with charging speeds. Pick an Audi Q4 e-tron with its 175kW charging speed capability, and you could top its battery up from 10% to 80% in as little as 28 minutes[8] using a 175kW+ ultra-rapid charger.[2] The Audi Q6 e-tron boasts next-generation 800V technology with charging speeds up to 270kW, which can top you up from 10% to 80% in as little as 21 minutes[8] using a 270kW+ ultra-rapid charger.[2] 

So, you can easily get a healthy dose of miles in less time than it takes to grab lunch. But do you really need to spend that long charging? Why not just top up the miles you need on a public charger to get to slightly slower, but more cost-effective charging at your journey’s end? This is something that EV advocates call ‘grazing’ for charge on-the-move, before finding a ‘destination’ charger at your final halt.

There are two good reasons for this: ultra-rapid public chargers are among the most expensive in the UK network, with pay-as-you-go rates of around 74p per kWh.[9] Equally, the charging curves of Audi’s advanced e-tron batteries are designed to charge fastest at low capacities of 10% to 20% before slowing down the charging rate at the top of the curve from 80% to 100%.

So, there’s little point in waiting – and paying a premium – to charge past 80%, when you can just top up the miles you need and get on your way to a more convenient, time-efficient and cost-effective overnight charging point at your destination. It also helps you preserve the long-term performance of your car’s battery.

This is where the advanced connected[3] electric-focused navigation in Audi e-tron models comes in. Whether you’re using the myAudi smartphone app[10] to plan your route in advance from the comfort of your sofa, or using the in-car Audi Connect infotainment system on-the-go[3], it lets you find appropriate charging options for your journey – whether it’s ultra-rapid charging[2] on or near your route for a quick top-up, or slower more cost-effective charging with long-term parking near your destination.

Myth #5: There aren’t enough ultra-rapid chargers

Let’s start with the facts. There are currently around 4,988 ultra-rapid chargers in the UK with speeds greater than 150kW, forming 8% of the network, while the 6,936 rapid chargers with charging rates of 50kW to 149kW make up another 11%.[5] So, fast chargers are still in the minority in the network, but the network is also adapting – and the numbers of these types of chargers is growing fast.

Even more crucially, where these rapid and ultra-rapid chargers have been placed is more important.[5] You’re more likely to find them at motorway service stations or at large petrol stations close to main A-roads, as that’s where the highest demand for ultra-rapid charging will be. So, if you do need a rapid or ultra-rapid charger, you’ll likely be able to find the right option on a long journey on a motorway or A-road.

But not all charging needs to be ultra-rapid. In fact, lots of rapid charging can potentially damage your battery. So, if you’re away from home and can do a longer top-up charge, that’s where the other 81% of the network comes in. These 8kW to 49kW chargers are often called ‘destination’ chargers as they’re located at the sort places where you’d spend a longer extended amount of time – such as city centre car parks, hotel car parks, supermarkets, retail parks and leisure centres. 

These destination chargers offer you a convenient place to plug in and top-up at slower more cost-effective rates while you’re doing longer activities such as parking your car up overnight, doing some shopping, having a work meeting, relaxing over a long meal, taking in a film, or doing a session at the gym.

Myth #6: Public chargers aren’t reliable 

This is one of the areas where there’s some good news. The UK Government’s Public Charge Point Regulations of 2023[11] means that charge point operators need to meet a reliability requirement, where public charge points of 50kW and above should be available (on average) 99% of the time. The provider must also offer a free telephone helpline that’s staffed 24/7 and advertised at all charge points. So, you should find a public charge point that’s working when you need it. But, if you can’t, you can call someone to ask for support.

Myth #7: Paying for charging is a hassle

Okay, so you’ve parked up at a charger and you’re ready to plug in and go. How do you pay? Well, there are a lot of charging points from a lot of different providers, and in the past that meant carrying around a batch of different account cards and apps for different charging providers – sort of like having a stack of different credit cards for each and every supermarket or convenience store that you use.

Well, that’s where the UK Government’s Public Charge Point Regulations of 2023 are here to help. Going forward, all charging operators will be required to provide contactless pay-as-you-go payment options, with clear transparency about pricing. 

But it’s also where Audi is one step ahead of the problem. The Audi charging service – also available through the myAudi app[10] – gives you one-account access to 617,000 charging points across 27 European countries from a variety of charging companies, including the fast-growing ultra-rapid IONITY network.[12] You have access to three membership options: ranging from Basic pay-as-you go to Plus and Pro tiers which balance monthly fees with discounted charging rates.

Myth #8: Charging an electric car is expensive

Depending on which type and speed of public charging you use, top-up public charging can be as expensive as petrol or diesel – with pay-as-you-go rates of around 74p per kWh on the fastest ultra-rapid chargers in the UK network.[9]

One-touch multi-provider membership packages like the Audi charging service can help you control your costs. But, as any electric car owner will tell you, home charging is where the big savings come – both in time and money. After all, according to RAC Foundation research, the average UK car spends 96% of its time parked up, with 73% of that time invariably parked on a driveway at home.[13] And that’s usually overnight, when electric rates are lower.[14] So, there’s a potential time and cost benefit to charging your car when you’re not using it anyway – and it means you’ll start your next journey the next day with good range.

Obviously, the rates you will pay for your electricity will vary depending on your home energy provider, but electric car-friendly overnight tariffs will often be as little as 7p to 9p per kWh for overnight charging.[14] So, you could easily fully recharge the 77kWh battery of the Audi Q4 e-tron for as little as £5.39 to £6.93 a night. For a driver that does 7,400 miles a year – the equivalent of around 23 home charges – that could mean it costs you as little as £124 to £160 a year to charge an electric car.

So, those are all the ways in which all-electric cars like an Audi e-tron bust the biggest EV myths. But if you want to see how they bust some of the more unusual myths, we’ve tackled those too.

Learn more about the Audi e-tron range

[1] Official test (WLTP) data obtained under standardised conditions after the battery had been fully charged (to 100%). The Audi Q4 e-tron, Audi Q6 e-tron and Audi Q8 e-tron are battery electric vehicles requiring mains electricity for charging. Figures shown are for comparability purposes. Only compare electric range figures with other vehicles tested to the same technical procedures. These figures may not reflect real life driving results, which will depend upon a number of factors including the starting charge of the battery, accessories fitted (post-registration), variations in weather, driving styles, route conditions, speed, vehicle and battery age and vehicle load. Data correct at August 15th 2024.

[2] The availability of 150kWh and 350kWh chargers is currently limited in the UK. They are mainly located on selected motorways and major arterial routes. These chargers are not currently available in Northern Ireland and numbers are low in Scotland, Wales and rural parts of England. Please see zapmap.com for further details.

[3] Wi-fi or mobile data connection required, data charges may apply.

[4] Source: https://www.gov.uk/government/statistical-data-sets/nts09-vehicle-mileage-and-occupancy

[5] Source: https://www.zap-map.com/ev-stats

[6] Source: https://www.zap-map.com/news/60000-public-charging-points-uk

[7] Source: https://www.rac.co.uk/drive/electric-cars/choosing/road-to-electric

[8] Estimated charging times for the standard specification Audi Q4 e-tron and Audi Q6 e-tron. Test data obtained under standardised conditions for comparison purposes. Actual charging times will vary depending on various factors, including the selected trimline (and battery option, if available), the options you choose, the type of charger used, the level of charge in the battery, the age, type, condition and temperature of the charger and the battery, the power supply to and usage of the charger, ambient temperature at the point of use and other environmental factors.  Charging time will be longer in cold weather.  Charging times will also be affected by the charging curve (for example, once charging passes 80%, charging will slow to protect the battery's longevity) and will be longer if battery temperature activates safeguarding technology. Please consult your retailer for further information. Data correct as at August 15th 2024.

[9] Source: https://ionity.eu/en/network/access-and-payment

[10] Compatible smartphone, app download & registration & Bluetooth connection required.

[11] Source: https://www.gov.uk/government/publications/the-public-charge-point-regulations-2023-guidance/public-charge-point-regulations-2023-guidance

[12] Source: https://www.audi.co.uk/uk/web/en/electric/charging/audi-charging-service.html

[13] Source: https://www.racfoundation.org/wp-content/uploads/standing-still-Nagler-June-2021.pdf

[14] Source: https://www.moneysavingexpert.com/utilities/ev-energy-tariffs. Rates will depend on your tariff. Individual tariffs and off-peak hours may vary. Please consult your electricity supplier.

Round lighting signatures are inspired by the original Estafette

New ZFlexEVan provides first look at debut model from Renault's partnership with Volvo Trucks

Renault has revived the Estafette as a high-tech, city-focused load-lugger called the ZFlexEVan.

The new concept previews the debut model from the French company’s tie-up with Volvo Trucks, called Flexis, and it has been designed to stand out from the aggressive-looking diesel vans on the market.

It inherits its twin round headlights and soft curves from the Estafette, which – combined with a striking grey and yellow livery – are intended to brighten up European city streets, according to Renault.

“Vans will no longer be anonymous shapes. They will be endearing, expressive and come in eye-catching pop colours,” said Sandeep Bhambra, chief designer of concept cars for Renault’s electric car spin-off Ampere.

Although the ZFlexEVan is longer than a BMW 3 Series, at 4.87m, its turning circle is on a par with that of a Renault Clio. It is also distinctively tall: at 2.59m, it stands even higher than a Ford Transit. This is intended to allow a driver to walk the length of the van, from the cockpit through to the cargo bay, without crouching.

“We were trying to get every second out of interaction between the driver and the van, because every 30 seconds that you save in a delivery we estimate is [worth an extra] 1% profitability for the logistics operator,” Renault Group chief Luca de Meo explained in April.

Renault has yet to detail the ZFlexEVan’s powertrain beyond it being electric, but it has confirmed the van is its first software-defined vehicle. This means that, like a smartphone, it can be extensively customised through the car’s on-board operating system.

Renault suggested, for example, that a van retrofitted with fridges in the cargo bay could have its dashboard reprogrammed to display the temperature of those fridges.

It also said the van could be updated over time to improve its range, on-board safety systems and connectivity (such as to fleet management systems). This will make it 30% cheaper for companies to run than existing vans, Renault claimed.

The ZFlexEVan will go into production in two years, and it’s possible it will even adopt the Estafette name. Renault refers to it as both the "Estafette 4.0" and the ZFlexEVan, suggesting a retro-inspired reworking of its van line-up – similar to that under way with its road cars – is on the cards.

The new van will spearhead Flexis' plan to dominate the European van market. Announcing the partnership with Volvo Trucks in April, De Meo said: “This is the Tesla of the commercial vehicle in a way. That's the way you have to see it.”

Stinger GT's successor would likely use the E-GMP platform

'EV1' and 600bhp+ performance model could be next in brand's electric expansion

Kia is planning to bookend its range of EVs, with an entry-level city car and a new halo model under consideration.

The Korean brand has trademarked names from EV1 to EV9 for a range of models, and while it has confirmed that an EV2 will sit below the new EV3, the prospect of an EV1 has been off the table until now.

But Kia president Ho-sung Song confirmed to Autocar on a Car of the Year test drive of the new EV3 that an electric city car to replace the Picanto in the longer term was the “next, next target” as Kia seeks to bring down the cost of EV technology.

Such a car would need to cost below €20,000 (roughly £16,850) and would not be possible before the end of the decade. Until then, Kia is working to lower the cost of electric cars in €5000 increments: the EV3 is €35,000 (£29,500) in Europe and the 2026 EV2, a new supermini-sized model, will be below €30,000 (£25,285).

In time, the cost of those models could drop as battery technology becomes more affordable, at which point the possibility of a sub-€20,000 city car becomes viable. 

Song said targeting the €15,000-€20,000 city car segment was “very difficult, very challenging” for any car maker regardless of the powertrain – and making it electric only made it harder.

“Our next target is an EV model starting from €30,000,” he said. “This is what we’re preparing to offer customers. Still, we think we need sub-€25,000 (sub-£21,070) in our EV cars and maybe we can leverage around €20,000. But that cannot happen in the next two years.”

At the other end of the range, Song said a brand-building model like the previous Stinger GT but with an electric powertrain was under consideration to offer a similar halo effect to the company’s line-up.

“That kind of model is under study,” he said. “What kind of model can help build the brand? This is what we are now studying.”

The versatility of electric skateboard structures such as the E-GMP architecture used to underpin the likes of the EV6 and EV9 make such a car more viable in the electric era due to the greater commonality of components with other models in the range. As such, all-wheel drive from a dual-motor layout and more than 600bhp would be possible for such a flagship.

More generally, Song said that while demand for electric cars in Europe outwardly appears “sluggish”, the general trend is that Europe is “getting stronger” and he “does not worry long term” about EV uptake.

Song said incentives are still needed to boost demand in the short term and the recent volatility was a product of incentives being removed in countries such as Germany.

“In the meantime, most OEMs are trying our best to reduce the cost of EVs to provide a better price to our customers,” he said.

While development investments in hybrid models have recently increased at Kia, Song said the majority of investments are in electric cars and this remains the direction of travel for the company.

He also confirmed that solid-state batteries remain under development at Kia and the outlook for the technology is “in every aspect quite better” than today’s alternatives, although no date has been put on its showroom arrival.

Join as us we plunge into the details on Polestar's latest hydrofoil

Polestar. The ultra-cool Scandinavian design – all minimalist aesthetic, stripped-back functions, sustainable fabrics, gold highlights and sans-serif fonts – is absolutely what you would expect from the style-focused brand. 

Except… you don’t have to look hard to spot that the Candela C-8 Polestar Edition isn’t really a Polestar. It’s not even a car. It’s a boat. A super-stylish, ultra-modern electric hydrofoil, sure, but it’s absolutely a boat.

But, well, there’s more Polestar in Candela’s fast-growing range of hydrofoils than you might expect, because the partnership between the two Swedish firms extends beyond a styled-up special edition. Deep down in the hull of Candela’s craft you will find Polestar’s 69kWh battery pack as seen in the 2, along with the same 135kW DC fast-charging system. It’s not quite an amphibious car, but this is a genuine technical partnership.

It’s a very natural partnership too: there’s a real philosophical link between Polestar and Candela.

The Stockholm-based boat maker was founded in 2014 by Gustav Hasselskog with a mission to develop electric boats that offered significantly more range and speed. It had a prototype running in late 2016 and its first boat went into series production in 2019. Electric boats face tougher challenges than cars: water is a very literal drag on range.

Pushing a boat through even smooth water takes a vast amount of energy and that becomes amplified when things get rough. The way to maximise range? Get the boat as far out of the water as possible.

Candela’s hydrofoils follow the same principle as America’s Cup yachts: once they reach a certain speed, ultra-light C-foil hydrofoils are deployed, lifting the hull of the boat out of the water. “We make regular boats,” says Candela exec Mikael Mahlberg. “They just happen to be electric and fly.”

The hydrofoils can be deployed once the boat reaches 16 knots (about 18mph), which lifts the mass of the boat about a metre above the water, from where it can reach a top speed of 30kts (35mph) – while using a claimed 80% less energy than a conventional craft.

And that makes it efficient enough for an electric powertrain. At a standard cruising speed of 22kts, the C-8 has a range of 57 nautical miles. “The aim was to offer the same performance and range as a regular boat,” says Mahlberg. 

Candela produces a range of craft. There’s the C-7 and the C-8 ‘leisure’ craft, which seat up to eight people, and the P-8 and P-12 ferries that have room for up to 30 passengers.

So far, it has sold around 150 C-8s, and the ferries are attracting interest as commuter craft, particularly because the lack of wake when they’re ‘flying’ makes them well suited for busy harbours.

Of course, making a flying boat isn’t easy and Candela has had to draw on ideas from the marine, automotive and aviation worlds to make it happen. That explains the battery and charger deal with Polestar, which leaves Candela freer to focus on the key technology to make its boats fly better.

For starters, its machines are made from carbonfibre to minimise weight. The Polestar-powered DC version of the C-8 weighs 1750kg, which isn’t bad for an 8500mm-long, 2500mm-wide boat. 

Candela has also had to develop its own outboard powertrain, called the C-Pod. Unlike a conventional outboard motor that is mounted at the rear of the boat with the propeller dangling in the water, the C-Pod has a shape that resembles a torpedo, largely because it serves much the same purpose: it is mounted at the bottom of the rear hydrofoil so is entirely underwater. 

Each C-Pod contains a pair of electric motors, driving a pair of contra-rotating propellers with a total of 67bhp. That’s more efficient than a single motor. At higher speeds, the pressure in the flow around a large propeller creates a vacuum that adds noise and inefficiency.

There’s also a lot of computing power packed into a Candela boat, including fly-by-wire steering and a ‘Flight Controller’ system that takes sensor data from the boat’s perimeter and can adjust the position of the boat up to 100 times per second. 

Speaking of computing power, much as in a car, you will also find a 15.4in touchscreen near the steering wheel, with features such as built-in navigation. Obviously, you can also download an app to check your battery status from dry land, although, as of yet, there’s no Apple BoatPlay function.

While all of Candela’s craft are clearly style-focused, the Candela C-8 Polestar Edition adds in solid-grey exterior paint, marine-certified seat fabric taken from Polestar cars and gold design elements. 

It’s offered in open, T-top (with an extender shade above the driver) and hard-top forms, with prices from €400,000 (£335,000).

There’s clearly demand for the firm’s products, as those C-8 sales figures and interest in its ferries show. In a short time, Candela has become a leading player in the electric boat space – and it seems the firm could fly even higher in future, especially with access to proven electric car technology.

So what’s in it for Polestar, beyond finding a buyer for its batteries? Well, much like Candela has recruited expertise from multiple industries to develop its technology, so Polestar has shown a willingness to tap into other areas. 

For its ongoing Polestar 0 project to develop a fully carbon-neutral car, it is working with a range of partners from a variety of industries, and it also has a partnership with Swedish electric motorbike firm Cake. 

It’s about sharing technology, ideas and philosophies in the still-developing electric mobility world. Don’t expect an amphibious Polestar car any time soon – but it’s possible ideas from an electric flying boat could end up on future vehicles. 

Flight check

So what is it like to go flying in an electric boat? Full disclosure: our recent outing at Chichester Watersports was brief. The venue isn’t really designed for a hydrofoil boat, and an abundance of seaweed limited the ‘flying’ potential. But it was still a notable experience.

Much like with an electric car, it’s the lack of noise you notice, with the minimal sound of the motor initially hidden by the splashing of the waves. When the boat reaches flying speed, the movement of the C-8 rising out of the water is remarkably smooth, and without liquid lapping against the hull, it becomes disarmingly still.

And even though the boat is being lifted into the air by three narrow fins, it never feels unstable. It’s quite the way to travel.

Can a fancy restomod really be 33 times better than the classic 4x4?

What a month for Land Rover Defender residuals, with the announcement of not one but two restoration-and-modification specials.

I also see that we’re deep into territory that I predicted (go me) in 2016, when I thought that within a few years, old Defenders would be rebranded as Defender Classics.

I was partly right: it seems to be Classic Defender, going by the official title bestowed by Land Rover Classic on its most recent few editions.

The latest is the Land Rover Classic Defender V8 by Works Bespoke, perhaps announced now as a reminder to anyone contemplating a Grenadier Detour from Ineos’s new Arcane Works division that the original maker of cars that look like this is still doing a trade in them. Ineos is a company of which JLR, I think it’s fair to say, is no great fan.

The Works etc isn’t the first Defender to get a serious overhaul from Land Rover Classic, with the company basically doing enough to uprate the car without (according to DVLA rules, which should be followed by all restomodders) doing so much that the car ends up with a Q numberplate.

There’s a serious interior makeover on top and, I have to say, an external paint and wheel refresh that makes the 110 that they’ve used for the promotional pictures, on steelies and with a white roof, border on my perfect classic Defender spec.

Also step forward Oxfordshire firm Kingsley Cars. It has done a long line of classic Range Rover restorations and mods and now, apparently under new ownership, it has added Defenders to it too.

It’s not a dissimilar deal to the official Land Rover offering (or to that of other restomodders) in that you can have a V8 should you want to. Kingsley can be more liberal than JLR about the ones it selects, so you could choose a General Motors LS. And there’s quite a nifty configurator, for those of us who are prone to spending time on such things, as I am.

But the thing about both of these and others (I’m also fond of the work done by Twisted) is the cost: from around £168,000 for a car from Kingsley and from £228,000 for something from Land Rover Classic. And the more bespoke you go, the more expensive it gets.

While I totally get that level of pricing for what you might define as exotic classics, it feels weird for a car that started in life – and in many cases still exists in life – as a working vehicle.

The cheapest Defender 90 for sale on Auto Trader as I write is a 1990 2.5-litre turbo diesel pick-up on steel wheels at just under £7000. It appears to be very scruffy around the edges but has a full history and a new MOT and it looks so brilliant that, despite already owning a Defender, I’d quite like it.

There’s only so good you can make an old Defender within the rules of it staying, y’know, a Defender. And I’m not sure that one can really be 33 times better than another.

But the world of Defenders is odd like that. When I briefly toyed with selling mine, a mate considered buying it, and thankfully opted against it. Instead, he picked up an ex-farm car for approximately £10,000 (I forget exactly), spent a few thousand on accessories like an exterior roll cage and a winch and some cool wheels and sold it for almost £30,000.

I’m not sure there’s another vehicle that has such a wild disparity of pricing. Should I ever want or need to sell mine, I think I’ll hit the accessories catalogues first.

Back in 1961, the 220 SE conquered the most gruelling rally of them all

The Dakar Rally is the most gruelling event of its kind in the world today, spanning 4903 miles of Arabian desert.

Yet its original route covered 6200 miles, linking Paris and the Senegalese capital from which it takes its name. And there have been even longer rallies than that, including one traversing the entire length of Africa, from Algiers to Cape Town.

The 1961 edition of said rally was shortened due to political issues in the Congo region, but the distance to Bangui, capital of the then newly founded Central African Republic, was still 7145 miles – and with the Sahara desert, Sahel savanna and vast grasslands being in the way, less than 1% of those were on paved roads.

Long-distance rallying is a French thing. When the French held the world’s first motor races in the 1890s, they weren’t round tracks but point-to-point dashes.

Rallying in Africa began in 1930 to commemorate a century of French rule in Algeria. Organised by the army in collaboration with oil companies, this was a muscle-flexing exercise across France’s West African empire, the rallies being won by Citroëns, Delahayes and Peugeots.

By the time of the 1961 Rallye Algiers, however, Mercedes-Benz was a dominant force in the sport, and the German manufacturer enlisted Peter Rivière – a Brit who had come to attention as an Oxford student as part of an anthropology expedition through South America in a Land Rover – as one of the drivers for its W111-generation 220 SE saloons, alongside Swiss research engineer and single-seater racer Michael May.

“As expected, the cars were prepared perfectly, down to the smallest detail,” reported Rivière in Autocar. Except “the rear and side windows had been replaced by much lighter plastic."

"What hadn’t been realised was that this material has strong static electrical properties, and after the first few miles it was impossible to see out because of the dust clinging to the windows. Rubbing it off only made things worse, since the rubbing increased the electrical charge.”

Apart from that, the trip over the Atlas mountains was uneventful, if not for the heavy traffic that had churned up the road while carrying equipment to the French atomic research base (a year prior, scientists had tested a nuclear bomb at a still-classified location, releasing four times the energy of the bomb dropped on Hiroshima).

Once into the Sahara, another mistake became clear: “The provision of lightweight sand mats, instead of more normal plates or ladders. In practice they proved completely useless.” At one point, “after half an hour’s work digging we had not moved the car a single inch forward but about two inches downward”.

On multiple occasions, the duo had to be helped by “incredibly friendly Saharan lorry drivers”, who not only pulled cars free but also “stayed with us until repairs had been completed and did much of the work themselves”.

It wasn’t all hard graft, mind you: dinners included freshly caught gazelle roasted in desert moonlight in Niger.

Enjoy full access to the complete Autocar archive at themagazineshop.com

Rivière found that “depending on the consistency of the surface, one’s speed varies between 75mph on soft ground to 100mph on firmer”. But he was “very glad to get to the finish”, as problems persisted all the while.

The radiator hose splitting, the spark plugs needing replacing, the differential leaking, a cylinder filling with water and a “plague of punctures” had all caused “May to say a prayer or a swear word in his mother tongue”.

The hole in the floor letting dust in and the need to have the heater on full blast to keep the engine temperature down also made the trial more gruelling.

The #8 entry was overtaken by a Citroën and an Auto Union in the latter stages of the rally, but two other 220 SE crews held on to make it a one-two for Mercedes.

And despite everything, it was an experience that Rivière would look back on fondly. He concluded: “People often say to me how dull it must be, driving across these vast, flat expanses. I do not find it so. There is something wonderful about the scenery on that scale.”

Maximilian Missoni will also oversee the design of BMW’s upper mid-size and luxury-class models

Former Polestar design boss Maximilian Missoni has joined BMW to lead design for Alpina as it begins life under full BMW ownership.

Arriving as part of a wide-reaching shake-up of design teams at the BMW Group, Missoni will also oversee the design of upper mid-size and luxury-class BMW models.

Other notable moves at the German firm include BMW design chief Domagoj Dukec taking over at Rolls-Royce from Anders Warming, who becomes head of the Group's global Designworks operation. 

Missoni, who was Polestar’s design chief since its formation in 2018, announced his departure from the Swedish brand last month.

He was succeeded by Philipp Römers, who was previously Audi’s head of exterior design and is credited with designing cars including the previous A6, current A8 and E-tron GT, as well as the Mk7 Volkswagen Golf.

Polestar CEO Thomas Ingenlath (who will leave his role in October) said: “I thank Max for his leadership and companionship during the inception of Polestar as Europe’s only pure-EV brand.

"Max established the innovative design standards that combine aesthetics, luxury and performance in a way that is truly Polestar. We wish him all the best in the future.

“At the same time, I am delighted to welcome Philipp to Polestar. Philipp’s modern approach to automotive design and experience from the luxury performance segment will really support us as we take the next step in developing our model line-up.” 

Römers arrives at a critical moment in Polestar’s development, as it expands from one model, the 2, to a broader line-up of luxury EVs. It’s aiming for break-even cashflow and 155,000 sales next year.

Römers is likely to be charged with designing the follow-up to the 2 and facelifting the 3, 4, 5 and 6.

Big staff shuffle at BMW Group brings new design bosses for Rolls-Royce, Mini and BMW M

Domagoj Dukec is moving from BMW to Rolls-Royce to take over as director of design from Anders Warming, as part of a dramatic overhaul of the BMW Group's design operations.

Warming has steered Rolls-Royce's design department for three years, having previously worked under Chris Bangle at BMW and then been appointed chief of design at Mini.

Cars launched under his stewardship include the electric Spectre, the refreshed Cullinan and Phantom and the £20 million Droptail. 

Warming is moving to become head of the BMW Group's global Designworks operation, which takes a more overarching view of future mobility across the company's entire portfolio. 

Warming's and Dukec's new roles are among several significant changes for BMW Group Design, with director Adrian van Hooydonk rearranging the teams "to meet changing demands for future-oriented design".

Ex-Polestar designer Maximillian Missoni, who has overseen the styling of each of the Swedish brand's production EVs and concepts, has been hired to lead the design of upper mid-size and luxury-class BMW models, including those from the recently acquired Alpina brand. 

Mini head designer Oliver Heilmer, meanwhile, will take over the design of the smaller and mid-size BMW cars, including from the M performance division. He will be replaced at Mini by Holger Hampf. 

Rolls-Royce CEO Chris Brownridge hailed the "substantial and lasting" impact that Warming has had on the brand and said "his wealth of experience and creativity have instructed our future aesthetic direction".

Dukec is well known as the long-time design chief at BMW, under whose stewardship the brand has completely overhauled the look of its cars, most notably embracing substantial new grilles for all its cars - a move that Dukec has acknowledged as "polarising" but "brand-shaping". 

He has been at BMW for more than 14 years and has served in various high-ranking positions - including as design director for the BMW i electrified sub-brand and then in the same role for the M performance division.

Before arriving in Munich, he was a senior designer for Peugeot and Citroën at the PSA Group, after starting his career in the late 1990s as an exterior designer at Volkswagen. 

He will assume "overall responsibility for all design topics" at Goodwood, including the expansion of the highly lucrative Bespoke division. 

Rolls-Royce hasn't yet indicated what its next production car will be, following the launch last year of the Spectre, but it's working on an update package for the Ghost and will be turning its attention to future EVs as it looks to go all-electric from 2030.

Plug-in hybrid 3008 weighs 1905kg – 332kg heavier than the mild-hybrid petrol

New PHEV system, also offered in larger 5008, brings competitive tax rates for company car users

Peugeot has added a plug-in hybrid to the range of powertrains available in the new 3008 SUV.

It pairs an updated version of the turbocharged 1.6-litre four-cylinder petrol engine offered in the previous 3008 with a 123bhp electric motor, which is integrated into a seven-speed automatic gearbox. Combined, they put out 192bhp and 258lb ft of torque.

The 3008 PHEV dispatches the 0-62mph sprint in 7.8sec, quicker than the 134bhp mild-hybrid petrol 3008 (10.2sec) and the single-motor electric e-3008 (8.8sec).

The motor is fed power by a 21kWh battery that yields an electric-only range of 53 miles. As standard, it can be charged at speeds of up to 3.7kW, but an upgrade to 7.4kW is offered for an extra £400.

The set-up means the 3008 PHEV weighs 1905kg – up 332kg on the mild hybrid.

Peugeot said the powertrain has been designed to run on electric power as often as possible and that it's capable of doing so at speeds up to 83mph.

It yields official CO2 emissions of 19g/km, placing the 3008 PHEV in the 8% benefit-in-kind tax bracket. 

The 3008 PHEV’s luggage capacity matches that of the mild hybrid, at 588 litres.

Prices start from £40,650, with deliveries scheduled to begin early next year.

The same powertrain is offered in the larger (but closely related) Peugeot 5008 SUV, priced from £43,295.

In that car, its electric-only range is cut to 48 miles, which increases CO2 emissions to 23g/km. Nonetheless, it remains in the 8% BIK tax bracket.

As rivals fall by the wayside, Kia’s popular city car gets a makeover The Kia Picanto will, we suspect, turn out to be the slowest car Autocar tests during 2024, notwithstanding the subject of Matt Prior’s Christmas road test. Then again, based on previous candidates, that machine could well possess not a chassis but a hull.But forget about performance, because this 3.6m-long supermini is still one of the more unusual and interesting cars new money can buy – more unusual as a type of car than even plug-in hybrid supercars, which now outnumber truly small, and very affordable, hatchbacks.It will be news to nobody that city cars are an endangered species. Low margins, the cost of advanced safety features and a shift in market demands have all played a part in the thinning out of their ranks, yet diminutive, highly affordable, economical cars still have a role to play – and rather a noble one, if you ask us.That’s what this £15k Kia offers: easily accessible, trusty motoring. And perhaps a little fun? Let’s find out.

"Naughty streak" can make a Maserati more fun than a Porsche

With a comprehensive line-up and a clear, cohesive identity, Maserati stands out under the Stellantis umbrella

Over the past couple of years, Maserati’s rush of model renewal has created plenty of work for us road testers, but it has also led to a fresh sense of familiarity with its cars that’s broadly encouraging.

The company is undergoing one of those revival moments, having received some investment to develop new cars that might actually stick it to the Germans. Will a bunch of 3.5-star cars be enough to do that? Well, let’s just zoom out for a moment.

As model range renewals go, Maserati’s is pretty extensive. While Jaguar has withdrawn all but one of its cars from sale until new EVs arrive, the Modenese firm has made all but one of its cars less than three years old.

Some have suggested that the trident pig is just being fattened up for market (though a spokesperson recently denied that Stellantis has plans to sell Maserati). But I’d say getting rid of it would be a huge loss.

The firm has done a surprisingly thorough job in covering market territory. The Grecale SUV, Granturismo and Grancabrio are all available with petrol and electric power, and an electric MC20 is supposedly coming to complement the existing petrol version.

Continuing to give customers choice like this seems a canny move, because while there’s no getting away from the governmental drive for EV adoption, actual consumer appetite still lags behind.

There’s a chance that Porsche might look a little silly with its electric-only Macan come 2025 – but you’ll still be able to buy a petrol Grecale, even if increasing taxes and restrictions might make the latter prohibitively expensive.

Then again, maybe undertaking to build a convincing electric and piston version of each model has stretched development resources too thin. As we recently learned, the electric Grecale Folgore feels several years behind the competition as a luxury EV and it isn’t nearly as good to drive as its petrol siblings.

Which, if I was running the company, would be a definite worry, but at least the wider picture is more convincing.

Maserati’s petrol-powered cars may not be as objectively ‘good’ as rivals and they’re typically about 15% more expensive than feels justified – but they share a distinctive character that makes them very likeable indeed.

Just as every Porsche – whether it’s a base Cayenne or a 911 S/T – feels unmistakably like a Porsche, Maseratis (except for that electric Grecale) have quite an innately Maserati feel.

Their controls are quite light but do have feedback, and respond in a measured way, making the cars very intuitive to drive. There’s also a clear focus on comfort that sets Maseratis apart from rivals that are trying too hard to be sporty.

And yet there’s enough of a naughty streak that often actually makes them more fun.

So the cars are mostly good and distinctive, there’s cohesion within the range and the Maserati brand retains its special status; it’s the only one in the Stellantis stable that might ever comfortably occupy that lucrative sub-Bentley space. And unlike a certain British car maker aiming for the same tranche, Maserati actually has a range of cars to sell you today. 

There have been bumps in the road, then – but of the many brands fighting for a place under the Stellantis umbrella, Maserati might be the one with the clearest identity, and the best chances of long-term success, if it can just be that bit more consistent.

Charging boss says infrastructure roll-out is gathering pace, but new government must engage with the industry

The “incredible” rate of growth in the UK’s EV charging sector in recent years is “a huge British success story” that sets the industry up to cater to a drastic uptick in demand by the end of the decade - but the new government must work with charging firms to keep it on track.

That’s according to Vicky Read, CEO of industry body ChargeUK. She told Autocar that the network is on its way to achieve a targeted 300,000 chargers across the country by the end of the decade but called on the new Labour government to unlock crucial funding, incentivise EV uptake and remove installation obstacles in order to sustain the growth rate.

ChargeUK was formed to serve as a representative body for EV charger operators and counts a number of the country's biggest networks among its members, including BP Pulse, Fastned, Gridserve, Ionity and Osprey.

Giving an update on the state of the charging industry, Read said: “Actually, we're doing pretty well. The sector is only probably just over a decade old. It's actually a huge growth sector – probably a huge British success story, actually.”

She pointed to the latest figures from charger mapping firm Zapmap, which show there were 66,779 devices in operation at nearly 35,000 sites at the end of July, compared with 10 years ago when there were “virtually no charge points”.

"We're in the mid-40% for year-on-year growth, month after month, and Zapmap is reporting that positive drum beat every month,” she added. “In fact, that growth rate is such that we worked out that there's a public charge point being deployed every 25 minutes. So that's quite some growth.”

Add that number of public devices to the circa-870,000 private chargers currently in operation and there's nearly a plug for each of the 1.1 million EVs currently on UK roads.

The relationship between the number of EV chargers and EVs themselves is under particularly intense scrutiny at the moment, as the UK’s zero-emission vehicle (ZEV) mandate will drastically increase the proportion of EVs that each manufacturer sells over the coming years, and the new government has floated the idea of banning new ICE car sales in 2030.

But Read is unperturbed: "We feel that we're doing our bit and actually the outlook for going forward is positive.”

If the growth rate continues, there will be more than 300,000 devices operational by 2030, she estimated.

Indeed, Ian Johnston, who runs Osprey, recently told Autocar that while headlines around charging have been prevailingly negative in recent years, "what has actually been happening on the ground in the last 18 months is a quite astonishing roll-out of charging infrastructure".

As for whether the industry is getting enough government support, Read says the UK charging industry is “still getting to know the new team” at number 10 but added that “as a whole, the charging sector has been engaged with well, the role we play in the transition is understood and the progress we're making is acknowledged".

It's chiefly up to the new administration, she said, to address several "delivery barriers" preventing any acceleration in this sector. The growth so far, she said, “has been achieved with the brakes on, really".

Read said challenges in obtaining planning permission, grid connections and highway operation permits are limiting the speed at which new chargers can be deployed, and in some cases the devices themselves "can be sat there for a number of months before they're ready to go".

She added, though, that "the last government were very good at acknowledging" these "niggly issues" and said ChargeUK is "really hoping to pick that conversation up with a new government and remove all those obstacles".

Read is confident that the forecasted expansion of the UK's charging network can be largely achieved with private investment, pointing to the more than £6 billion that has already been committed to the sector by ChargeUK members through to 2030.

"We know that public finances are tight, and we want to make sure that taxpayers' money is being used sensibly," she said.

In line with that ambition, Read called for clarity over the status of two funds announced by the previous government that "have stalled somewhat".

The first of these is the Rapid Charging Fund (RCF), announced three years ago, which allocated £950 million to increase the number of fast chargers on the motorway network - but missed its target to install six 150-350kW devices at every service station by the end of 2023 and hasn't been officially tied to any distinct timeline or ambition since.

The other is the £450m Local Electric Vehicle Infrastructure (LEVI) fund, from which local authorities can obtain funding to install street-side chargers in their area.

Read said that "clarifying how public investment is being used really helps to unlock the potential of the private funding" and so called on the new government to "really speed up and clarify those two funds".

Crucially, these funds can also go some way to addressing the stark geographical imbalance that has opened up across the UK. The EV charger installation rate in London is far outpacing every other part of the UK, particularly the North.

In 2023, the number of chargers in the capital went from 152 per 100,000 people to 234 - well up on the 92 devices per 100,000 in the West Midlands and 72 in the North East.

"We're very alive to the fact that the roll-out is taking place at different paces in different places, and we're working really hard to address that," said Read, explaining that the LEVI and RCF are "aimed at helping us as a sector to plug those gaps".

However, she called on the procurement and planning departments of local authorities to work with the charging industry to "help identify the right places to roll out".

A recent study released by Vauxhall and the Cenex research consultancy found that adopting a more localised, targeted approach to infrastructure expansion could be the key to catering effectively to demand.

The report labelled the UK's infrastructure targets as "too wide in scope" and introduced new metrics to more precisely evaluate how effectively the UK charging network currently services demand.

For example, the report's new 'near home charging' metric determines whether supply of public chargers meets demand for the amount of households with no off-street parking in a given area.

According to the data in the report, 19% of all households who need one are currently within a four-minute drive of a charger.

Meanwhile, according to the 'journey charging' metric, which determines the extent to which each major road offers EV chargers, London's M25 motorway has just 65% of the chargers it needs and Manchester's M56 has just 20%.

Asked how the development of the charging network is being impacted by the adoption rate of EVs themselves, Read highlighted that the UK's ZEV mandate and forthcoming ban on ICE car sales will inevitably dramatically increase the proportion of EVs on UK roads and thereby the demand for public charging.

"We know that people need to see charge points out there before they make the decision to switch, and it may well be some time before those charge points are used at a level which is going to bring a return on investment, so we need to understand how that trajectory of the market is going to take place," she said.

"The ZEV mandate was highly consulted on and then a trajectory was set to be achievable, but it also performs an important role in giving us the confidence to invest."

Read acknowledged that the government could bring the previous administration's ICE car sales ban forward from 2035 to 2030 but said "we are on track to meet what's required by 2030, and if it does change back, we're ready".

Ultimately, though, Read added, charger operators still need sight of the projected trajectory of EV sales growth. "As with all big investments," she said, "we also like stability, so I think it would be good to have some clarity on that."

Attention-grabbing German tuning firm turns up the wick on BMW’s M2 If there’s an automotive concern to which the idiom ‘don’t judge a book by its cover’ applies almost perfectly, it’s Aachen-based AC Schnitzer.The UK’s petrolheads have mostly grown out of adding catalogue-ordered wings and other ‘enhancements’ to cars that came with an adequately disreputable aura straight from the factory, and Schnitzer’s full conversions can appear cartoonish to our eyes now. ‘Style over substance’ is the gut response, but in the case of the ACS2 Sport, successor to this car, don’t put too much stock in your viscera just yet.We will get to why that is in a moment. For now, what exactly are we dealing with? The transmogrified 2 Series before you is a full conversion of the G87-generation  BMW M2 (pre-facelift, in this case), and as usual it’s expensive if you go for everything on the menu. This ranges from the fantastically firm, heavily contoured steering wheel to two-way adjustable, KW-built dampers with Schnitzer-specific valving, via plenty of CFRP aero add-ons and carbonfibre trim. Think three figures all-in, but few will go the whole hog. The good news is you probably need only two elements to create a car that makes the standard M2 feel ponderous: Schnitzer’s RS suspension (including those KW dampers and a ride-height drop of up to 35mm) and the garish alloys, which are an inch larger than the usual ones yet, being forged rather than cast, weigh around 25% less.There’s also the revised engine map to consider. It uses a piggyback ECU to drag power from 454bhp (or 473bhp in the facelifted M2) to 553bhp and torque to a pretty monumental 479lb ft. It makes the ACS2 Sport indecently quick – but then again so is the standard M2. You might notice the uplift with your foot flat on the way down an autobahn slip road, but in the UK you would be hard-pushed to enjoy the difference. As with the touring-car canards, the wing and decals, we would leave modifications to BMW’s hulking ‘S58’ 3.0-litre six on the shelf.So, wheels and suspension: that’s where the transformation lies. And it is a transformation. Aside from the small savings in the alloys, the ACS2 Sport weighs no less than the 1730kg M2, yet it moves with the innate dexterity of something closer to 1400kg.You notice it straight away, the feeling that the vertical body control and steering response of a Porsche 718 Cayman S have been transplanted. The slack in the M2’s steering pick-up from any starting point has vanished. It’s the same with throttle sensitivity: in absolute terms, of course, it hasn’t changed a jot, but the reduction in body squat when you push on the pedal in effect shortens the car’s reaction time. Same story with braking.The best bit is that none of this has been achieved by tying the chassis down to an absurd extent. The ACS2 Sport rides well. It’s a little more brittle and noisier than the languid original article on pocked stretches of road, but honestly, the difference is miraculously small when compared with the positives.   Know also that the M2’s palpable itch to indulge you with some benign oversteer is still there. It’s just that, with the ACS2 Sport, you’re dealing less with a tamed muscle car and more with a proper athlete. It is, in short, sweeter company.Next year, BMW will launch its own hot M2, the CS. It will probably be outstanding, extremely expensive and sold out at the start. My advice? Buy a used M2 Competition and give Schnitzer a call. 

Chery-owned Omoda is among the Chinese brands making waves in the UK

Chinese officials are aware of the opportunity in the UK, comparing it to Japanese investment in the 1980s

The UK's continuation of regulatory alignment with the EU on automotive matters post-Brexit would seem to suggest that the imposition of extra import tariffs on Chinese-made EVs is inevitable, the European bloc having taken that step to protect its industry from cheap imports from China.

However, unlike the EU, the UK no longer has much of a mainstream domestic manufacturing industry to protect, so the ‘threat’ isn’t really one at all.

Retaliatory tariffs from Beijing are set to target large premium cars from the likes of BMW and Mercedes-Benz in one of the few market segments that Chinese brands have yet to get to grips with at home.

Should Westminster follow Brussels in taxing Chinese EVs (new business secretary Jonathan Reynolds has said it has no plans to do so), it should expect the same retaliatory tariffs as a result – which would be bad news for the likes of Bentley, JLR and Rolls-Royce.

The EU’s tariffs can be circumvented by Chinese car makers by opening factories in Europe – which is where an opportunity presents itself to the UK. By not imposing tariffs, the UK’s exports will be protected from retaliatory measures and it will be seen as a far friendlier country with which to do business, opening the possibility of Chinese car makers locating their European factories on these shores, creating new jobs.

This would also ensure that a more affordable supply of EVs could be offered in the UK as part of the government’s own directive that 80% of car sales must be electric by 2030 – much needed, as the market is already lagging well behind on the 22% mandated this year.

More broadly, UK car production needs fresh investment if it ’s to ever grow again. Recent successes have nearly all been about preserving what factories remain, rather than attracting new ones. The Chinese opportunity is the UK’s only realistic chance of growth at volume.

Chinese officials are known to be well aware of this opportunity. They recall how in the 1980s the UK government worked closely with Nissan to secure the Japanese giant’s successful and stillgrowing presence here.

Such a scenario would require a symbolic thawing of attitude to China from the UK, taking us back to David Cameron’s ‘golden era’ of relations, after subsequent governments banned China from being involved in major infrastructure due to security concerns.

On the automotive front, those concerns are about ‘spying’ from Chinese cars – a broad term that if proven would be commercial suicide for any car maker. A Norwegian consortium of cybersecurity experts has been trying to understand this ‘spying’ claim by totally tearing down a Nio EV - so far without cause for alarm.

Fiat is developing a new hybrid 500 and an upgraded electric 500 to boost output at Mirafiori

"Deep difficulties" in European EV market mean the electric city car won't be built for four weeks

Production of the Fiat 500e will be paused for a month from 13 September, due to low demand.

Fiat parent firm Stellantis said in a statement that the slump in sales is “linked to the deep difficulties experienced in the European [EV] market by all producers”.

According to figures from Jato Dynamics, Fiat sold 74,885 examples of the 500 (in both petrol and electric forms) across Europe between January and the end of July, 24% fewer than it had over the same period last year.

Meanwhile, EVs’ market share in Europe fell to 13.5%, down from 14.6% in July 2023.

“The lack of clarity around the incentives for and future of EVs continues to present a barrier to consumers considering an EV,” Jato analyst Felipe Munoz said. “These factors, alongside the low residual value of EVs, contributed to the decline seen in July.”

Slow sales of the 500e – as well as the impending end of sales of the old petrol 500, due to new cybersecurity regulations – have pushed Fiat to develop the new 500 Ibrida.

Effectively the 500e retrofitted with a mild-hybrid petrol engine, it will serve as an all-important crutch for the Italian brand as it navigates the slower-than-expected transition to selling solely electric cars.

Fiat CEO Olivier François recently told Autocar: “We obviously, like everyone else, thought that the world would go electric faster and the cost of electrification would go down faster.

“But we couldn't imagine that Covid would happen, shortage of raw materials would happen [and] the European Society – not all, not the youngest part – would turn their backs on the sustainable solutions.

"But this is the reality. We have to face those realities.”

As well as introducing the 500 Ibrida, Fiat is investing some €100 million (£84m) into developing a new battery for the 500e.

Stellantis chief Carlos Tavares said this will "significantly increase range of the 500e while significantly reducing the cost".

EVs that can break the 300-mile barrier are growing in number. As are number of cars that will crack 400 miles.

Early electric cars couldn’t go all that far on a single charge, and the options for topping up their batteries were often limited to draping a three-pin plug out of a kitchen window. But thanks to a decade and a half of battery and motor development, the longest-range electric cars will now match their petrol counterparts for how far they’ll go on a ‘tank’.

The first Nissan Leaf, for example, was an electric car primarily bought by early adopters. It had a 100-mile range and took eight hours to charge from a home socket. 

Indeed, some of the cheapest electric cars currently on sale will easily deliver double the range of the original Leaf, and with much faster charging options to boot.

In fact, most entries have cracked the 400-mile barrier and the longest-range electric car on sale in the UK is a Mercedes EQS capable of 442 miles.

The figures we quote here are from the official WLTP testing routine. In real-world use, it’s unlikely that any of these cars will hit these promised figures consistently – although you might get close if you’re feather-footed and a keen hypermiler. 

Let’s cut to the chase. Which cars offer the longest range? Read our top 10 list below to find out. 

The longest-range electric cars

The model is made from more than 342,000 Technic elements and is powered by Lego batteries and motors

Lego has teamed up with McLaren to create a fully drivable 1:1 scale model of the storied P1 hypercar – and it has just set a lap of the Silverstone circuit with Formula 1 ace Lando Norris at the wheel. 

Made from more than 342,000 Lego Technic elements, the plastic P1 tips the scales at 1220kg and has been co-developed by Lego and McLaren to be the first drivable Lego big-build model to date.

Lego has partnered with the Woking-based car maker on several occasions since 2015, creating a number of Technic models including the Senna GTR and 2022 MCL36 F1 racer. 

The two firms recently co-developed a 1:8 scale Technic version of the P1, featuring its own seven-speed dual-clutch automatic gearbox, suspension, V8 piston engine and dihedral doors to fully replicate the hybrid hypercar.

The 1:1 Lego P1 replica is powered by Technic batteries and an electric car battery. This feeds eight motor packs (a nod to the V8 of the original P1), each consisting of 96 Lego Power function motors, for a total of 768 Lego motors. Lego claims its P1 can reach speeds of up to 40mph. 

Built by a team of 23 Lego and McLaren engineers, the P1 took more than 8300 hours to develop and required 393 types of Technic elements, with 11 bespoke parts made for the car.

 

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While it's predominantly made from Technic parts, the P1 retains some elements from the original car, such as the wheels and steering wheel, with the flexible body built around a steel chassis.

“For the yellow body, it took months of hands-on testing and building before we got to the final design,” said Lubor Zelinka, Lego’s design manager who helped spearhead the project. 

“One of the biggest challenges was space, or lack of it, because the P1 is a very compact and nimble car. But we needed to make sure there was enough room for the conventional steering and suspension while also creating a rigid structure using layers of Lego Technic elements."

To test the durability of its creation, Lego enlisted F1 star Lando Norris to lap the P1 at Silverstone. 

“It was incredibly cool to see Lando Norris driving the car we created,” said Lukáš Horák, Lego’s senior project manager. 

“McLaren's automotive and engineering expertise has been invaluable in helping us produce a model as authentic to the original McLaren P1 as possible.”

The Lego P1 is now set to embark on a world tour, being showcased at sporting events. 

BMW's warmed-up four-seat convertible is among the last of a dying breed – but it's still excellent There's a slightly unexpected air of the commemorative around the latest BMW 4 Series. Back when even Ford, Peugeot and Vauxhall were offering their humdrum hatches with a folding roof, you wouldn’t have thought the market for an everyday convertible could ever dry up. But here we are in 2024, with scant few options outside the supercar and top-drawer sports car segments for adjusting your mullet on the move. The Lexus LC? Dead. Audi A5? Gone. TT? See ya. Hell, even the Volkswagen T-Roc Cabriolet is for the chop in the coming months, and there’s a good while to wait until the Mini Convertible returns. No word yet on a reborn Vauxhall Cascada. Were it not for the new Ford Mustang, Mercedes-Benz CLE and this freshened-up BMW 4 Series, you’d be pretty much stuck for an everyday, drop-top four-seater south of £70,000. And even within this niche, consolidation conspires to quash variety. The 4 Series is no longer available with a diesel engine, and petrol options are now limited to the rear-driven 420i with 184bhp, or the 369bhp four-wheel-drive M440i driven here. You can, though, still have both as a coupé, a cabrio or in four-door Gran Coupé form. The 4 Series is, of course, the lower, wider-striding, meaner-looking alter ego of the 3 Series - with stiffened, extra-tantalising handling poise and an air of exclusivity about its two-door cabin, the combination of which has been the BMW coupé calling card since the early 1970s.And rather than any recent forerunner coupé, it’s a 1970s antecedent of the 4 Series that BMW’s designers were referring to with the new car’s oh-so-contentious, upright and in-your-face radiator grille: the Wilhelm Hofmeister-penned E9-generation 3.0 CSi. Read on to find out if the new range-topping M440i xDrive can do justice, on the road and against the timing gear, to such a celebrated ancestor.

Genesis X Gran Racer VGT concept previously hinted at brand's ambitions to go racing

Hyundai sibling to develop an LMDh car to battle the likes of Ferrari and Toyota

Hyundai has announced that premium spin-off Genesis will enter top-flight endurance racing.

The firm said in a statement that it will develop a car according to the LMDh ruleset, which requires competitors to use a greater number of off-the-shelf components than the alternative Le Mans Hypercar (LMH) specification.

The chassis, for example, must be sourced from Oreca, Dallara, Ligier or Multimatic, and the hybrid system is a common part developed by Bosch, WAE and Xtrac. 

Alpine, BMW, Cadillac, Porsche and Lamborghini all race LMDh cars, while Ferrari, Peugeot and Toyota follow the LMH rules.

Genesis has yet to announce which series it will race in, but the announcement has been made ahead of this weekend's round of the World Endurance Championship, the 6 Hours of Fuji. 

It's likely that Genesis will also race in the US-based IMSA Weathertech Sportscar Championship, given the importance of the North American market for the brand.

Genesis did not say when it will begin racing but both the WEC and IMSA seasons are almost over, suggesting that a 2025 entry could be on the cards.

The announcement brings an end to months of speculation about Hyundai adding endurance racing to its motorsport portfolio, which also includes the World Rally Championship and TCR touring cars. 

It also comes as Genesis repositions itself as a more performance-focused brand, having introduced the Magma sub-division earlier this year.

It previously hinted at its ambitions to go racing with the X Gran Racer VGT concept, developed for PlayStation driving game Gran Turismo 7.

Preview image shows new car's rear end and prominent spoiler

New model will be unveiled on 17 September, says brand's marketing chief

Lotus will unveil a new sports car called the Theory 1 on 17 September.

The brand's marketing chief, Qiao Xinyu, made the announcement on Chinese social media and posted a close-up preview image of the car's rear end.

The picture leaves much to the imagination but clearly shows an aggressive-looking rear spoiler, hinting that the new car is more overtly focused on outright performance than the Emeya saloon and Eletre SUV.

Given it is called the Theory 1, it is highly likely that the new model is not a production car but a forward-thinking concept.

With the exception of the track-focused 2-Eleven and 3-Eleven, Lotus's road cars have all been named after words beginning with 'E' since the Elite was introduced in 1958.

The Theory 1 is expected to preview the next evolution of Lotus's design language, introduced with the Evija in 2019 and since reinforced by the Eletre and Emeya. 

Citroen's leftfield take on the family estate car mixes classic comfort vibes with crossover modernity The big, family-friendly Citroen saloon-cum-estate seems to be an automotive institution that market forces simply can't kill. Examples like the last Citroen C5 and Citroen C6 - and before those cars even the likes of the XM and Xantia - have consistently run against the grain of prevailing premium-brand fashion in so many ways, prioritising comfort and quirkiness when all around were celebrating sportiness and athleticism. Rarely have they hit the big time in terms of sales success.And yet it doesn't seem to stop them. The more different they are, the better these cars appeal as statements of iconoclastic independence from the norm - which is exactly what sets apart the latest one, the Citroen C5 X. As buyers continue to flock to SUVs, then, this successor for the regular C5 has set out on an even more alternative path. There is more to it than the extra letter in the model name. First, if you look closely at its dimensions, you will see that contrary to what the name suggests, it’s not a direct rival for the Skoda Superb, Volkswagen Passat and Peugeot 508, or the now-discontinued Ford Mondeo or Vauxhall Insignia. The new Citroën is a bit smaller than those, but bigger than the estate versions of the Skoda Octavia, Volkswagen Golf and Peugeot 308, thus carving out a niche for itself.It’s also significant that the automotive group that has produced it, Stellantis, isn't averse to offering certain models in Europe because they are producing them for another market anyway. Europeans may have gone off cars like the C5, but the Chinese keep buying them, so the risk in putting it on sale over here is limited, even if it doesn’t sell in huge numbers. This most French of family cars, then, hails from a production line in China.Even if it hasn’t always executed it perfectly, Citroën does seem to have found a new direction for its new cars of late, which are mildly quirky and abandon any notion of aggressiveness and sportiness, and instead major on outright comfort. If that approach suits any type of car, it should be a large saloon or estate just like this.Range at a glanceCitroën is keeping the range relatively simple with just three powertrain options and four trim levels. A 1.2-litre 'Puretech' petrol is now the only pure petrol option, with a 48-volt, 134bhp petrol-electric hybrid offered immediately above.The plug-in hybrid option uses a 1.6-litre petrol turbo engine and an 80kW electric motor, and offers a claimed 39 miles of electric range.

The Alpine A390 Beta will be one of the biggest reveals at Paris – Autocar's render shows how it might look

Renault takes centre stage at the next edition of France's big show – here’s what to look out for

The biennial Paris motor show returns on 14 October, and it’s shaping up to have been worth the wait.

The show floor will be dominated by the Renault Group, which is revealing no fewer than six new cars. They will range from the next evolution of Alpine’s hydrogen-combustion supercar to Dacia’s Ford Kuga killer and the reborn Renault 4.

Stellantis will be out in greater force than in 2022, with Citroën set to unveil the facelifted C4 and an update to the Ami. 

The likes of Alfa Romeo, Kia and Mini will also be in Paris, although they’ve yet to announce the extent of their presence.

As with the 2022 Paris show, Chinese brands including BYD, GAC and Xpeng will be out in full force too.

Welcome to our guide to this year’s Paris show, covering everything new to keep an eye out for:

Alpine A390 Beta

The Alpine A390 Beta concept will provide a tantalising first look at the French brand’s upcoming Porsche Macan Electric rival, an electric SUV with a rakish, coupé-like silhouette. As with the previous A290 Beta and Alpine A290, it’s set to very closely resemble the road-going car, due next year, but could feature a twist such as a novel interior layout or futuristic on-board technologies. 

Alpine to unveil electric Porsche Macan rival on 11 October

Alpine Alpenglow Hy6

Alpine’s testbed for hydrogen combustion engines will undergo its next evolution at this year’s Paris show. It was first unveiled at the 2022 show and hit the track for the first time earlier this year using a modified Oreca four-cylinder engine, but it’s now making the switch to a bespoke V6. Alpine has prioritising improved efficiency (it reckoned the four-pot could drive 62 miles between fill-ups at racing pace), but it’s likely to boost power beyond the existing unit’s 335bhp too.

Alpine's hydrogen V6 hypercar could make production

Citroën Ami update

“We are going to extend the Ami line-up and do many changes”, Citroën CEO Thierry Koskas recently told Autocar. He wouldn’t be drawn on what those changes would be, but it’s possible that he meant new variants in the vein of the Ami Buggy or technical upgrades to boost its appeal. “We will reveal everything in the Paris motor show,” concluded Koskas.

Citroën C4 facelift

Asked about the future of the Citroën C4, Koskas replied: “We will update the design; you will have to come to the Paris motor show.” Images of new C4 prototypes spotted testing reveal it will get front and rear lighting signatures inspired by the Citroën Oli concept, and the interior is expected to receive an upgraded infotainment system to boot.

Dacia Bigster

Dacia will unveil its biggest and most expensive model yet, a Ford Kuga and Nissan Qashqai rival called the Bigster. A 4.6-metre-long five-seat SUV, it’s set to undercut its key rivals on price while majoring on utility.

Dacia Bigster: First pictures of rugged sub-£40k family SUV

Mobilize Bento and Mobilize Duo

The effective replacement for the Renault Twizy will be unveiled in production-ready form at the Paris motor show. The Mobilize-branded quadricycle will be available in two forms: Bento cargo van and Duo two-seater. Both are expected to launch in the UK next year.

Renault readying Twizy successor for UK launch

Renault 4

Having been shown in 4Ever concept form at the previous Paris show, the reborn Renault 4 is now ready to make its debut. The EV is expected to share much of its technical make-up with the smaller Renault 5 but sit higher and wider, in a bid to capture the ever-popular compact crossover market. 

New Renault 4 to be "Swiss army knife" of small SUVs

Renault 17 Electric Restomod x Ora Ito

Bemused by the Ford Capri’s metamorphosis from bold coupé to conformist SUV? This Renault 17 might just be the answer, bringing the Capri’s contemporary rival up to date with a 270bhp electric motor and a carbonfibre chassis. Penned in collaboration with French designer Ora Ito, it’s slightly wider and lower than the original 17 but retains its cabin, door, windows, glass and underbody.

Renault 17 reborn with 270bhp, RWD and carbonfibre chassis

Renault sustainable concept

Renault will unveil a new concept majoring on sustainability. The company has said little else thus far, but it’s likely that the show car will demonstrate new materials and production methods that will help it to reduce its carbon footprint. It might also be used to evolve the brand’s design language beyond that introduced with the Mégane E-Tech Electric.

A family hatch should be the ideal all-rounder but the Mk8 Golf arrived flawed. The facelift changes things

Isn’t this all reassuringly traditional? You could almost start to forget that five-door family hatchbacks are a thing, but here are three of them and there’s not a raised ride height or charging plug in sight.

They are very much still a thing, though, particularly the Golf. While Toyota and Peugeot buyers have more decisively migrated to smaller cars and crossovers, the Golf remains Volkswagen’s biggest-seller in the UK.

Long may they reign because, as we will rediscover, these kinds of cars are about as archetypically ‘car’ as it gets. The biros of the automotive world: fit for just about any purpose.

You might want a fancy fountain pen, but the good old ballpoint at the bottom of your bag will probably do fine, whether you’re scribbling something down or doing a line drawing.

We have convened this test around the facelifted Golf. Launched in 2020, the Mk8 Golf is emblematic of Volkswagen’s recent struggles.

An unhealthy cocktail of shrinking profit margins and the need (perceived or otherwise) to electrify and digitalise has squeezed the company into taking some drastic actions. And many of those befell the arch-Volkswagen.

The often glitchy and confusing multimedia, the cheapening of the cabin and the infernal touch-sensitive steering wheel buttons mean it hasn’t been as well liked as previous iterations.

At the same time, the Mk8-bashing bandwagon has proven a popular one for the media and other observers, and when looked at with fewer preconceptions, the Mk8 Golf has always been a good car that provides a compelling blend of space and driving manners. Even so, Volkswagen has listened to feedback and addressed many of the Mk8’s undeniable issues.

The old screen and its software have pretty much been binned and replaced, the contentious touch bar remains but now lights up to enable its use at night, and the interior has regained some sense of perceived quality and tactility, including steering wheel buttons for all.

On first acquaintance at its launch events abroad and in the UK, the ‘Mk8.5’ felt like a return to form for the Golf. A class leader? That’s a tougher call to make in isolation, so today we have brought along two rivals.

In the blue corner is the Peugeot 308, one of the more convincing cars to be spun off Stellantis’s front-wheel-drive architectures.

Whether it’s a Vauxhall Astra, DS 4 or Jeep Avenger, all these cars have a similar demeanour about them, but the 308, while being obviously related to its stablemates, has a plush fluidity to the way it drives, a sense that it’s not carrying any more weight and complexity than it needs to. It manages to make the same corporate-issue meat and potatoes taste like French cuisine.

It has been on sale since 2022 so it’s still a few years away from a major update but a new hybrid powertrain is being rolled out across the Stellantis brands and the 308 is the latest beneficiary of it. Although it’s described as a mild hybrid, the 28bhp electric motor is capable of driving the car by itself.

Obviously not very much and not very quickly, but being able to crawl forwards in traffic with the engine off does make a difference to fuel economy and smoothness. The new powertrain also replaces the clunky eight-speed automatic with a slightly less clunky six-speed dual-clutch.

And in the er… other blue corner, we have the Toyota Corolla. The 12th (!) generation of Toyota’s long-running hatchback has been around since 2019 so it’s the oldest car here.

In the case of Toyota, however, that doesn’t matter as much because it has quite an old-school, no-nonsense way of going about things, so its cars don’t date in the same way that stuff with flashy new tech does. The Corolla Commercial we ran for a year proved one of the most unexpectedly popular long-term test cars we’ve had.

That said, the Corolla is the least superficially impressive of our trio inside. The coarse, rubbery material that coats much of the dashboard and the doors is rather plain, and so is the design.

There are no clever little details, no novel materials and no particularly ‘Toyota’ identity to any of the screen graphics.

However, it’s the only one with a chunky gear selector lever and the only one that has physical knobs and buttons for the climate control, including a pair of improbably heavy-duty rocker switches for the heated seats. If you were beamed in from the 1960s, you could easily operate it and everything feels built to last, so it’s functional.

Well, mostly. It’s quite limited on storage options and the cupholders are espresso-sized. Worse is the screen situation. The multimedia system works well enough at a glance, but if you have Apple CarPlay running and want to adjust one of the car’s settings, getting back to the native interface is pretty laborious.

And if you want to turn off the lane keeping assistance or the overspeed warning, you have to navigate a confusing initialism-laden menu in the gauge cluster using the steering wheel buttons. The others manage that better.

It’s good to have both the Corolla and the 308 because they are such polar opposites when it comes to interior ambience. The style-forward Peugeot immediately feels inviting, with its more elaborate design and material choices. 

The metal-effect centre console contrasts nicely with the darker fabrics and leather-like materials, the screens look great and the gauge cluster has a neat 3D effect.

Ergonomically, though, it’s a bit of a mess. The i-Cockpit, which positions the gauge cluster high so you can see it above the small steering wheel, works better in the 308 than in most other Peugeots but the wheel still cuts off the bottom of the display for me, and other testers were no less bothered by it.

The climate controls are in the central screen and disappear when you have CarPlay on, and the screen can be pretty laggy.

The Golf, as it is wont to do, splits the difference. Its dash layout is less visually stimulating than the 308’s, but the materials and build quality are solid and pleasing enough.

Apart from a very slight lack of thigh support and steering reach adjustment, there’s nothing remotely odd about the Golf’s driving position, and while its user interface is very screen-heavy, everything is easy to find. The touch bar also gives you direct access to the temperature controls. There’s good interior storage space too, including some big felt-lined door bins.

The Golf is the roomiest as well. The 308 just beats it for boot volume (412 versus 381 litres), but the Golf has more space under the floor (you can even option a proper spare wheel), it has the most leg and head room of all three and you feel the least hemmed in when you sit in the back, which is a problem in the 308. Anyway, if you need more space, all three are also offered as estates.

The versions we have picked represent three different takes on the hybrid. The Golf is a mild hybrid, the Corolla a full hybrid and the 308 might be described as a mild full hybrid.

None of them, however, requires a plug, which instantly makes them dramatically more convenient to anyone who doesn’t have access to overnight charging – which, as it stands, is a lot of people.

Because it’s a mild hybrid, the Golf’s 48V starter-generator never powers the car by itself. It’s very keen to shut the engine down, though. Almost any time you come off the accelerator, the tacho drops to zero.

Touch the throttle, or the brake pedal, and it fires back up and re-engages drive. Some testers found it slightly disconcerting and busy, but it is smooth and it does appear to bring efficiency benefits compared with the manual versions we have driven.

We have found the mild hybrid to be usefully more frugal than the standard car, managing over 50mpg on a mixed route.

The Corolla and 308, despite their beefier hybrid systems, won’t necessarily do much more on the motorway. Where the Corolla’s Toyota-typical full-hybrid drivetrain – with its bigger battery, motor and e-CVT – pulls out a lead is at urban speeds, when it’s able to switch off the engine and run on electric power remarkably often.

I recall that trips to the shop and local pottering about would usually yield 70mpg in that long-termer we had. With no gears to shift, it’s also perfectly smooth and switches between drive and reverse instantly for easy three-point turns – two underrated CVT qualities.

Such ease of operation is something the Peugeot’s six-speed dual-clutch automatic can’t match, and nor does it sip fuel in town as slowly as the Toyota, but it’s good enough, and the 1.2-litre three-cylinder is the fizziest engine here.

While the four-cylinder engines of the Golf and Corolla moan disinterestedly when revved, the three-pot emits quite an appealing thrum.

Overall, none is truly a driver’s car – that’s not really the point of mid-range hatchbacks – but all handle objectively well and are more than enjoyable to punt down a twisty road.

What’s more impressive, certainly vis-à-vis their SUV counterparts, is that they all manage to combine a certain athleticism with genuinely impressive ride comfort. Light(ish) weight and a low centre of gravity always win the day.

The Corolla in particular feels so natural and harmonious. All the controls are light but not insubstantial and you never have to give a second thought about how much pressure to exert on the pedals or wheel.

The delicate steering gains weight as you load up the car in a corner, and when you lift off, the car tucks in neatly. The body moves but never in a way that feels loose or wallowy. It’s beautifully judged.

The other two cars are good, too, but each has its little vices. The Peugeot suffers from the small steering wheel, whose oblong shape makes it harder to gauge how much steering angle to put in.

And because the power steering needs to do the work normally done by the lever effect of a larger steering wheel, feedback is muted too.

Meanwhile, the Golf has a weirdly touchy, inconsistent brake pedal. This particular test car has an ace up its sleeve, though: the Golf is available with the option of adaptive dampers, for quite a reasonable £720.

In the most comfortable setting the Golf feels a bit plusher than the others, and in its Sport mode more precise and direct. It’s not that it’s spectacularly ‘better’ than the Corolla, but the dampers do give it more breadth.

In the end, I’m sorry to make this an ‘everyone’s a winner’ story but the victor here is the humble family hatchback. All three cars will easily crack 50mpg while maintaining good performance and drivability, have a compelling blend of ride, handling and general comfort and, if you don’t go wild with the options, cost less than £35,000. I wouldn’t hesitate to recommend any of them, because how much more car do you really need?

Verdict

Okay, I get it: you want a hierarchy. Fine. The first to drop off is the Peugeot. It has more ergonomic foibles than the others, doesn’t handle as naturally, and if you want a high spec it’s the most expensive by some margin – no matter whether you buy it outright or on PCP.

Golf or Corolla? That’s a much tougher question. The Golf has the more upmarket, more practical and quieter interior, without being worse for usability, and thanks to the adaptive dampers and a conventional seven-speed gearbox, it offers quite a versatile driving experience. But then the Corolla feels easier and more natural to drive. It has the fuel economy advantage for suburban drivers and it has the better adaptive cruise control.

Which one is cheaper depends on the spec you want: Volkswagen gives you more freedom to pick and choose options (including a diesel, PHEV or manual), which means that the cheapest Golf is cheaper than the cheapest Corolla, but the most expensive Golf is more expensive than the most expensive Corolla. 

They meet somewhere in the middle. In the end, Toyota has one big hammer to beat the competition with: its unequalled reliability record.

You would think Volkswagen would have its electronic ducks in a row by now, but at the UK launch, we found one car with a glitchy screen, and our car for this test at one point briefly refused to start. Anecdotal evidence, but reliability surveys tell a similar story.

The Mk8.5 Golf is a return to form for Volkswagen and here, today, the Golf or Corolla question is one of personal preference, but over the course of multiple years of ownership, the Toyota has got to be a safer bet.

Conflicts in and around the Volkswagen Group have moved into the spotlight

The barely concealed conflicts between the many competing forces acting on the Volkswagen Group – from management, investors and the Porsche/Piëch controlling families to the unions and the German state – have moved centre stage after the automotive giant signalled it urgently needed to cut costs in order to compete in a new era.

The VW Group is considering shutting two German plants as part of a plan to become fitter in the face of increased competition from new players, including those from China.

"The pie has become smaller, and we have more guests at the table," VW Group CEO Oliver Blume told German newspaper Bild am Sonntag at the weekend.

The announcement has sparked fury among the automotive unions, who are deeply embedded within the VW Group. “The management board has failed. The result is an attack on our jobs, sites and collective agreements,” Daniela Cavallo, chairwoman of the General Works Council said in an interview with the IG Metall union last week. She vowed to fight them: “With us, there will be no site closures.”

Cavallo sits on the VW Group’s powerful supervisory board and is widely credited with orchestrating the ousting of Blume’s predecessor, Herbert Diess. 

Blume was seen as a moderating force, able to unite the company’s business goals with those of its workforce, but now he too finds himself at odds with the unions.

The Volkswagen Group is the world’s second largest vehicle manufacturer, after Toyota, but it is trying to 'right-size' to adjust to a smaller market. “We are short of around 500,000 car sales a year, the equivalent of around two plants,” group head of finance Arno Antliz said in a speech to staff at VW’s Wolfsburg headquarters last week. “That has nothing to do with our products or poor sales performance. The market is simply no longer there." 

Overcapacity is a problem affecting most car makers building in Europe after regional sales failed to return to pre-Covid levels. VW estimates that two million sales have been lost across Europe, with little chance of them returning. 

However, such is the economic importance of the car industry in Europe that any car maker wanting to close plants to adjust to the new reality risks unleashing a political hurricane, particularly if, like the VW Group, a portion of the company is state-owned. Dresden and Osnabrück are two assembly plants that VW is reportedly considering for closure. 

The unions argue that shrinking VW Group sales are nothing to do with wider market decline but instead rest with management. “Many wrong decisions have been made in recent years. This is now coming back to haunt us,” Cavallo said. She cited Diess’s decision not to invest in hybrid technology. “[He] thought hybrids were a niche market that would quickly become obsolete. The opposite is now the case – and we are largely left empty-handed.”

Cavallo also criticised Diess for the early problems with the MEB-platformed electric cars – starting with the VW ID 3 – and scoffed at a now-abandoned plan to develop cheap EVs with the Renault Group to be built by Dacia. “We are still completely lacking affordable BEVs,” she said.

The Volkswagen Group’s early gamble to build EVs on a dedicated electric platform – in advance of all its rivals – has been thwarted by slower than expected electric take-up. 

The company’s business-minded response to its problems is to cut costs and investment. The new Tiguan-sized “A-main” electric SUV originally scheduled to be built from 2026 in VW’s flagship plant at Wolfsburg has been cancelled. The future of the much-delayed VW Trinity model, showcasing a brand-new EV platform and currently planned for production at the Zwickau ID plant, is uncertain.

Management is working to cut fixed costs but it’s a slow process. A hiring freeze and an early retirement programme are being used to chip away at the company’s 684,025-strong headcount. However, costs actually rose in the first half of this year, fuelled by wage rises. “We are not happy with the performance right now,” Antlitz told investors on the company’s second-quarter earnings call on 1 August, citing the “huge” wage increase in Germany last year.

Nevertheless, the VW Group did announce it was planning to close its Audi plant in Brussels, Belgium. This gave hope to the financial markets, who have long been exasperated by the company’s inability to keep a lid on costs. “VW is finally willing to address its European cost problem,” Tim Rokossa, head of research at Deutsche Bank, wrote in a note to investors.

However, VW’s unions are unimpressed with the proposed solutions. “We will not tolerate salami-slicing tactics in which the executive board calls locations into question, attacks our in-house wage agreements and no longer recognises the equal importance of profitability and job security,” Cavallo said, taking aim at “profit Rambos” on the board. 

Cavallo raised the spectre of the early 1990s “when jobs were in acute danger and in the end only the four-day week with loss of pay could save us”. Back then, VW was facing many of the same problems: weak economy, increased competition from Asia (then Japan and Korea, now China) and market saturation.

The VW Group has traditionally innovated its way out of its economic problems, but that route is proving tough in a digital era. The failure of VW’s in-house software division, Cariad, which was expensively created in 2020, was all but admitted by the company with the announcement that it would invest $5 billion into US EV maker Rivian and specifically its software. Blume said the plan is to use Rivian’s advanced software-defined architecture for the SSP electric platform that VW will use to underpin all electric models at some point in the future, including Trinity.

Meanwhile in China, VW has hooked up with Xpeng to use its electric platforms to fast-track EV development in a market that’s fast outpacing VW’s typical cycles.

Both investments have been praised by analysts worried that VW wasn’t keeping pace with digital progress. However, the Rivian investment in particular has infuriated the unions, who see it as money that could have been invested into securing local jobs. “Can we be sure that this won’t be the next billion-euro grave?” the Financial Times reported Cavallo as saying. 

Much of the union-driven drama is centred around Germany and the group’s core VW brand, which is responsible for the bulk of German jobs. 

Other divisions, meanwhile, are proving more profitable. Skoda, for example, was back at its money-making best in the first half of the year with a profit margin of 8.7%, while the overall ‘Brand Group Core’ it sits in alongside VW and Seat/Cupra managed only 5.0%.  Strong profits at Bentley and Lamborghini kept their Audi parent afloat in the first half as it worked through a shortage of V6 and V8 engines. 

The Volkswagen Group’s travails are bound up in the wider story of falling German and European manufacturing competitiveness in a period when legacy technologies are being usurped by digital equivalents. Any successful resolution will require the cooperation of all participants, meaning the unions may need to concede some points to the 'profit Rambos'.

This week in Autocar...

New Bentley Flying Spur PHEV, Kia EV3 driven, and the MG Cyberster vs BMW Z4

Welcome to the new-look Autocar, which has been a labour of love over the past few months for our excellent art editor Sarah Özgül and all the team.

Autocar has always been updated sporadically during its 129 years to ensure it remains modern and relevant and, importantly, reflects the fast-paced forward-looking industry and cars we write about. Plus, change is good, isn’t it? Of course, no redesign has ever instantly won over every single one of our loyal readers but what you see on the pages of this new-look issue has been led by extensive feedback from you.

The highlights? A more in-depth and extended First Drives section, which allows us to rate cars in the fairest way for the modern age. An expanded Road Test Results section, where you can now find far more of our proprietary data about cars currently on sale. And more columns by our brilliant writers to showcase the passion we feel for all things automotive and to give you some behind-the-scenes insight.

Our industry-leading news, features, long-term updates and more remain as before. We truly believe the magazine is better than ever (humble that we are) and we hope you agree. Do let us know.

As ever, thanks for reading. It means the world to us.

Here's a look at what you can expect from the first edition of the redesigned magazine...

News

The new Flying Spur has arrived as Bentley’s most powerful four-door saloon yet courtesy of the same electrified set-up as in the Continental GT, which replaces its predecessor’s W12 engine. We reveal all the important information on the 771bhp, plug-in hybrid V8 saloon. 

Volvo has heavily reworked the highly successful XC90 with a number of “fundamental changes”, including design and technology updates inspired by its new electric EX90 sibling. We share all the details on the Swedish brand’s flagship SUV.

We also look at Kia’s plans for electric successors to the Stinger GT and Picanto city car, the Renault 17 coupe concept and Ginetta’s wild new 600bhp supercar. 

Reviews

Kia’s Niro EV has established itself as the ‘VW Golf of EVs’. Is the Korean brand’s more exciting-looking EV3 the better car? 

The Ford Puma has been updated for 2024 with most of the development budget going on the interior. Have these revisions helped it retain its position as the leader of the compact crossover class?

We also drive the new Toyota Prius and Porsche Cayenne. And there’s two road tests to dive into: the Maserati Granturismo Trofeo (#5691) and the Kia Picanto (#5692)

Features

MG is back on the international stage trying to return to its sports car roots. Can it match up to a rival from the present and a relation from the past? Matt Saunders finds out. 

Autocar invented the road test back in 1928 – or did we? Keith Jones traces its roots to find the true starting point

Also in the features section: Matt Saunders gives insight into the revamped Autocar road test, and Stephen Dobie meets Hot Wheels’ design boss.

Opinion

Matt Prior questions whether his opinion of the automotive world has changed, and takes his Honda Africa Twin motorcycle on a trip to Scotland.

Steve Cropley, meanwhile, discusses how we landed an interview with legendary F1 designer Adrian Newey just hours before his move to Aston Martin was announced.

Used

Mercedes AMG got its own back on BMW’s M division with the W204 C63 AMG. Sam Phillips explains why this V8-powered machine is an excellent used buy. 

Also in the used cars section: My car and I and Caught in the Classifieds. 

Side-impact protection of 10-year-old rear occupants was highlighted as an issue

Safety testing organisation criticises car’s rear child protection and collision avoidance systems

The Jeep Avenger has been given a “mediocre” three-star rating in the latest round of Euro NCAP safety test 

The small crossover was let down by poor scores for side-impact protection of 10-year-old rear occupants and the responsiveness of its autonomous emergency braking (AEB) system. Euro NCAP also criticised its lack of a child presence detection system.

Jeep’s baby SUV did however score well for overall adult and child occupant protection, with Euro NCAP awarding ratings of 79% and 70% in each respective area.

Nonetheless, the results show “a clear lack of ambition” from Jeep, according to Euro NCAP secretary general Michiel van Ratingen.

He said: "There is growing competition in the car industry, and [Jeep parent company] Stellantis has had to take several steps to secure the future of its brands. But safety should not be where a car manufacturer makes its savings.

"Euro NCAP will continue to highlight shortcomings in this area for the benefit of European car buyers.”

Stellantis said in a statement: “We remain dedicated to offering customers clean, safe and affordable mobility with products that fulfil the most stringent regulations across the world.

“We strive to enhance the safety features of each new generation of vehicles. As part of our ongoing product improvement efforts, we consider the new third-party assessments and integrate proven technological solutions into our engineering process where relevant. 

“Stellantis believes there is no single way to measure vehicle safety; third-party assessments are one of many inputs used when designing the safety of our vehicles.”

The Vauxhall Mokka, which is based on the same Stellantis CMP platform as the Avenger, scored four stars when it was tested in 2021. That score is now outdated, however, as Euro NCAP updated its testing regimen last year to include child presence detection systems, stricter standards for cars submerged in water and new technologies for recognition of vulnerable road users.

Also in its latest round of testing, Euro NCAP awarded four stars to the Renault Captur and Renault Symbioz and five stars to the Audi Q6 E-tron, Ford Explorer, Subaru Crosstrek, Subaru Impreza and Xpeng G6.

Lucid aims for its new cars to go farther than rivals despite having smaller batteries

Company's new mid-size platform will emphasise efficiency and affordability

Lucid has announced that it will launch its Tesla Model Y rival in two years, priced below $50,000 (£38,000).

The SUV will be based on what Lucid calls its new ‘mid-size’ platform and use the company’s next-generation Atlas motors, which major on energy efficiency. The firm claims this will allow it to offer competitive range figures despite using smaller batteries than rival electric cars.

“Our vehicles go farther with less, unlocking significant cost and mass savings as we scale,” said Lucid chief Peter Rawlinson.

As previously reported by Autocar, Lucid will also launch a saloon on the new platform. Rawlinson, who previously led development of the Tesla Model S, said Lucid’s two new cars were “overtly” Tesla competitors. 

He added: “This is the first time I’ve ever said it: we’re going to compete in that market – high-volume family car.

“And how can we compete? Because we’ve got the most advanced technology, which means we can go farther with less battery, and the battery is the most high-cost item of an electric car. So if you can go a certain distance with less battery, you can make that car more cheaply than anyone else.”

Rawlinson did not go so far as to suggest what volumes the company would target. However, Lucid has previously said its new factory in Jeddah, Saudi Arabia, is scheduled to begin full assembly of cars “after the middle of the decade”, when the new Tesla competitors will be launched. The plant, named AMP-2, is earmarked for an eventual capacity of 155,000 cars per year.

The announcement comes after Lucid recently reported a loss of almost $1.5 billion (£1.1bn) during the first six months of this year. It also announced, however, that Saudi Arabia’s Public Investment Fund had agreed a $1.5bn investment. Lucid said this gives it liquidity until late 2025.

Aero-optimised bodywork and futuristic face nod to the original Citroën SM

Era-defining luxury GT inspires a new future-looking concept that marks the French premium brand's 10th birthday

DS has reimagined the legendary Citroën SM as a futuristic, tech-laden concept that previews the premium brand's design direction. 

Created to mark 10 years since DS was spun off from Citroën, the new SM Tribute concept has been designed as if its Maserati V6-engined, hydropneumatically suspended namesake had "continued to develop over the past five decades" following its retirement in 1975. 

The SM was conceived in the late 1960s as a more sporting replacement for Citroën's flagship saloon, the DS. It's regarded as one of the most technically innovative cars of its time – with swivelling headlights, variable assist power steering, rain-sensitive wipers and inboard front brakes – as well as one of the most comfortable, most aerodynamic and quickest.

In keeping with the spirit of the original, the new SM concept is a low, sleek coupé with a long, probing bonnet and a sharply angled front end. Measuring 4940mm long, 1980mm wide and just 1300mm tall, it's a close size match for its forebear, although DS notes that it actually sits 35mm closer to the ground "in search of efficiency". 

Obvious design tributes to the original SM include the wind-cheating (and removable) rear wheel spats, the 1970s-style Gold Leaf paintwork and – most notably – the wraparound cover for the headlights and numberplate, which on this new car is a 3D screen that serves as a light bar.

DS design boss Thierry Métroz said his team "didn't want the original design to be spoilt", because fans of the brand are "very attached to the iconic models from our heritage".

But, he added: "As it is not our habit to disconnect from our other work, we have included a lot of details about what DS Automobiles models and our future projects are.”

DS hasn't said specifically which features will be carried through to production cars, but likely candidates include the distinctive three-spoke light signatures, the aero-optimised rear-view cameras and the large air-channeling bonnet vent. 

It has also designed the cockpit to pay homage to the original SM while hinting at the future. 

The retro instrument clusters have been reimagined in a dashboard that clearly resembles the old car and the seats are decorated with horizontally striped cushions that obviously nod to the 1970s. But in reference to the SM's pioneering technology, the concept also features a projection display for the infotainment, a curved gauge cluster and a steer-by-wire steering wheel. 

DS hasn't given any technical details of the concept, but even though Citroën and Maserati are now closely related again and the latter firm still produces a V6 engine, any production-bound evolutions of the concept are likely to be electric.

DS is set to launch two mid-sized premium cars next year: an SUV based on 2020's Aero Sport Lounge concept and a high-riding saloon that will replace today's DS 9.

Both will ride on parent company Stellantis's new STLA Medium architecture, which can accommodate plug-in hybrid and electric powertrains.

Exciting newcomer aims to establish itself as the 'VW Golf of EVs' The Kia EV3, a £32,995 new electric crossover that’s Volkswagen Golf-sized in its footprint, is exactly the kind of car that buyers could default to in the electric car era as they have done to the Golf in the combustion one. The EV3 gets to near price and spec parity with a 2.0 TDI Golf without skimping on battery capacity: your £32,995 gets you a 58kWh battery with 267 miles of range in base (but Golf-levels of kit still) Air trim. An extra £3000 gets you an 81kWh battery with 372 miles of range, also in Air trim. At £35,995, this already looks like a sweet spot in the EV3 range. The EV3, then, can go almost like-for-like in a comparison against a similarly-equipped Golf, regardless of their differing powertrains; you’d buy the Volkswagen because you like it and it happens to be a diesel, and you’d buy the Kia because you like and it just happens to be electric. Both come from top, established brands in the UK with sizeable dealer networks. 

McLaren's entry-level, extra-practicality supercar gets more power and visual attitude in mid-life update When it appeared in 2019, the McLaren GT had just a whiff of naivety about it; something the still-youthful firm that made it has actually rarely shown.This was a supercar for the margins, with a brief to expand the company’s customer base - but, using very much unexpanded mid-engined platform and chassis technology, perhaps not being in a strongest position to succeed.In the years since its launch, according SMMT UK sales figures at least, it’s sold consistently but quite slowly, playing third fiddle to both the 720S/750S and the smaller 570S/600LT/Artura.And now, McLaren GT becomes McLaren GTS, as Woking has added power, taken away weight, pumped up the car's styling, and generally lightly refreshed it for its autumn years.

Hydrogen-combustion is among the solutions being developed by Toyota

Japanese giant holds firm on the fuel but calls for greater investment in infrastructure

Toyota believes it can “rebuild the story” of hydrogen as a viable fuel for vehicles in the future, due to developments in heavy industry and other fields.

The Japanese giant continues to invest heavily in hydrogen powertrains, working on both fuel cell and combustion versions as part of its ‘multi-pathway’ strategy. 

It has launched two generations of the Mirai FCEV, but the saloon has sold only in tiny numbers, in part due to the lack of a hydrogen-fuelling infrastructure. There have also been criticisms of hydrogen’s suitability as a ‘green’ fuel, due to the environmental impact of its production compared with that of electricity.

Yet Thiebault Paquet, Toyota’s hydrogen boss in Europe, believes that continued development of hydrogen, including how to produce it more cleanly, means the fuel still has potential.

“For heavy-duty transport, we will need other solutions than battery-electric vehicles, and hydrogen could be the right solution,” Paquet told Autocar.

“We need to develop the infrastructure and the product at the same time, which is ongoing now. What we need to avoid and what maybe we did wrong before is not allowing for supply and demand. We learned from that, and I think we can rebuild the story.

“Heavy industry will create a lot of volume [for hydrogen], which can then contribute to the utilisations for other applications, like commercial vehicles and passenger cars.

“Companies developing hydrogen don’t make a distinction between hydrogen for transport and hydrogen for industry; it’s all part of their scale story. So hydrogen will come; this is something we’re convinced about.”

The EU is expecting hydrogen to account for 13-20% of its energy mix by 2050, with a target of 40GW of ‘green’ hydrogen production (produced from water and air using electrolysers) by 2030.

It has committed to opening hydrogen fuelling stations in every city and every 124 miles along key road networks, and while those are focused on use for long-distance delivery trucks, they could aid the development of a hydrogen fuelling network for cars. 

Paquet also addressed criticisms about hydrogen’s inefficiency compared with batteries, claiming that electricity can be used only relatively close to where it’s generated, whereas liquid hydrogen is easy to transport.

He added: “In Europe, we will always have to import [hydrogen], but there are regions in the world that can generate green, renewable hydrogen in abundance, and we can easily transport that to areas that cannot fully sustain themselves.”

Reducing air-con use can save fuel

New technology can reduce the temperature of a car's surfaces by 12deg

The best way to extend range or cover the same distance for less cost is to waste less energy doing it. Since EVs really began to take off a decade or so ago, the engineers developing them have scrutinised every fraction of a watt the car consumes across its entire electrical architecture.

The same applies to ICE cars, because reducing the amount of energy effects how much fuel gets burned. 

Nissan has found another tweak for improving a car’s efficiency in the form of a sophisticated heat-reflective technology it calls ‘cool paint’. In trials, the paint has reduced the temperature of the exterior surface by 12deg C, creating a corresponding reduction in cabin temperature of 5deg C compared with traditional paint.

Temperature plays a big part in a car’s efficiency beyond an engine’s or battery’s operating temperature. Heating or cooling the cabin with air-con has become a metaphorical and literal hot topic with EVs because of the noticeable effect it has on range.

Drivers in hot climates have long been aware of how fuel consumption can increase if the air-con is used continually (especially in small-engined cars), but the impact on an EV’s range has focused the attention more. 

Apart from ambient air temperature, direct sunlight is responsible for a good chunk of cabin heat. Manufacturers already use infrared-reflecting (IR-reflective) windscreens to complement the natural property glass has of filtering ultraviolet rays.

Nissan’s cool paint has been under development since 2021 and is based on metamaterial, which it describes as ‘synthetic composite’ materials with structures not usually found in nature. 

Those structures, rather than the substances from which metamaterials are made, have repeating patterns and are tiny enough to filter out the wavelengths designers want to be rid of. In this case it’s near-infrared, which is the infrared wavelength closest to light detectable by the human eye. The metamaterial consists of two microstructure particles that react to light.

One of them reflects the near-infrared light that would normally cause molecular vibration in a traditional paint’s resin and generate heat. The second creates electromagnetic waves that redirect the sun’s energy away from the surface and into the atmosphere. 

The idea itself isn’t new: heat-reflective paint has been used on buildings, for instance, but Nissan says it’s thick and can only be applied using a roller, and it has a powdery surface finish. Developing a high-quality automotive-grade paint that has similar properties and can take a clear top coat and be applied in a spray shop has been a tougher proposition.

Nissan has tested more than 100 samples and confirmed it’s resistant to salt, stone chips, peeling, scratches and chemicals. It also has good colour consistency and can be repaired like conventional paints. 

Testing is ongoing, but Nissan expects the paint to one day be available in a range of colours and for special orders.

Wolfsburg brings some GTI attitude to EV equivalent of the Golf, creating its first electric hot hatch Volkswagen has a long history of hot hatches, stretching all the way back to the 1975 Frankfurt motor show, where it unveiled of the original Golf GTI.Still, the Volkswagen ID 3 GTX represents somewhat of a new beginning for the under-fire German brand in the everyday performance car ranks. Not only is the ID 3 GTX the first Volkswagen hot hatch powered entirely by an electric motor, it’s also the first to be sold exclusively with rear-wheel drive.

Mini Countryman is one of the BMW Group cars equipped with faulty IBS components

Global programme to replace integrated braking systems is expected to incur a 'high three-digit million' bill

The BMW Group is expecting a drop in deliveries this year and has lowered its profit forecast as it grapples with a braking system fault that affects more than 1.5 million cars worldwide. 

As recently reported by Autocar, various BMW and Mini models are fitted with a potentially faulty integrated braking system (IBS), a component designed and supplied by Continental that determines the amount of feel and feedback provided through the brake pedal.

The problem was understood to have affected more than 80,000 BMW Group models earlier this year, prompting a recall which was then widened as "additional cases outside the original scope of the recall have been identified", halting deliveries of the Mini Cooper and Countryman.

In affected models, built between June 2022 and now, defects in the anti-lock braking and stability control systems were found to potentially cause the power braking assistance to fail, meaning the driver could lose control of their car. 

The BMW Group said all affected cars remain safe to drive while awaiting a fix, though, and it isn't aware of any accident occurring globally in relation to the IBS. 

The German firm has confirmed that more than 1.5 million cars worldwide – both those in customer hands and yet to be delivered – are fitted with the faulty parts that need to be replaced. 

It wouldn't give a number for the amount of cars affected in the UK but is working with the Driver and Vehicle Standards Agency (DVSA) on a repair programme. Any affected cars not yet delivered will be held by the company until the relevant components are replaced. 

As a result of the IBS "technical action", it expects a "slight decrease" in deliveries across all its brands compared with last year's 2,555,341. It had earlier expected to improve slightly on that figure.

That reduced output, in conjunction with forecasted warranty costs in the "high three-digit million" region, means the BMW Group now expects a profit margin of 6-7%, down from 8-10% previously.

Shares in BMW dropped by 8% on the announcement, and Continental's were down 9% on 10 September.

In a statement issued to Autocar, the company said: "In February 2024, the BMW Group issued a safety-related recall for the Integrated Braking System across a range of BMW models. The company has now extended this action to include more BMW and Mini models, as additional cases outside the original scope of the recall have been identified.

"Internal quality control revealed that in very rare cases, some vehicles could suffer from signal interference in the electronics of the brake system, which means more pressure than normal is needed on the brake pedal to slow the car down. It also affects other brake control functions like ABS and Dynamic Stability Control.

"It’s important to stress that even if this issue occurs, braking is always possible.

"BMW Group UK is in discussions with the DVSA and will announce the intended remedy actions imminently. Where vehicles are recalled, affected customers in the UK will be informed via a letter to the registered keeper."

The BMW Group also cited stifled demand in China – its biggest market – as a factor in the adjusted output forecast and said the "ongoing competitive situation across core markets" was denting the performance of its BMW Motorrad motorcycle division. 

It anticipates the third quarter of this year to be the most dramatically impacted. It will publish full figures on 6 November.

Here's our list of favourites if you're after an executive saloon

If you’re looking for the best executive cars, then you’ve come to the right place. Once the undisputed kings of the company car park, these sleek and stylish upmarket saloons have become something of a dying breed over the past few years, overshadowed (almost literally) by customer clamour for more fashionable SUVs.

Yet despite dwindling numbers, these large and luxurious four-door machines (and the occasional estate and hatchback) still pack plenty of appeal for business users and private buyers alike. Not only do they look the part and feature classy, capacious cabins, they’re usually quicker, sharper to drive and more efficient than their high-riding rivals. 

As you’d expect, there’s a wide variety of powertrains to choose from, up to and including plug-in and fully electric cars. However, there are also more traditional internally combusted models for those users who aren’t ready (or don’t want to) take the leap to a battery-powered motor. 

So, however you want to cut a dash in the corporate car park or down at the golf club, our top 10 executive picks should have you covered.

The best executive company cars 1. BMW 530e M Sport

A firm fixture of the executive class for the last half century or so, the BMW 5 Series continues to set the standard by which other smart saloons are judged. Now in its eighth generation, the latest car (codenamed G60) is the biggest and most luxurious yet, but there’s enough of the old car’s ‘ultimate driving machine’ rear-drive handling spirit to keep things interesting.

With its vast dimensions and slightly bloated looks, the 5 Series has lost some of its crisp visual appeal, but its vast interior is sumptuously finished and serves-up vault-like refinement - although the frustrating infotainment will do its best to undo the sybaritic and smooth-riding saloon’s stress-relieving properties.

There’s a wide-range of engines, including a fully electric BMW i5 and mild hybrid 520i, but the plug-in 530e delivers a winning blend of punchy 295bhp performance, 63 miles of EV range and a benefit-in-kind company car tax rating of just 8%.

Read our BMW 5 Series review

2. Mercedes E300e Urban Edition

A long-time nemesis of the BMW 5 Series, the Mercedes E-Class used to be the more mature and refined alternative to its sharper-handling and more dynamic German rival. However, there’s now little to separate the two for hushed refinement, while the Merc is more engaging to drive than you’d think - although the 5 Series remains the keen driver’s choice, yet also rides with greater poise and suppleness.

Still, there’s no denying the company car kudos of the three-pointed star, while the lavishly-appointed interior looks and feels almost special and spacious as that of the brand’s S-Class limousine flagship. Yet it’s the E300e’s plug-in powertrain that really impresses, the seamless integration of petrol and electric power deliver a potent 0-62mph times of 6.4 seconds, an EV range of 70 miles and an impressively low BiK banding of 5%.

Factor in the car’s intuitive infotainment and the availability of cavernous estate version and E-Class deserves a place on any boardroom exec’s shopping list.

Read our Mercedes E-Class review

3. Volvo V90 T6 Plug-in

A little while ago Volvo decided it was done with estate cars in the UK. The future was SUV-shaped and despite decades of custom from loyal load-lugger buyers the Swedish firm was sticking the boot into its capacious carriers. And then just as quickly it reversed the decision following an outcry from Britain’s middle-classes who couldn’t face the thought of being denied their Scandinavian space ships.

That means the V90 is back and delivering the same compelling blend of practicality, premium appeal and pampering comfort. There’s a range of mild-hybrid four cylinder engines to choose from (Volvo is also currently back-pedalling a little on its commitment to ditching ICEs sooner rather than later), but it’s the plug-in hybrids that best suit the big-booted (although its maximum capacity of 1517-litres actually trails many rivals) Swede's character. 

The 449bhp T8 grabs all the headlines, but we’d plump for the hardly slothful 345bhp T6 that combines a rapid 5.6 second 0-62mph time with a handy 54 miles of EV running (resulting in an 8% BiK rating). It’s not the sharpest to drive, but the Volvo’s easy-going demeanour, excellent refinement and superb seats mean there are few executives that are as restful. 

Read our Volvo V90 review

4. DS 9 E-Tense 250 Rivoli+

If you’re after something a little leftfield to impress colleagues and neighbours, then look no further than the DS 9. Attempting to channel some of the Gallic charm and sophistication of the legendary DS saloon of the Fifties, this sleek four-door machine makes up for in style and comfort what it lacks in driver involvement and true premium badge appeal.

Like its famous forebear, the DS 9 prioritizes comfort over speed, its clever camera controlled suspension (it ‘reads’ the road ahead and primes the adaptive dampers for any big bumps) delivers a cushioned ride, while the quirky interior design effortlessly combines French flair with genuine luxury. Most of the time the plug-in hybrid powertrain plays its part too, with smooth delivery and low noise levels.

Yet it sounds strained when extended, while its 47 miles EV range is nothing to write home about. And with prices starting the wrong side of £60,000 and a 12% BiK rating, it's not that cheap to buy or run.

Read our DS 9 review

5. VW ID 7 Pro S

It’s more of a ‘mainstream premium’ brand, but with its eye-catching ID7 VW is making a concerted push upmarket. More importantly, it made a good fist of it, the large all-electric machine scooping the ‘Best Saloon’ trophy in Autocar’s 2024 Awards. High praise indeed.

Key to the car’s appeal is its wafty ride and limousine-rivalling space, which help make it one of the most comfortable and relaxing cars in this list. Yet it combines this effortless rolling refinement with poised handling and the sort of easily accessible everyday performance that EVs do so well.

There’s a number of battery and motor combinations to choose from, including a hot(ish) twin motor 335bhp Volkswagen ID 7 GTX, but it’s the middle-ranking Pro S that gets our vote. With 282bhp it’s no slouch, while the combination of an  87kWh battery and slippery aerodynamics deliver a claimed range of 435 miles.

Read our VW ID 7 review 

6. Tesla Model S

These are testing times for Tesla, which is facing its first sales slow-down, well, ever. Yet the dwindling number of customers willing to take the plunge has little to do with the brand’s products, which remain as capable as ever.

Although it looks much like the original Model S that kick-started Tesla’s mainstream push a decade or so ago, the latest model is largely new under the skin. It still remains rather one-dimensional to drive, but the big American saloon is quicker than ever (the flagship Tesla Model S Plaid’s 0-60mph time of 1.9 seconds is borderline anti-social), finally rides with some finesse and packs an interior that now has a quality feel and design to match the car’s eye-watering price tag (although the reductive layout that plonks almost all the controls on a vast, centrally-mounted touch screen remains an affront to ergonomics).

Stil, the Tesla is roomy, refined and very easy to rub along with, while the standard version’s 394 mile range helps reduce anxiety. Any issues? Well, it’s a special order model and only available in left-hand drive.

Read our Tesla Model S review

7. Genesis G80 Electrified

There’s no doubting Hyundai’s ambition with Genesis, the Korean brand’s upmarket offshoot that’s big in its home market and the US but a relative unknown in Europe. Launched over here in 2020, it launched a relatively full line-up of cars in quite short order, many of them SUVs (natch).

Representing the traditional three-box saloon is the BMW 5-Series-sized G80, which is a refined, lavishly equipped and beautifully built machine that favours cosseting comfort over driver delight. There’s a choice of conventional four-cylinder petrol and diesel units, but it’s the all-electric, erm, Electrified version that’s the pick of the bunch.

Underpinned by Hyundai’s powerful 800V architecture its features a 365bhp twin motor layout, a 323 mile claimed range and an ability to charge from 10-80% in as little as 22 minutes. However, arguably the most interesting feature is the optional solar roof that in optimal weather conditions (thing Beverly Hills rather than Bognor Regis) can potentially add up to 700 miles of extra range over the course of a year.

Read our Genesis G80 Electrified review

8. BYD Seal Design

Even more ambitious than Genesis is BYD, the nascent Chinese car brand that has hit the UK market with a raft of new models and a ruthless mission to dominate the sales charts. Despite its fairly daft naming policy (BYD stands for Build Your Dreams, while the Seal is sold alongside the Dolphin and the Atto), the cars themselves stand up to scrutiny.

Aimed squarely at the Tesla Model 3, the Seal is smartly designed and boasts an interior that’s more premium than the car’s price would have you believe. Only the rather clunky and confusing infotainment system undermines the sophisticated vibes. Still, the BYD drivers with surprising maturity, with balanced handling and supple high speed ride matched to strong and easily accessible performance, even in the entry-level 308bhp rear-wheel drive single motor model.

Moreover, with prices starting at a whisker over £45,000, a company car benefit-in-kind rating of 2% and a claimed range of 354 miles from its 82.5kWh battery, the Seal is an executive saloon that appeals to private buyers and business users alike.

Read our BYD Seal review

9. Kia EV6

It's a sign of how disrupted the new car market has become that a Kia is now considered a viable alternative to established European brands. In the case of the EV6, a recent facelift has given the Korean machine even more upmarket appeal. Its distinctive lines that combine coupe, hatchback and SUV styling cues have been given a lift with a new LED headlamp treatment and lower grille treatment, while the interior features even richer materials and enhanced tech.

Under the skin there’s a bigger 84kWh battery, which in entry-level 225bhp single motor guise returns a claimed range of 361 miles. There’s also a racier 320bhp twin-motor version, but the standard motor serves-up all the performance you’ll need and also combines poised and approachable handling with a cushioned ride.

As before, there’s the brand’s 800V E-GMP electrical architecture (shared with Hyundai and Genesis) that allows ultra rapid charging, with a 10-80% top-up possible in just 18 minutes.

Read our Kia EV6 review

10. Hyundai Ioniq 6 Premium RWD

Closely related to the Kia EV6, the Hyundai Ioniq 5 ditches the ever-popular SUV design themes in favour of old fashioned saloon styling cues. With its sleek streamliner profile, the Korean four-door has real road presence as well as exceptionally good aerodynamics (it boasts a Cd figure of just 0.21). As a result, it slips through the air with such ease that it claims up to 338 miles between charges, and that’s with the brand’s smaller 77kWh battery (the 6 is yet to receive the larger 84kWh unit already seen in its EV6 sister car).

In keeping with its smooth and sophisticated looks, the Hyundai prefers to deliver smooth and unruffled progress with a compliant ride and low noise levels, while cramped rear headroom aside the interior is model of premium finish, intuitive technology and relaxing comfort. Still, the entry-level 225bhp single motor version serves-up swift enough acceleration, while the handling is assured and precise, even if it lacks the excitement to get keen drivers’ heart rates racing.

As with the company’s other E-GMP based products there’s 800V architecture that allows rapid charging and even V2L (vehicle to load) functionality, for those that want to power laptop computers or other powerful electrical items while away from the national grid.

Read our Hyundai Ioniq 6 review

Powertrain is the same as in the Porsche Panamera Turbo S E-Hybrid, but with Bentley-specific software

592bhp twin-turbo V8 combines with 187bhp motor for big jump in overall power

The new Bentley Flying Spur has been unveiled, ditching the brand's legendary W12 engine for the same electrifed set-up as in the Continental GT.

Its plug-in hybrid powertrain pairs a 592bhp 4.0-litre twin-turbocharged V8 with a gearbox-mounted electric motor for a combined 738lb ft and 771bhp – 145bhp more than the discontinued W12. That makes it Bentley's most powerful four-door saloon yet.

Bentley has opted to use the electric motor instead of cylinder-deactivation technology, with the V8 switching off at low loads, such as coasting at A-road speeds. The Flying Spur can also run solely in electric mode at up to 87mph or three-quarters throttle and the 187bhp motor is claimed to have “more than enough to keep up with the traffic in most situations”.

It draws power from a 25.9kWh battery that yields a claimed maximum range of 47 miles. It can be recharged at speeds of up to 11kW via an AC charging cable or by the engine in Charge mode. Bentley says the car can achieve a total range of 515 miles with both the battery and petrol tank brimmed. The firm claims it’s the most efficient Bentley to date but has yet to disclose any economy figures. The previous W12 car achieved 22.6mpg.

Bentley has focused heavily on the revised car’s underpinnings, making it a more dynamic proposition than the one it replaces.

The brand says this is due to the new powertrain, which, although bringing a weight penalty of 209kg compared with the old W12 model, shifts the car’s weight distribution. Now 52% of the car’s mass is positioned over the rear axle, compared with 47% previously, aiding traction.

The car’s chassis has also been revised. New twin-valve dampers are said to improve bump absorption in Comfort mode while retaining the body control offered in Sport. The electronic stability control software has been updated to keep the car stable in a broader range of scenarios.

While the new Continental GT, refreshed in June, received a significant styling revamp – most notably new headlight designs similar to those of the highly exclusive Batur and Bacalar – the facelifted Flying Spur is virtually indistinguishable from the outgoing model.

Exterior visual changes come in the form of squared lower air dams and a redesigned ADAS sensor. The Speed models receive a bespoke grille, front bumper and rear splitter.

Inside, the optional Wellness Seating Specification, which actively adjusts an occupant’s posture, can now be had across all four seats, whereas it was previously reserved for the driver.

Deliveries of the new Flying Spur will start by the end of this year and prices are expected to start at around £220,000.

After heavy investment, the 12Cilindri sticks with Ferrari’s 6.5-litre naturally aspirated V12

812 successor goes on sale with an 819bhp V12, dazzling performance figures and a mammoth options list

The new Ferrari 12Cilindri will cost from £336,500 in the UK - making it one of the firm's most expensive series production cars yet. 

That's the base price for Ferrari's new V12-engined flagship, but being liberal with the extensive options list would nudge the list price well clear of £400,000. 

The open-roof 12Cilindri Spider, for example, adds another £30,000 to take the list price to £366,500 - making it one of the most expensive convertibles in production. 

Then you can choose the colour of the brake callipers for £1512, tint the rear windows for £3079 and add ventilated, massaging front seats for £8957.  

Various pieces of interior and exterior trim can be swapped for carbonfibre alternatives, too, including the air filter box (£3583), the rear boot trim (£2800), the mirrors (£3359) and the inner door panels (£5039). 

Meanwhile, adding the Personalisation Pack – which allows the owner to specify bespoke colours and materials for various surfaces inside and out – costs £14,074. 

Choosing your own special exterior colour on demand will add £39,624 - the most expensive option. 

Ferrari will provide the 12Cilindri with a four-year warranty in the UK, compared with three years in other global markets, and will carry out all routine servicing for the first seven years of the car's life.

The first cars will launch in Europe in the coming weeks, before UK owners start taking delivery early next year. 

Since the 12Cilindri was revealed, Aston Martin has revealed a direct contender in the form of the new Vanquish, which succeeds the DBS with an 824bhp V12 powering the rear wheels and performance figures broadly in line with its Italian rival.

The primary technical difference between the two cars is that the Aston's V12 is twin-turbocharged while the Ferrari's V12 continues to breathe freely - but with 819bhp, it's still the most powerful pure-ICE car the Italian firm has yet put into series production. 

Revealed on the sidelines of the Miami Grand Prix earlier this year to commemorate Ferrari’s 70th anniversary in the US, the 12Cilindri “opens a new chapter in Ferrari history”, according to the brand’s chief marketing and commercial officer, Enrico Galliera.

Taking up the mantle from the 812 Superfast, the 12Cilindri ramps up the power, adopts a bold new styling language and introduces a raft of important new technologies. But, crucially, it sticks with Ferrari’s 6.5-litre naturally aspirated V12 after the Maranello firm invested heavily in making its biggest engine compliant with new emissions regulations in order to cater to continued demand.

Galliera said: “It is already compliant to Euro 6e [emission standards], so it is possible to keep selling the car all over the world for the time being and then we will see what happens in the future.

“The work that has been done on this engine to remain performant and compliant with the regulation is absolutely stunning, which is probably one of the reasons why there are not many manufacturers that keep investing in the V12 engine.”

Galliera would not disclose projected sales figures for the new GT flagship “because we don’t believe our business is done by numbers”.

The company previously revealed the Purosangue SUV would account for less than 20% of its total volume, but Galliera said it only publicised this statistic to show that “we were not becoming a utility vehicle producer”.

He emphasised that Ferrari’s growth ambitions are not tied to increases in volume for particular model lines, but rather will come about by expansion into new segments and an increase in profitability per car sold, suggesting the 12Cilindri will be built in similar volumes to the 812 it replaces. Aston has confirmed it will only build 1000 examples of the Vanquish. 

Design

“We are starting a new era – a new design philosophy – with this car,” said Ferrari chief design officer Flavio Manzoni. He added that the 12Cilindri is “a clear departure from the line of the previous generations, especially the 812 Competizione, which was very sculptural, muscular, technical and so on”.

Here, he said, the aim was to “create a cohesive whole, integrating all the technical devices and aerodynamic needs into a clear vision”.

It is a clear evolution of the 812 insofar as it has a low, probing bonnet, muscular haunches and a cab-rear silhouette – all features that nod to its generously sized powerplant – but stylistically it marks a complete departure from its predecessor.

At the front, most obviously, the 12Cilindri is defined by a sharp wraparound band incorporating the headlights. That’s a nod to the legendary Ferrari 365 GTB/4 of 1968, but Manzoni is adamant that this is not a “nostalgic approach” but rather one that shows how Ferrari is “thinking about the future with full respect to the past”.

He said: “Every time Ferrari has created an icon, it’s because they wanted to make something new – not something inspired by the past, but by the future.”

Visual drama remains a priority for Manzoni and his team, though. The bonnet opens backwards for “an even more spectacular effect”, the carbonfibre body elements are left unfinished to highlight them more obviously against the car’s paintwork, and the new wheels – each milled from a single block of metal – are an inch bigger for a more purposeful stance.

One highlight of the new car’s design is at the rear, where a pair of flaps have been integrated into the bodywork – one at each side of the delta wing-shaped bootlid – to boost downforce at speed while maximising boot space and to provide a cleaner look when stationary.

Ferrari says that when the 12Cilindri is travelling at 186mph, these flaps need be raised by only 25mm to stabilise the car. Otherwise, though, the 12Cilindri is a comparatively minimalist proposition, compared with the likes of the 812 Competizione, and bosses say this emphasises Ferrari’s ‘form follows function’ approach to design.

“Ferrari never does things that are unuseful or fake,” said Manzoni. “When you look around, most cars in the world have so many fake elements: air intakes, outlets, fake exhausts, fake diffusers… We could never imagine a diffuser based on our stylistic ideas.”

Powertrain

With its outputs boosted to 819bhp and 500lb ft, the ‘F140HD’ V12 can send the 12Cilindri from 0-62mph in just 2.9sec and onwards to a top speed of more than 211mph.

Compared with the 812 Superfast’s engine, the pistons have been lightened by 2%, the camshaft by 3% and the conrods a significant 40%.

Together with the use of Formula 1-derived sliding finger valvetrain followers, shorter manifold tracts and tweaked cam profiles, that has enabled Ferrari to lift the redline from 8900rpm in the Superfast to a screaming 9500rpm.

The resulting soundtrack and performance are “the purest expression of Ferrari’s soul”, according to the brand.

Ferrari chief product development officer Gianmaria Fulgenzi said the company decided “some years ago” to replace the 812 with another V12-engined GT, despite legislative uncertainty around combustion cars and in the context of Ferrari’s move towards electrification.

“It was a brave decision,” he told Autocar, “but not too difficult, because we love the V12, we know that our customers love the V12, and our volumes generally are not too high. “So we believe in the possibility of keeping the engine alive in a world where the regulations are changing very fast.”

Chassis

The most obvious and significant structural change for the 12Cilindri is a 20mm reduction in wheelbase to 2700mm.

This allows for an increase in agility and responsiveness compared with the 812, says Ferrari. Cornering behaviour – as well as straight-line stability – is further improved by the fitment of rear-wheel steering as standard, and the introduction of newly developed tyres from Michelin and Goodyear, measuring 275mm wide on the front axle and 315mm at the rear.

Meanwhile, torsional stiffness is said to have been increased by as much as 15% with the reduction of castings in the chassis from 22 to 17. With heavily reinforced sills making up for its lack of a fixed roof, the Spider is said to only concede 1% in rigidity too.

In a first for a V12 Ferrari, the 12Cilindri is equipped with brake-by-wire technology, which allows for varying brake force across all four wheels, while a new ABS-Evo system – taken from the 296 GTB – helps to shorten stopping distances and enhance repeatability of heavy braking.

Those systems work in combination with the latest iteration of Ferrari’s Side Slip Control technology – which measures movement, rapidly and intricately, across three dimensions – to maximise traction and performance in all conditions.

Slight increases in weight for the larger wheels, the bonnet and the active rear aero mean that, overall, the 12Cilindri weighs around 35kg more than the 812 Superfast, at 1560kg dry (1620kg for the Spider).

However, Fulgenzi says this a consequence of the efforts Ferrari has made to ensure a broad spread of attributes.

“We have increased a little bit the weight of the car, because we wanted to create two cars in one: an elegant, comfortable, versatile car with performance,” he said. “Generally, the increase in weight is balanced with the increase of the performance of the car.”

Interior

The cabin is arranged in a similar, near-symmetrical format to the Purosangue, with the driver and passenger each cocooned in their own luxuriously trimmed ‘cockpit’ and with their own separate digital display.

Unlike the Purosangue, though, the 12Cilindri features a central infotainment touchscreen, which measures 10.25in in diameter and is equipped with an antifingerprint protective layer.

However, it still does without an in-built navigation system in favour of third-party mapping apps displayed via smartphone mirroring.

The steering wheel, as with other models in the Ferrari line-up, hosts an array of capacitive controls alongside the traditional manettino drive mode selector, while a row of physical switches has been added to the centre console in the style of Ferrari’s old open-gate manual gear selector. This, said Manzoni, “is the technical jewel of the interior”.

The coupé features a panoramic glass roof as standard, while the Spider’s top can be retracted in just 14sec at vehicle speeds of up to 28mph. The trade-off is a 100-litre reduction in boot space.

Formula 1 design engineering guru tells Cropley and Prior why he has left the sport's leading team

Aston Martin has appointed Adrian Newey, Formula 1's most successful design engineer, to be its managing technical partner. He will start at the Silverstone team on 2 March 2025.

Newey’s cars have taken more than 200 grand prix wins, 13 drivers’ championships and 12 constructors’ championships across three F1 teams.

Of those, more than 100 wins, seven drivers’ and six’ constructors titles have come since he joined Red Bull Racing in 2005, where many onlookers – including himself – expected him see out his career.

But speaking exclusively to Autocar’s My Week In Cars Podcast, Newey, 65, said that there were “multiple reasons to take the difficult decision to stop at Red Bull”, where he has been on semi-gardening leave since negotiating an end to his F1 involvement last May.

“If you’d asked me a few years ago, I’d have said ‘no, I’ll be at Red Bull for the rest of my working career’,” Newey said, “but for various reasons, I just started to feel as if I was losing my mojo a little bit on the Formula 1 side.”

Since announcing his step back from Red Bull’s F1 operation, Newey has instead spent his time engineering the RB17 hypercar for sibling company Red Bull Advanced Technologies, as well as fielding various overtures to return to the F1 fold.

Aston Martin’s part-owner and executive chairman, Lawrence Stroll, who today described his new hire as "the best in the world at what he does", won out, with Newey crediting Stroll as being a key part in luring him to Silverstone.

As well as a salary rumoured in some outlets to be astronomical, Newey will also take a shareholding in the team, which is “something I’ve not had before, and I’m looking forward to how that changes my outlook”, he said.

Describing Red Bull as “a mature team” and Aston Martin – which finished fifth in last year’s constructors’ championship – as having “a little bit to go”, Newey told Autocar that “the challenges are clear” but that “Lawrence’s passion and commitment is exemplary".

“In many ways, he reminds me of Dietrich Mateschitz, our late Red Bull owner, in his commitment to the success of the team,” Newey continued. “Lawrence is just so enthusiastic about everything and trying to get it to work, and I’m excited by working with him.”

While Newey will be tasked to an extent with improving Aston's 2025 performance, his primary remit will be to develop the 2026 car, arriving as he will a few months after the publication of new and highly changed chassis regulations for the 2026 season.

What it won’t extend to is working with Aston’s road car division (F1 is “very much full-time sole focus for the foreseeable future”), even though Newey has a keen interest in road cars.

With Red Bull Advanced Technologies, he previously worked with the firm to create the Aston Martin Valkyrie hypercar, a project he “thoroughly enjoyed” even though “it didn’t turn out the way we liked... which is in no way a criticism of Aston Martin at all.”

For more of Newey’s views on F1, road cars and much more besides, listen and subscribe to the Autocar podcast below.

Maserati now offers its luxury coupé and convertible with petrol and electric power. Which to choose? If there’s one car that defines Maserati as a brand, it’s the Maserati Granturismo (known as the Maserati Grancabrio in convertible form).There have been saloons and supercars along the way, and of course the firm also sells SUVs now, but it has been making big luxury 2+2 coupés with a sporting edge for most of its history.Although there hasn’t been one enduring name over the years (Maserati has used 3500GT, Sebring, Coupé etc), the model line is arguably to Maserati what the 911 is to Porsche. It’s what you think of when you picture ‘a Maserati’ and the kind of car the brand needs to keep making – and making well – to give legitimacy to its SUVs.To ensure there’s a future for the Maserati coupé, the Granturismo – like the Maserati Grecale SUV and MC20 supercar – has been engineered to be available with both a petrol engine and a fully electric powertrain.

Futuristic Seven Concept design is expected to be retained for the production car

New electric seven-seater, closely related to Kia's EV9, will go on sale next year

The Hyundai Ioniq 9 will be revealed later this year as the brand’s answer to the Volvo EX90.

The new electric seven-seater, twinned with the Kia EV9, is a development of the Seven concept shown three years ago. Although it was originally billed to be badged as Ioniq 7, Autocar understands it was renamed because ‘7’ would have implied it was lesser than the EV9. 

The Ioniq 9 will use the same extended version of the e-GMP platform as its twin and is also likely to have the same 99.8kWh battery pack. As with the EV9, 200bhp single-motor and 378bhp dual-motor set-ups will be offered. In the Kia, they yield ranges of 349 and 313 miles respectively.

It is likely that the SUV will gain a hot N variant, given that a ‘GT’ version of the EV9 has already been spied testing at the Nürburgring. This makes a case for the Ioniq 9 to use the 641bhp dual-motor, four-wheel-drive powertrain that propels the Ioniq 5 N.

In contrast to the blocky EV9, the Ioniq 9 will feature a sloping roofline and more curvaceous bodywork. Elements of the Seven concept are retained, including its lighting signatures and flared haunches. Frameless windows and rear coach doors have been scrapped, with Ioniq 9 prototypes being seen with traditional B- and C-pillars and conventional door handles.

Its interior will be similar to that of the new Hyundai Santa Fe. The digital instrument display and infotainment touchscreen are the focal point, with the latter angled toward the driver. 

In keeping with other Hyundai models, such as the Kona, physical controls will be retained for audio and climate. Less important functions such as the air direction are mapped to a touch panel between the climate dials. The gear selector is the same as that in the Santa Fe: a twisting dial on the steering column.

The Ioniq 9 unveiling is expected before the end of the year, with the first examples arriving next year. Pricing is likely to start between £60,000 and £70,000, which would undercut the EX90 by around £30,000.

The new Elm Evolv weighs 850kg and can lug another 500kg

Demand for urban delivery vehicles has sparked a hot contest for everything from cargo bicycles to full-size vans

The lure of the profitable van market has burned once high-flying start-ups like Arrival, but the chance to disrupt the old guard by means of electrification is still pulling in new players, who are eyeing up the 'last-mile' market in particular.

The latest to jump in is storied engineering company Prodrive, which has formed Elm Mobility with UK design company Astheimer to put the Elm Evolv small electric van into production from 2028.

'Last-mile' is defined as the final stage in the delivery process from a logistics hub to your door. Because this is predominantly urban, it opens up the market to a huge range of vehicles, from cargo bikes to full-size vans, depending on the bulkiness of what needs to be delivered. Linking them all is the need to go electric, as both city and national legislation push operators to become zero-emission.

Elm Mobility reckons it has found an unserved middle ground between the two extremes of costly, over-large vans and low-protection, low-payload cargo bikes.

The 3.2m-long, single-seat Evolv will be built under the L7e quadricycle regulations and has a planned range of 100 miles. Weight is just 850kg with batteries, but it can carry 500kg in two roomy load areas.

“The market isn’t very well served. Operators are either misusing diesel or small electric vans or using these sort of golf-cart-derived small vehicles, which aren’t fit for purpose, ” Iain Roche, CEO, Prodrive Advanced Technology, told Autocar at the vehicle’s official unveil at the Cenex LCV show held on Wednesday at Millbrook.

Elm’s target price of £25,000 puts the Evolv in a different strata to the enclosed versions of electric cargo bikes, which cost around £15,000, but below small vans such as the Renault Kangoo E-Tech, which is pushing £35,000 (all prices are ex-VAT).

The danger for Elm is that electric last-mile is probably the most unpredictable vehicle market on the planet.

Kia, for example, is holding back on developing its smallest last-mile PV1 van, shown as a concept in January along with a range of larger electric vans scheduled for launch starting next year.

“That’s still under evaluation,” Pierre-Martin Bos, Kia's PBV director for Europe, told Autocar in July. “There's been a lot of concentration on the last-mile delivery. In fact, everybody now speaks about last-mile delivery, but it's only 20% of the [van] business.”

Elm is banking on the main players not paying much attention. “The volumes are a little bit too small for the big manufacturers,” said Roche. “But for the small start-ups, it's a little bit too big. Customers need the quality and sophistication that you only get from work of a larger brand.”

But Elm is being pressed on all sides. Van-box cargo bikes from the likes of EAV, Pashley and Fernhay are attractive to dedicated urban-friendly delivery companies like Fin but also for giants like DPD and Amazon.

Delivering this way is very cheap: riders don’t need a driving licence, so they can be paid less, and the swappable batteries cost peanuts to recharge.

Amazon has pledged a five-year, £300 million investment into electrification of its delivery fleet in the UK, including cargo bikes for city centres operated out of ‘micromobility hubs’. As of last year, it had more than 50 of these hubs across Europe.

Electric cargo bikes have downsides in that they need pedals to qualify as electrically assisted pedal cycles (EAPCs) and riders actually have to use those pedals to unlock electric assistance up to a maximum speed of 15.5mph. They’re also limited to 250W (0.3hp) and therefore are naturally restricted on payload. 

The regulations could change, though. The UK government is currently consulting on whether to overhaul what many feel to be outdated EAPC legislation. One proposal, for example, is to double the maximum output to 500w, as well as doing away with the need for pedals. 

So, what is currently quite a restricted category could suddenly open itself up to nimble last-mile vehicle companies and fuel further competition for the likes of Elm.

In 2022, the previous government proposed a new low-speed, zero-emission vehicle category called LZEV, and George Beard, head of new mobility at TRL (formerly the Transport Research Laboratory), reckons it should be revived. 

“You can have quite an open category. Whether it has pedals or not has no bearing on its safety,” he told Autocar. “It’s about trying to transform our behaviour and incentivise as much as possible the use of zero-emission [vehicles].”

It’s not just the cargo bikes that threaten the business model of Elm, which has received funding from the government-backed Advanced Propulsion Centre (APC) in the hope that it will turn into a viable UK-based manufacturing business.

There’s also the threat of cheap Chinese competition. Right now, UK businesses can buy the DFSK EC35, a 4.5m-long small electric van with a quoted range of 166 miles and double the payload of the Evolv, for just £20,999. 

The French meanwhile are kings of the quadricycle, and available right now is the 3.6m-long Goupil G4 van for £26,000 with a 51-mile range (from a lead-acid battery; a lithium ion one is an option) and a 1022kg payload.

Renault is eying the market with the 2.54m-long Bento quadricycle, a version of the Twizy-replacing Duo.

In Germany, B-On is looking to parlay its purchase of DHL’s failed StreetScooter electric van business into full last-mile vehicle business and is preparing to launch its next-generation modular EV architecture on which to build a small van “for urban mobility”.

Furthermore, by the time the Evolv comes to market in 2028, the category could have begun its predicted shift to autonomous vehicles.

Kia believes that autonomy will be necessary for its PV1 van whenever it arrives, while small delivery robots are already on pavements. 

Serve Robotics is now expanding the Los Angeles roll-out of its pavement robots with help from lidar units supplied by Ouster.

“They've been at a smaller pilot stage for a long time and now they've made the leap to a 2000-unit expansion of their business. 2000 units is nothing to sniff at,” said Ouster CEO Angus Pacala recently.

Meanwhile in Milton Keynes, Starship autonomous delivery robots have been running since 2018. 

Drone delivery is another future last-mile possibility.

City legislation right now is focused on driving out ICE vehicles wherever practical in a bid to clean up air quality. Next on the agenda is road use. Both are popular with urban voters.

“At the moment, cities are geared more towards cars, both driving and parked,” TRL’s Beard said. “I think that balance of space allocation is going to change as well.” 

That gives last-mile van developers another headache: will my vehicle be allowed in cycle lanes? Will it need to be smaller? Lighter? Lower-powered?

To win in this least predictable of vehicle markets, you need to be as nimble as possible.

The world's most exciting custom motorcycles, from cafe racers to bobbers to scramblers and street trackers.

The German boutique motorcycle manufacturer Krämer blasts onto the page this week with the lightweight Krämer APX-350 MA race bike. Also on offer are a retro-fabulous Ducati 848, a Yamaha Virago café racer, and Thornton Hundred’s hopped-up Triumph Bobber.

2025 Krämer APX-350 MA The lightweight racing world has a new kingpin—the 2025 Krämer APX-350 MA. Designed to separate the wheat from the chaff in the MotoAmerica Talent Cup spec-series, it’s a precision tool crafted for riders serious about honing their craft.

At the heart of the APX-350 MA is a 350 cc single-cylinder engine from a KTM EXC-F enduro bike that cranks 55 horsepower through a 6-speed transmission. That might not seem like a lot, but the bike only weighs 109.8 kilos [242 lbs] so it has a fantastic power-to-weight ratio.…

The German boutique motorcycle manufacturer Krämer blasts onto the page this week with the lightweight Krämer APX-350 MA race bike. Also on offer are a retro-fabulous Ducati 848, a Yamaha Virago café racer, and Thornton Hundred’s hopped-up Triumph Bobber. 2025 Krämer APX-350 MA The lightweight racing world has a new kingpin—the 2025 Krämer APX-350 MA. Designed to separate the wheat from the chaff in the MotoAmerica Talent Cup spec-series, it’s a precision tool crafted for riders serious about honing their craft. At the heart of the APX-350 MA is a 350 cc single-cylinder engine from a KTM EXC-F enduro bike that cranks 55 horsepower through a 6-speed transmission. That might not seem like a lot, but the bike only weighs 109.8 kilos [242 lbs] so it has a fantastic power-to-weight ratio. The lightweight design is thanks to Krämer engineering the machine with a race-bred chromium-molybdenum trellis frame. This offers optimal rigidity and balance for the rider while remaining ultra-light. All of the carbon-reinforced fiberglass bodywork is functional—engineered for aerodynamics and further weight savings. Adjustability is a key feature of the bike, so almost every aspect of the APX-350 MA is tunable to suit the rider’s preferences. The headstock angle, triple clamp offset, swingarm pivot, footpegs, clip-on handlebars, and seat height can all be tailored for different riding styles or track conditions. Krämer has combined the adjustability with WP APEX suspension, top-shelf Brembo Stylema brakes, and Dunlop slicks wrapped around 17-inch wheels. Thanks to this spec, the APX-350 MA is built to handle tight corners and fast straights with equal prowess. The bike comes equipped with Mectronik’s MKE7 race ECU, which ties into the ride-by-wire throttle controller, and a range of data acquisition capabilities. A bright, race-oriented TFT display from ECUMaster keeps riders connected to critical information, while a GPS-powered lap timer ensures they can track every tenth of progress. With a price tag of $22,495, the APX-350 MA isn’t for the faint of heart (or light of wallet). Krämer will be ramping up production for the 2025 MotoAmerica season, with priority sales going to MotoAmerica participants. If you’d like to get yourself a piece of this lightweight pie, you’d better be quick. [More] Ducati 848 by Rind Performance Robin Ludwig and his Rind Performance crew are back with another European twin-cylinder masterpiece. Heavily inspired by the legendary Ducati Desmosedici RR, Robin’s latest creation is a Ducati 848 built with a nod to classic Ducati styling. To inject some of that style into the 848, the bodywork has undergone a complete transformation. A new front fairing transforms the angular aesthetic of the 848 into something more akin to the Ducati 750SS. 3D-printed air ducts feed the 849 cc L-twin, and a custom windscreen takes the pressure off Robin’s chest while also cutting a fine silhouette. The rear subframe, tail section, and Alcantara seat are all custom-made, giving the bike a sleek yet timeless profile. Robin has managed to make the factory tank work nicely with the new front and rear ends, despite the modern lines and construction. Upgraded Öhlins suspension, Brembo brakes, and a set of Marchesini wheels from a Ducati 998 provide subtle upgrades in the looks and performance departments. The custom exhaust system terminates in a pair of GPR mufflers that poke out from beneath the tail. A low-profile radiator and LED lighting all around add a touch of modernity. Classic Ducati lettering on the Desmosedici-inspired bright red bodywork beautifully bridges the gap between past and present. Perhaps the most charming feature is the bike’s nickname—’Desmospagedici’—a playful nod to the Desmosedici that hints at Robin’s passion for Italian engineering and cuisine. And really, who can blame him? It may not have the fully-fledged Desmosedici DNA, but Robin’s Ducati honors the marque’s racing pedigree while adding a healthy dose of character, creativity, and custom flair. We bet it’s a hoot to ride, too. [Source] Yamaha XV920 Virago by BTC Garage When Yamaha developed the Virago, they probably had no idea that custom builders would go ham on it in the future. With its pressed-steel frame, mono-shock rear suspension, and a huge lump of an engine, the XV has become quite popular for café racer conversions—against all odds. This custom 1987 Yamaha XV920 comes from Anton and Silvester of BTC Garage in Bulgaria. The XV920 isn’t the lightest of bikes, so a front-end swap is worth it for the braking upgrade alone. Anton and Silvester adapted a complete Yamaha R1 front-end to fit the XV’s steering head, before bolting on an LED headlight, clip-on handlebars, and a new dashboard. The fuel tank is from a Honda Hornet and looks right at home on the Yamaha frame, painted in a stunning Gulf Racing livery. The rear subframe was made from scratch and finished with a custom solo seat trimmed in grey suede. A thin taillight peeks out from the rear, with the new handlebars and seat necessitating rear-set footpegs to improve the riding position. The same R1 that supplied its front end also donated the rear shock for a sportier ride, while the rear wheel features a solid cover and a side-mounted number plate. Seeing as the factory rear end was completely removed, Anton and Silvester relocated the battery to a custom battery box, hidden under the swingarm. To help the engine breathe, the airbox (which is also the frame’s backbone) was upgraded with a new high-flow air filter. Exhaust gases exit hastily through a custom stainless steel two-into-one system that looks appropriately loud. Anton and Silvester’s Yamaha XV920 is the perfect example of how a simple base can be transformed into something unique—without breaking the bank. [BTC Garage | Images by MadeVision Studio] Triumph Bobber by Thornton Hundred Thornton Hundred continuously walks the line between heritage and cutting-edge engineering, and their new EVO Triumph Bobber is the latest proof of this. Using the eponymous Triumph Bobber as a base, Jody Millhouse and his incredibly talented team have taken the 1,200 cc bar-hopper and turned it up to eleven. Manufactured in the famous Motorsports Valley in the UK (home of most Formula One teams), Thornton Hundred has utilized the expertise of the incredible engineers they call neighbors. The custom frame, carbon fiber tank, and revised suspension are the result of their relentless pursuit of perfection. The suspension, supplied by K-Tech, has been updated with sportbike-like geometry for a playful ride, while the Thornton Hundred-branded brakes are custom items from HEL Performance. Powered by the wonderful Triumph 1,200 cc parallel-twin engine, the EVO Bobber would’ve been fine with the factory power output. However, Thornton Hundred doesn’t do ‘fine.’ Power output has risen from 79 hp to a whopping 120 hp. Thanks to the custom frame and carbon bodywork, the overall weight of the EVO Bobber is just 169.6 kg [374 lbs]—which makes the improved power delivery even more potent. That’s a full 79.8 kg [176 lbs] less than the factory Triumph Bobber and, as cheekily mentioned on the TH website, 126 kg [278 lbs] lighter than a Harley Davidson Fat Bob. Suffice it to say, that weight loss translates into increased agility, sharper handling, and blistering acceleration. To match the performance, the bike’s electronics have been upgraded with a slew of Motogadget parts, custom wiring looms, new LED lighting, and a keyless ignition. The EVO Bobber is also set apart by its exclusivity. Thornton Hundred has limited the series to just 25 units with each one tailored to the specifications of its owner. That makes this bike not just a custom motorcycle but a collector’s piece—an investment in both craftsmanship and engineering excellence. [More]

Enrico ‘Ricky’ de Haas founded Wannabe-Choppers at just 15, brimming with imagination and unaffected by the conventions that often accompany adulthood. 20 years later, he’s still breaking the mold.

Based in Hüttenberg, just north of Frankfurt in Germany, Wannabe’s latest build is a 172 cc two-stroke land speed motorcycle with a curb weight of just 53 kilos [117 lbs]. There’s no front brake, the seat barely exists, and the bike is almost certainly not street-legal. But it is wholly awesome.

Nicknamed ‘Zwei’ (German for ‘two’), this cheeky racer is a sequel of sorts to a bike that Wannabe built a few years ago. A diminutive chopper with a deceptive electric motor, that bike tipped the scales at 79.4 kilos [175 lbs].…

Enrico ‘Ricky’ de Haas founded Wannabe-Choppers at just 15, brimming with imagination and unaffected by the conventions that often accompany adulthood. 20 years later, he’s still breaking the mold. Based in Hüttenberg, just north of Frankfurt in Germany, Wannabe’s latest build is a 172 cc two-stroke land speed motorcycle with a curb weight of just 53 kilos [117 lbs]. There’s no front brake, the seat barely exists, and the bike is almost certainly not street-legal. But it is wholly awesome. Nicknamed ‘Zwei’ (German for ‘two’), this cheeky racer is a sequel of sorts to a bike that Wannabe built a few years ago. A diminutive chopper with a deceptive electric motor, that bike tipped the scales at 79.4 kilos [175 lbs]. To celebrate the shop’s 20th anniversary, Ricky set out to build something smaller, lighter, and petrol-powered. The fabrication work on this pint-sized speeder is pretty out there. Wannabe constructed the frame out of aluminum tubing, and then cast the fuel tank, rear fender, and seat out of aluminum. The auxiliary parts are welded directly to the frame, effectively making them part of the chassis and adding stability. Next, Wannabe took a set of Manitou Dorado mountain bike forks, polished them, modified their yokes, and fitted them to the front of the bike. A cast aluminum structure was welded to the top yoke to support the custom handlebars and chopper-style headlight (which came from CT Newman in the US). Custom wheels were put together using 19” motocross rims and Menze spokes. The front hub is a modified motocross item, and the rear hub is a custom part with Vespa drum brake internals. The tires are vintage-style Avon Speedmasters. Nestled into the lower part of the frame is a one-off two-stroke motor, pieced together with parts from a remarkably wide array of sources. The crankcase was built out of fragments of a Vespa engine that Wannabe cut up, welded back together, and finished off with cast parts. The cylinder and head are heavily modified Malossi parts. Other highlights include a high-compression crankshaft, an internal rotor ignition, and a YSN carb. Even the rubber intake manifold was made from scratch; a time-consuming process for a part that’s almost invisible. Power is sent to the rear wheel via a custom-made belt drive, with a CVT transmission and centrifugal clutch in play. Starting the motor involves attaching an electric drill to the crankshaft on the right-hand side of the motor. To turn it off, you can either cut off airflow to the carb or use the pull-style kill switch, which Ricky made using an off-the-shelf pull switch from Walmart. (You’ll have to reach down below the exposed belt drive to access it though.) The handlebar controls are equally simple. The lever on the right actuates the rear brake, and the one on the left acts as the throttle. Cloth-wrapped grips add a touch of retro cycling style. Casting parts is one of Wannabe’s specialties—so this handmade machine is littered with cast aluminum and brass adornments. You’ll find their handiwork on everything from the engine covers and rear wheel hub cover, to the myriad brass parts that replace all the plastic bits on the carb. Wannabe also created cast brass inlays for the tank and seat in lieu of a paint job. They bear the shop’s slogan, ‘Soli Deo Gloria.’ Used by classical composers like Bach and Handel, it’s Latin for ‘glory to God alone.’ Ricky adds that, while he thinks of the bikes he builds as art pieces, Zwei was built to race. The engine’s 30-horsepower output goes a long way given its lightweight build, with initial testing on a short stretch of road yielding a top speed of 110 km/h [68.4 mph]. Ricky is confident that the bike will do the ton, given enough space to run. “It definitely should be able to go way faster than this,” he adds, “but I guess I wouldn’t wanna take that gamble, considering the tiny drum brake on the rear wheel.” Wannabe-Choppers | Facebook | Instagram | Images by Horst Rösler

As an established fabricator, Wido Veldkamp’s business involves more than just building custom motorcycles. His shop, WiMoto, gets just as many orders for standalone parts like frames, subframes, swingarms, and exhaust systems, and even has a range of bolt-on subframes for classic BMW boxers on offer. But occasionally, the Dutch craftsman gets to flex all of his design and engineering muscles on one project, with no customer or brief to rein him in.

When that happens, the results are usually in the same ballpark as this outrageous BMW boxer. Nicknamed ‘Alfonso’ after his father, Alfons, who passed away recently, it showcases some of Wido’s best tricks, and puts his unhinged imagination on full display.

“I noticed that many BMW boxer customs looked very similar with people copying each other,” Wido tells us.…

As an established fabricator, Wido Veldkamp’s business involves more than just building custom motorcycles. His shop, WiMoto, gets just as many orders for standalone parts like frames, subframes, swingarms, and exhaust systems, and even has a range of bolt-on subframes for classic BMW boxers on offer. But occasionally, the Dutch craftsman gets to flex all of his design and engineering muscles on one project, with no customer or brief to rein him in. When that happens, the results are usually in the same ballpark as this outrageous BMW boxer. Nicknamed ‘Alfonso’ after his father, Alfons, who passed away recently, it showcases some of Wido’s best tricks, and puts his unhinged imagination on full display. “I noticed that many BMW boxer customs looked very similar with people copying each other,” Wido tells us. “So I decided to take a completely different approach. Some people will find it beautiful, while others may find it appalling—but I hope that people can appreciate the amount of work and craftsmanship involved in this project.” ‘Appalling’ is the best way to describe the state the 1981 BMW R100 was in before Wido took an angle grinder to it. A non-runner with a rusty engine block and a bunch of worn-out parts, the bike had been acting as a platform for Wido to develop various bolt-on subframe designs. Once it had served its purpose, he figured it would be a shame not to do something crazy with it. “On previous projects, such as the Honda CBX1000 and Suzuki GS550, I had worked with a girder front suspension,” Wido tells us. “I decided to apply that technique here as well. I also wanted to fit a wider rear tire, as the original narrow tires didn’t suit my taste.” Sticking to his usual process, Wido kicked the project off by firing up SolidWorks and sketching the whole project out digitally. Figuring out the bike’s geometry around the OEM engine and main frame was the first hurdle. From there, Wido designed the front suspension system and rear swingarm. A girder-style front end was always on the cards, so Wido started there. The entire structure was fabricated from scratch, including the yokes and all of the linkages. An adjustable Wilbers shock sits front and center. Next, Wido swiped the wheels, brakes, and swingarm from a BMW R1150RT to finish off the rolling chassis. Plan A was to attach the 1150’s swingarm and final drive to the classic R-series BMW as-is, but he quickly pivoted to plan B. “Although the swingarm from an R1150RT fits the frame of the old R100,” Wido explains, “you can only use a narrow tire, and the shock absorber isn’t centered, which I didn’t find aesthetically pleasing. So, the only option was to design a new swingarm with the right specifications.” We’re glad he changed tack, because the trellised forks and swingarm complement each other beautifully. The rest of the frame is mostly stock, save for the fact that Wido removed a bunch of tabs, added new ones, and massaged a few other things into place. The subframe is new too, featuring a tidy junction under the tail section that doubles as the upper mounting point for the Wilbers rear shock. Slathered over the top of the chassis is a handmade monocoque body. “I started with sheets of XPS foam, glued them together, and sanded and shaped them until I was happy with the form,” Wido tells us. “It really felt like sculpting. Once the shape was ready, I smoothed it out with epoxy and filler and used it as a plug to make a mold.” The organic vibe is echoed in the bike’s dual headlight nacelles. Wedged into the girder front end, they take inspiration from the lights on the newest BMW S1000RR. “I hand-shaped the cover for one side,” Wido adds, “and then 3D-scanned it, mirrored it on the computer, and used my CNC machine to create the other side.” A similar strategy was employed to create the air ducts that flank the fuel tank. Once Wido had built the bodywork, he 3D-scanned it, designed the louvered inserts digitally, and 3D-printed them. Conversely, the twin exhaust headers and conical mufflers were made the old-fashioned way; hand-welded from sections of stainless steel. The rest of the bike is sprinkled with neatly-designed one-off parts. Custom handlebars converge on an integrated speedo housing and warning light array, while handmade foot controls do duty lower down. The cockpit sports a sprinkling of Motogadget parts, while a swingarm-mounted license plate bracket hosts a pair of combination taillight and turn signal LEDs. With so much wild fabrication on display, Wido picked simple, yet offbeat, finishes that would highlight his handiwork rather than detract from it. The only graphics are the ‘Alfonso’ motifs on the fuel tank that pay tribute to his father. “During the build of this bike, something tragic happened that gave this project a much deeper meaning,” says Wido. “My father, who had been helping me at the shop one day a week for years, was sadly diagnosed with Alzheimer’s disease, and his decline was rapid and unforgiving.” “My father did not want to wither away in a care home, reduced to a shell of himself, and bravely chose euthanasia. I have never seen anyone show such courage.” “He was my biggest fan, always excited about this BMW, and thought it was turning out fantastic. He was there to witness me working on the body—and, before he passed, I promised him I would finish the bike. I hope he’s proud of me up there.” WiMoto | Facebook | Instagram | Images by Floris Velthuis

Motorcycle designers of the early ’80s probably ponder how we got here, a time when street bikes with exposed frames, unshrouded headlight assemblies and flat handlebars have become commonplace. The phenomenon started at least 30 years ago, and one possible explanation cites the re-styling of wrecked sports bikes in Europe as the cause.

Some call them naked bikes, and other street fighters or sport nakeds, but the fact is that stripped-down street machines are here to stay, offering all the sportiness of the latest road-going chassis and engines, but with more relaxed geometry for everyday use. Gaining popularity with stunt riders, commuters and everyday hooligans, the naked bike scene has evolved into its own segment, with all the big manufacturers offering dedicated chassis and engine packages from mild to wild.…

Motorcycle designers of the early ’80s probably ponder how we got here, a time when street bikes with exposed frames, unshrouded headlight assemblies and flat handlebars have become commonplace. The phenomenon started at least 30 years ago, and one possible explanation cites the re-styling of wrecked sports bikes in Europe as the cause. Some call them naked bikes, and other street fighters or sport nakeds, but the fact is that stripped-down street machines are here to stay, offering all the sportiness of the latest road-going chassis and engines, but with more relaxed geometry for everyday use. Gaining popularity with stunt riders, commuters and everyday hooligans, the naked bike scene has evolved into its own segment, with all the big manufacturers offering dedicated chassis and engine packages from mild to wild. There’s as much performance available in the naked bike scene as your frontal lobe can process, but a huge cross-section of riders worldwide opt for what we call middleweight nakeds. Typically sporting 600 to 800 cc, these bikes appeal to new and intermediate riders alike, offering user-friendly features to build skills, and enough pavement prowess to widdle down your chicken strips. We’ve assembled the best of the field for your perusal in our 2024 Guide to Middleweight Naked Bikes. Yamaha MT-07 Kawasaki Z650 Honda CB650R Suzuki SV650 ABS Triumph Trident 660 Yamaha XSR700 Suzuki GSX-8S KTM 790 Duke Ducati Hypermotard 698 Mono Yamaha MT-07 At a glance 689 cc parallel twin—270-degree crank, 75 hp, 68 Nm, 17-inch cast aluminum wheels, 41 mm telescopic KYB fork, link-type KYB single coilover rear shock—130 mm stroke, 406-pound curb weight. A dominating force in the segment for a decade, Yamaha’s MT-07 has arguably become the standard by which all other intermediate naked bikes can be judged. Both capable and approachable, there’s been little need to reinvent the MT since its debut as the FZ-07 in 2014, and the 270-degree CP2 engine continues to draw fanfare. The MT-07 package was designed to appeal to the masses from day one, offering a relatively light 406-pound curb weight and a super-approachable 31.7-inch seat height. The KYB suspension and ABS-only brake package provide predictable performance for beginner and intermediate riders, and wide, tapered handlebars offer spacious and comfortable ergonomics. It takes a little something extra to account for the MT’s success though, and the bike’s party piece is its unique 689 cc DOHC CP2 engine. The liquid-cooled parallel twin was designed around a 270-degree crank instead of the more conventional 180-degree standard, and the result is a mill that sounds (and feels) more like a 90-degree V-twin. While its 75 hp and 50 lb-ft of torque aren’t earth-shattering figures, the CP2 engine provides exceptional low-end and mid-range performance—and a grin-inducing soundtrack when fit with an aftermarket exhaust. In a tightly-contested segment, Yamaha’s MT-07 spends well with an exceptionally entertaining engine, smartphone connectivity, full LED lighting and a five-inch full-color TFT display. [Yamaha] Kawasaki Z650 At a glance 649 cc DOHC parallel twin, 67 hp, 66 Nm, 17-inch cast wheels, 41 mm telescopic fork, link-type single coilover rear shock—130 mm stroke, 412-pound curb weight (non-ABS). Intermediate naked bikes continue to be a popular choice for beginners, and if you’re after a fun and approachable option, Kawasaki has something in the stable for green riders with the 2024 Z650. The Z650 is based on a lightweight steel trellis frame with the engine as a stressed member and Kawasaki’s ‘horizontal back-link’ rear suspension. The 41 mm telescopic fork offers 120 mm of travel without clickers to fiddle with, and the preload-adjustable rear monoshock serves up 130 mm. Riding on 17-inch cast wheels, the Z650’s saddle sits just 31” off the tarmac, and the whole platform feels more compact and approachable than many of its peers. The Z650’s powerplant is a 649 cc parallel-twin engine with a 180-degree crankshaft, offering smooth power delivery and reduced vibration. The 10.8:1 mill produces 49 lb-ft of torque low in the rev range, which suits the Z650’s reduced size and razor-sharp handling in traffic. When it’s time to slow things down, the Z650’s dual 300 mm front discs with two-piston calipers really shine. The six-speed gearbox has a slipper clutch, as well, which helps mitigate rear wheel chatter during aggressive downshifts. Like its closest rivals, the Kawasaki Z650 offers the smartphone connectivity, TFT instrumentation and traction control functionality that we’ve come to expect in the class, and we respect the availability of a non-ABS version. Purpose-built, and available in two colorways, there’s a lot to like about the Z650 for around $8,000. [Kawasaki] Honda CB650R At a glance 649 cc DOHC inline-four, 94 hp, 63 Nm, 17-inch cast aluminum wheels, inverted 41 mm Showa Big Piston fork, single Showa coilover rear shock—130 mm stroke, 456-pound curb weight. There’s an understandable amount of hesitation one might feel when a company claims to have improved a machine with more technology, especially when it involves the human element of shifting gears. However, in the case of the 2024 Honda CB650R, they might have actually done so with the all-new E-Clutch system. Already on the spicier end of the middleweight naked bike spectrum, Honda could have as easily left the bike alone for 2024, and in many ways, they have. On the surface, the 2024 CB650R is fit with a new five-inch color TFT display, a new headlight and a revised tail. The tune of the 649 cc inline-four has also been changed slightly to improve low-end torque without affecting the 94 hp output at 12,000 rpm. So what’s the deal, has Honda made the CB650R an automatic now? Not at all, and despite the trepidation that might result from the phrase ‘E-Clutch,’ Honda’s new tech does seem to provide the best of both worlds. Honda’s new system consists of a pair of motors that actuate the clutch plates based on input from the shifter, throttle and wheel speed. So in effect, you can take off and ride without touching the left-hand lever with the added benefit that shifts are smooth and consistent every time—and also 20% faster. If you don’t like the quick-shifting E-Clutch system, it can be turned off completely in the bike’s TFT menu, permitting standard cable-actuated clutch function. While the unit adds about 4 pounds of weight, the benefit certainly outweighs the cost, and the stateside MSRP for the E-Clutch equipped 2024 CB has not changed from the outgoing 2023 model. [Honda] Suzuki SV650 ABS At a glance 645 cc, DOHC 90-degree V-twin, 75 hp, 64 Nm, 17-inch cast aluminum wheels, 41 mm telescopic fork, link-style coilover rear shock, 437-pound curb weight. Despite a brief hiatus after 2017, the V-twin-powered Suzuki SV650 has been on the market since 1999, gaining a reputation for lovable low-end grunt and rock-solid reliability. With Suzuki adding a pair of fresh middleweights to the lineup for 2024, it comes as a surprise that the brand would roll the 2023 model into 2024, but they have. There’s absolutely nothing new about the 2024 SV650, as even the ‘Glass Sparkle Black’ colorway comes directly from the 2023 model (Suzuki’s press materials are teasing that new colors will be dropping soon), and there have been no major updates since 2017. The same as it’s been, the SV650 is based on an attractive steel trellis chassis with minimal bodywork and standard suspension—and it’s only available in ABS trim for 2024. The SV650’s 90-degree V-twin churns out a reliable 47 lb-ft of torque at 8,100 rpm, and since none of the bikes in this segment are freeway fliers, this grunty performance makes all the difference around town and in the twisties. If you’re a less experienced rider, the torquey powerband of the SV means more fun lower in the rev range, and a pair of 290 mm front discs with four-piston Tokico calipers help bring the SV650 to a halt. The bike also boasts the lowest seat height in the segment at 30.9 inches, and weight is a manageable 437 pounds at the curb. Suzuki’s charismatic powerplant is what keeps the SV relevant in this conversation, because as in life, variety is the spice of the middleweight naked bike scene. [Suzuki] Triumph Trident 660 At a glance 660 cc, DOHC inline three-cylinder, 81 hp, 64 Nm, 17-inch cast aluminum wheels, inverted Showa 41 mm Separate Function Forks, Showa coilover rear shock, 417-pound curb weight. Triumph has a history of bringing a little something extra to the segment with its enticing middleweight roadsters—just think of what the original 675 cc Speed Triple did back in the early 2000s. And while Triumph has sharpened its pencil in more recent times, there’s no doubt the fun-loving DNA of the old 675 is present in Triumph’s current three-cylinders, especially the 2024 Trident 660. Classic Triumph through and through, the Trident 660 debuted in 2021 with textbook roadster styling and Triumph’s punchy 660 cc DOHC triple engine. On paper, the mill is good for 81 hp at 10,250 rpm and 47 lb-ft at 6,250 rpm. Striking a balance between the characteristics of a twin and an inline-four, the 660 has 90% of its power available across most of the rev range, all without losing its rev-happy nature. The linear power delivery, combined with a slick six-speed gearbox and a slip-assist clutch, makes the Trident 660 an ideal combination for newer riders and satisfying for seasoned ones. The Trident 660’s chassis has been designed to offer agile handling without sacrificing the stability and sensibility essential to new riders. The formula starts with a tubular steel perimeter frame paired with a Showa 41 mm Separate Function Fork (SFF) and a Showa preload-adjustable rear monoshock. Aluminum 17-inch wheels are hauled in by Nissin two-piston calipers with dual 310mm front discs and a single 255mm rear disc, backed by a standard dual-channel ABS. The Trident 660 excels with its modern-retro design, and the use of clean round lines is refreshing in a segment dominated by sharp angular features. The TFT-LCD instrument cluster is well-crafted for a basic unit, integrating turn-by-turn navigation and GoPro control. [Triumph] Yamaha XSR700 At a glance 689 cc parallel twin—270-degree crank, 75 hp, 68 Nm, 17-inch cast aluminum wheels, 41 mm telescopic KYB fork, link-type KYB single coilover rear shock—130 mm stroke, 410-pound curb weight. Suppose you pay close attention to the mechanical specs above. Keen eyes will notice a striking resemblance to the Yamaha MT-07, because, in effect, the Yamaha XSR700 is a styling exercise based on the MT. Mechanically they’re the same, save for a few pounds, but if we all made purchasing decisions based on spec sheets alone, I suppose the parking lots would be full of nothing but Ducatis and KTMs. And what a shame that would be. Considering all the sharp lines and angularity of the MT, Yamaha deserves props for offering something for the retro crowd, and the XSR draws inspiration from XJ Secas of the early ’80s. In place of the MT’s standard bodywork sits a rounded retro fuel tank and minimalist two-up saddle with round LEDs on both ends. The bars are also taller and wider than the MT’s, promoting more casual ergonomics for city commuting. Since the mechanicals of the MT-07 are held in such high regard, there’s little to scoff at when in terms of the XSR’s nuts and bolts. Engine output is the same 75 hp at 9,000 rpm and the suspension setup is identical to the MT. It is a shame Yamaha did away with the rebound adjustment on the XSR’s rear shock, especially considering the premium you’ll pay for retro style. The XSR also gives up a little weight, weighing in at 410 pounds at the curb, but we’ll chalk up the difference to the amount of carbohydrates you can consume at your local spot. [Yamaha] Suzuki GSX-8S At a glance 776 cc DOHC parallel twin—270-degree crank, 82 hp, 79 Nm, 17-inch cast aluminum wheels, inverted 41 mm KYB fork, link-type KYB single coilover rear shock—130 mm stroke, 445-pound curb weight. As the smallest of the big four Japanese manufacturers, we certainly can’t blame Suzuki for sticking to their guns on the street, and for years that’s been inline fours of GSX-R fame. But with regulations and competition evolving, even Suzuki saw the need to develop an all-new platform to capitalize on the growing middleweight naked scene—and it happens to be a twin. So yes, Suzuki is powering its next-generation naked bike with a thumping twin engine, but unlike the aging SV650, the 2024 GSX-8S is a ground-up design with a state-of-the-art, 776 cc 270-degree parallel mill. Built with 70 mm stoke and a pair of counterbalancers, Suzuki claims the new engine delivers smooth, usable power lower in the rev range, with peak numbers of 82 hp at 8,500 rpm and 58 lb-ft at 6,800 rpm. Suzuki’s new twin is backed up by a six-speed gearbox fit with a bi-directional quick-shifter and Suzuki’s Clutch Assist System, permitting gear changes without actuating the clutch. Underneath its skin, the GSX-8S is quite standard for the class, offering the same non-adjustable KYB suspension and 130 mm travel as many competitors. The bike’s steel backbone chassis hugs the powerplant tightly and relies on it as a structural member. Extra points are awarded in the braking category, as the 8S employs dual 310 mm front discs and radially-mounted NISSIN four-piston calipers with standard ABS. The new Suzuki’s styling and bodywork are edgy in a take-it-or-leave-it fashion, with upright ergonomics, and chunky bodywork with excellent fit and finish. An all-new 5-inch full-color TFT LCD display monitors parameters and switches between a pair of display modes based on ambient light. Built to a competitive specification at the hotter end of the segment, there’s a lot to like in the new GSX-8S, and we expect it to be the backbone of Suzuki’s naked bike scene for years to come. [Suzuki] KTM 790 Duke At a glance 799 cc DOHC parallel twin—285-degree crank, 105 hp, 87 Nm, 17-inch die-cast aluminum wheels, inverted 43 mm WP split-function fork, WP single coilover rear shock—150 mm stroke, 417-pound curb weight. KTM and the team orange loyal have long touted the 790 Duke as ‘The Scalpel,’ and considering the power, technical sophistication and handling prowess the Duke brought to the table, it’s not hard to see why. Sure, a lot has changed since the Duke’s inception in 2017, with production shifting overseas and stiffening competition, but by all accounts, the scalpel is still just as sharp. With other purpose-built middleweights in the stable, KTM makes no effort to disguise the 2024 790 Duke’s hoon-happy nature, and its upright ergonomics, strong lean angle and complete lack of wind protection make for a proven combination within its intended use. The Duke’s based on a stiff tubular steel chassis with the engine as a stressed member, and a trick die-cast swingarm supports the 17-inch rear alloy. A 43 mm inverted WP split-function fork is used up front, handling compression and rebound dampening in separate legs, and the rear’s a single WP coilover. The Duke’s suspension is well-suited for commuting and backroads barnstorming, but the addition of adjustment knobs would be a welcome one. Stopping power is more than adequate with a pair of radially mounted 300 mm front discs with four-piston calipers. As the first bike to be fitted with a Bosch six-axis IMU, a feature that’s become the new standard, the Duke has a reputation for techiness to uphold. Lighting is full LED, it’s fit with a multicolor TFT display and available riding modes are among the best in the segment. A bit more on the aggressive end of the spectrum, the 790 Duke is aimed at more experienced riders given its 105-hp output and 32.5-inch seat height—and comes with the requisite price tag as well. [KTM, | Images by Rudi Schedl]] Ducati Hypermotard 698 Mono At a glance 659 cc single cylinder, Desmodromic valve system, 78 hp, 63 Nm, 17-inch cast alloy wheels, adjustable 45 mm inverted Marzocchi fork, progressive link Sachs adjustable rear shock—240 mm stroke, 351-pound curb weight. Is it a fair shake to compare Ducati’s 2024 Hypermotard 698 to a score of intermediate naked bikes? Probably not in practice, but on paper the Ducati has more in common with these middleweights than you’d expect. Its ergonomics are upright, displacement is right in line with the others and its intended purpose falls just short of extended highway use. Until Ducati makes a dedicated enduro version of 698 Mono, we’ll include it here for the sake of conversation, because who wouldn’t want a bit more hooliganism in their commute? We covered the Hypermotard 698 Mono in full when Ducati broke the news back in November, but for now, we’ll review just enough to get your gears turning. Our first look at the 698 Mono came just after the release of the new Superquadro Mono 659 cc Desmo single, the first new single-cylinder from Ducati in roughly 30 years. Basically, it’s half of a 1299 Panigale engine, with a 116 mm bore, titanium intake and steel exhaust valves and a Desmodromic valve system. It spins up to 10,250 rpm and makes 77.5 hp at 9,750 rpm and 47 lb-ft at 8,000 rpm. The 698 Mono’s rev limiter is set at 10,250 rpm, a number Ducati claims is unmatched by any other single, and the power numbers are certainly impressive compared with its peers. Going a step further, you’ll get over 9,000 miles on an oil change, and over 18,000 miles on valve checks. With these service intervals, the Mono will certainly go the distance on the street, provided you’re up for the aggressive geometry and lack of wind protection. Surrounding the high-tech thumper engine is a steel trellis chassis with the engine as a stressed member, and the adjustable Sachs rear shock provides a massive 9.4” of travel. Up front, Ducati fits a top-tier, fully adjustable 45 mm Marzocchi fork and a single 330 mm disc with a radial Brembo caliper. In a world of 5-inch TFT displays, the Hypermotard’s 3.8-inch LCD looks small, but the myriad of tech features it controls is anything but. There are riding modes from Wet to Sport and Urban, and variable power modes as well. You have access to Ducati’s wheelie control and wheelie assist, and also an adjustable slide-by-brake feature. Even the basic specs for Ducati’s 698 Mono are enough to get your throttle wrist twitching, and there’s even more to be had if you step up to the hopped-up RVE model. Even the standard Mono is not a cheap bike, but certainly not an expensive one either—priced right alongside the KTM 690 SCM R. [Ducati]

The name of Kengo Kimura’s workshop, Heiwa, means ‘peace’ in Japanese, and his logo depicts a flying pigeon. Those sound like random facts, until you look at the custom motorcycles that Kimura-san builds and see these themes repeated in every single one.

This custom BMW R100 is a prime example. Like everything else from Heiwa MC, its minimalistic lines show a sense of harmony. And the flying pigeon adorning its fuel tank may as well be the template for its elegant, tapered bodywork.

Kengo customized the 1981 BMW R100RS to show it off at the New Order Chopper Show in Kobe, Japan—about 250 km [155 miles] from his workshop in Hiroshima, as the crow flies.

Taking a classic BMW street tracker to a chopper show is a gutsy move, but Kengo has the clout to pull it off.…

The name of Kengo Kimura’s workshop, Heiwa, means ‘peace’ in Japanese, and his logo depicts a flying pigeon. Those sound like random facts, until you look at the custom motorcycles that Kimura-san builds and see these themes repeated in every single one. This custom BMW R100 is a prime example. Like everything else from Heiwa MC, its minimalistic lines show a sense of harmony. And the flying pigeon adorning its fuel tank may as well be the template for its elegant, tapered bodywork. Kengo customized the 1981 BMW R100RS to show it off at the New Order Chopper Show in Kobe, Japan—about 250 km [155 miles] from his workshop in Hiroshima, as the crow flies. Taking a classic BMW street tracker to a chopper show is a gutsy move, but Kengo has the clout to pull it off. He’s one of the guiding lights of the Japanese custom scene and a regular award winner at the prestigious Yokohama Hot Rod Custom Show. The most obvious evidence of Kengo’s handiwork is the BMW R100’s new bodywork. The handmade tank echoes the shapes of vintage small-capacity Japanese scrambler tanks, making it a lot smaller than the stock BMW unit. It sits low on the frame too—exposing some of the steering neck to add just a smidgen of chopper style. Perched behind the tank is a custom seat unit with an integrated electronics tray. Equal parts organic and geometric, the waspish tail hosts a small LED taillight, while upholstery by Ya Seat Custom adds a touch of style. Look closer, and you’ll notice that Kengo’s rework of the BMW’s frame is much more than a garden variety cut-and-shut job. Instead of simply bolting off the stock subframe and fabricating a new one, Kengo went a step further and eliminated the main frame’s original rear down-tubes. He then engineered a whole new rear section that creates space underneath the tank and seat junction. New shock mounts connect the frame to the swingarm via a pair of KYB shocks, outfitted with Progressive springs. The front suspension is stock, but it’s been lowered by a couple of inches. Kengo exercised major restraint when it came to the BMW R100’s legendary motor. The casings were stripped of almost all of their black paint and cleaned up, and the cylinder heads now wear classic peanut-style valve covers. The original airbox and Bing carbs are still in play too. The chromed exhausts add a little shine to the build, terminating in a pair of supremely tasteful stretched conical mufflers. There’s nothing over-the-top about the R100’s finishing kit either. Kengo opted for a set of narrow custom-made handlebars, fitted with chopper-style grips and trimmed of all visible switches (and no, we don’t know where he’s hidden them). A 4.5” Bates light sits out front, hung from a custom-made bracket that bolts to the top yoke, while an off-the-shelf speedo is mounted off to the side of the bar clamps. The bike’s turn signals are attached to new tabs that Kengo welded to the frame, while the license plate lives on a swingarm-mounted holder out back. Nicknamed ‘Salty Green’ (for obvious reasons), Heiwa’s BMW R100 wears a lush candy green livery with silver leaf pin-striping, courtesy of Hirokazu Kuboi. Muted bronze finishes for the stock snowflake wheels and rear shock springs add subtle contrast. But the biggest trick here, is how this boxer’s demure vibe belies all of the clever fabrication behind its mindful proportions. No doubt; Kengo is a master of his craft. Heiwa MC | Facebook | Instagram | Images by Kazuo Matsumoto

Big bikes bookend this edition of Speed Read. We start with a 1,700 cc single-cylinder chopper and finish with a BMW R18 from CW Zon. Sitting in the middle are a classy Honda CB200 café racer from Indonesia and a K-Speed kit for the Honda Dax.

1,700 cc single-cylinder chopper by Al Hackel What do the Beechcraft Staggerwing and Ford Trimotor aircraft, M18 Hellcat and M4 Sherman tanks, and HUP Retriever helicopter all have in common? They’re all powered by the same 975-cubic-inch Wright R-975 Whirlwind nine-cylinder radial engine—as is the motorcycle you see here, in a way.

This custom chopper was built by a guy named Al Hackel, who had originally set out to build a Harley Knucklehead. After realizing that even dodgy basket-case Knuckles sell for exorbitant amounts of money, he pivoted to something much more wild.…

Big bikes bookend this edition of Speed Read. We start with a 1,700 cc single-cylinder chopper and finish with a BMW R18 from CW Zon. Sitting in the middle are a classy Honda CB200 café racer from Indonesia and a K-Speed kit for the Honda Dax. 1,700 cc single-cylinder chopper by Al Hackel What do the Beechcraft Staggerwing and Ford Trimotor aircraft, M18 Hellcat and M4 Sherman tanks, and HUP Retriever helicopter all have in common? They’re all powered by the same 975-cubic-inch Wright R-975 Whirlwind nine-cylinder radial engine—as is the motorcycle you see here, in a way. This custom chopper was built by a guy named Al Hackel, who had originally set out to build a Harley Knucklehead. After realizing that even dodgy basket-case Knuckles sell for exorbitant amounts of money, he pivoted to something much more wild. It was then that Al stumbled across a Wright R-975 cylinder head for sale on eBay. The 1,700 cc cylinder was in good knick, so he brought it into his backyard agricultural equipment repair shop, closed the doors, and queued the music. With the 1,700 cc single in hand, Al set about turning it into the heart of his creation. Using the equipment in his workshop and his lifetime of fabrication skills, Al designed, prototyped, and built the whole bottom end from scratch. Fully complete, the R-975 cylinder is perched upon a custom engine case and drives a custom conrod and five-piece crankshaft. Al’s mate Justin Leineweber ground the custom cam, and the power is transferred via a 1947 Harley-Davidson transmission. A rigid frame was knocked up around the engine and suspended with a set of custom Vincent Girdraulic-style forks that Al built from scratch. The rear wheel sports a nine-inch drum brake from a Toyota Matrix, and the headlight was hand-made by Jesse Briggs at Maritimer Glassworks. Jesse also built the custom glass shift knob, taillight, and velocity stacks which are mounted on a side-draft carburetor. Narrow bars and a sprung seat frame the custom fuel tank, which features asymmetrical cutouts to accommodate the cylinder head on one side and the hand-shifter on the other. Al says that the vibrations shake the fittings loose, but that it goes down the road nicely, even if it is a bit terrifying to ride. On paper, this bike shouldn’t work—but thanks to Al’s incredible workmanship and skill, it looks amazing. [Source] Honda CB200 by Batakastem Garage Abraham Simatupang and his workshop, Batakastem Garage, are known for building wild, one-off bikes. But their latest offering is more subdued—and that’s not a bad thing. They’ve taken a Honda CB200 and turned it into a lithe classic café racer. Bikes like the CB200 are hard to come by in Southeast Asia, making Abraham’s find a rare gem. After a good hunt, Batakastem found a suitable donor and stripped it down. The fifty-year-old steel frame was stripped, blasted, and had a fresh subframe welded on. A set of fenders was made from scratch, and the wheels were beefed up with new spokes, 16-inch rims, and fat, chunky Shinko tires. A new LED headlight shines bright in front of new clip-on handlebars, new switchgear, and a revamped cockpit. The brakes were also upgraded with a larger caliper, a new front disc, and stainless steel braided lines. Fabrication is where the Batakastem gang truly shines, and the CB200 is no exception—even if it is milder than their usual fare. The fuel tank, side covers, and seat are all hand-made from 1.2 mm galvanized steel, with the tank design based on the Honda GL100, but modified to complement the CB200’s larger engine. The bodywork looks almost OEM, staying true to the CB’s iconic silhouette while giving it a fresh, aggressive stance. Burgundy leather was used to trim the new single seat and the entire bike received a beautiful 70s-inspired paint job. The engine was treated to a full rebuild with new gaskets and seals, while the carbs were kitted with new pod filters and re-jetted to suit. Batakastem also crafted a custom exhaust with minimal baffling and bronze-tipped pipes. Electrons flow freely through a custom wiring loom and all-new electronics. Perfect for tearing up the streets of Indonesia, it’s another stunning build from Batakastem Garage. [Source] Honda Dax by K-Speed Ahh K-Speed, how we love you. One of Thailand’s finest custom motorcycle shops is at it again, and this time they’ve got a new line of parts for the Honda ST125 Dax. K-Speed’s head honcho, Mr. Eak, has a special love for the Dax from his childhood days. His shop has built a bunch of tasty Dax customs to date and developed countless bolt-on bits for Honda’s throwback mini-bike under their Diablo brand. This has culminated in the ‘1978 Limited Series’ kit; a collection of parts that ooze retro scrambler style, and can be slapped onto a stock Dax over an afternoon and a six-pack. The Honda Dax is cute enough as it comes, but we love how the K-Speed kit beefs it up. Solid covers are laid over the stock wheels, which can be wrapped in whatever rubber you can find to fit the tiny wheels. A high front fender is paired with a rear fender cover, while a new horn cover proudly bears the K-Speed name. Taller crossbeam handlebars are fitted with new grips, bar-end weights, and clutch and brake controls. The factory dashboard stays in place, now tucked behind an enduro-style headlight cowl. Diablo mirrors offer a stylish upgrade over the OEM items. A black backbone cover made from laser-cut steel defiantly displays its diminutive style betwixt the headstock and K-Speed seat. The engine sports myriad custom covers that are all available in the scrambler kit, along with the high-exit Diablo exhaust system. The swingarm is fitted with a Diablo extension to better accommodate the chunky tires, and the rear brakes are upgraded with a new disc and a longer brake line. And since this is a ‘scrambler,’ it also sports longer Diablo rear shocks. Finally, a luggage rack adds a little more utility to the Dax, as does the canvas pannier fitted to the left-hand side of the bike. Even if mini-bikes aren’t your cup of tea, it’s hard to resist K-Speed’s 1978 Dax—especially with its retro Honda graphics. [K-Speed] BMW R18 by CW Zon Late last year, Yuichi Yoshizawa of Japan’s Custom Works Zon had the honor of serving as a judge for a BMW Motorrad-sponsored customization competition, centered around the BMW R18. The event was held as part of BMW’s 100th-anniversary celebrations, attracting custom builders from around the world. There was just one problem—as a judge, Yoshizawa-san couldn’t compete. So he went away itching to get into his workshop. As it happened, following the competition, CW Zon was approached by BMW’s design headquarters with an intriguing challenge; create a custom vehicle that embodied the spirit of the next 100 years of BMW Motorrad. This opportunity led to the creation of ‘Ground Zero,’ a futuristic concept bike inspired by visions of how vehicles might evolve over the next century. Yuichi and his partner in crime, Yoshikazu Ueda, began by crafting the shape of the new bodywork using steel wires, which provided the foundation for the bike’s fluid, futuristic lines. From there, aluminum sheets were meticulously hand-hammered to form the front cowl, tank panel, rear cowl, and the other exterior components. We adore the striking, streamlined appearance—and love how CW Zon has combined elements of dragsters and salt lake racers with the R18’s cruiser base. Tinted perspex at the front of Ground Zero houses a sophisticated headlight system, seamlessly integrated into the carbon fiber and aluminum cowl. The BMW dashboard is set into the tank by way of a custom aluminum housing. One of the bike’s cleverest features is the clean, minimalist design around the custom handlebars. CW Zon relocated the factory switches (which are impossible to remove from the equation without bricking the bike) to the center of the handlebars, creating a tidy, organized cockpit. Another great custom touch is the cable-operated remote reservoir system for the hydraulic clutch and front brake. Concealed within the front cowling, the master cylinders are mounted out of sight with the cables running from the controls; an uber-slick setup. While it’s not to everyone’s taste, the BMW R18 is a hoot to ride. It’s long, heavy, and wide—but the 1,802 cc boxer twin is a torque monster with plenty of character. Now, thanks to CW Zon, it has the show to match the go. [Custom Works Zon]

Remember the Yamaha RXZ Twinboss twin-cylinder two-stroke? Neither do we, because it never existed—except in the mind of Irwann Cheng.

The Malaysian custom builder, who operates as FNG Works, has masterfully combined two Yamaha RXZ 135 engines with such panache, that you’d be forgiven for mistaking this for a factory unit. But what impresses us most about this scratch-built dragster is not its bespoke powerplant—nor its handmade chassis or eerily perfect proportions. What makes it special, is the epic journey that Irwann took to bring it to life.

The seed was planted six years ago when another custom shop asked Irwann to help them finish their build in time for the prestigious Yokohama Hot Rod Custom Show in Japan. As a thank you, they bought Irwann a plane ticket to accompany the bike to the show.…

Remember the Yamaha RXZ Twinboss twin-cylinder two-stroke? Neither do we, because it never existed—except in the mind of Irwann Cheng. The Malaysian custom builder, who operates as FNG Works, has masterfully combined two Yamaha RXZ 135 engines with such panache, that you’d be forgiven for mistaking this for a factory unit. But what impresses us most about this scratch-built dragster is not its bespoke powerplant—nor its handmade chassis or eerily perfect proportions. What makes it special, is the epic journey that Irwann took to bring it to life. The seed was planted six years ago when another custom shop asked Irwann to help them finish their build in time for the prestigious Yokohama Hot Rod Custom Show in Japan. As a thank you, they bought Irwann a plane ticket to accompany the bike to the show. Having just completed his mechanical engineering degree, his mind was blown. “I was really, really amazed by the bikes I saw there,” he tells us. “The engineering, the complexity, the fabrication level, the design. It was at that moment that I decided that this is what I wanted to do with my life, and that I had to come back here again, with my own bike, to showcase it to the world.” Returning to the Mooneyes show became an obsession. “I followed the show every year from the website and social media channels. I studied the bikes that won awards, the bikes that didn’t, the workshops that won before but not in that year, and the workshops that didn’t win before, but did win that year.” An opportunity arose when Malaysia’s biggest custom show, Art of Speed, hosted a build-off invitational with a killer prize—a sponsored trip to show their bike off at Mooneyes. No sooner had Irwann scraped together all of his savings to kick-start a suitable project, than the COVID-19 pandemic shut everything down. It was only at the end of last year that Art of Speed finally rebooted the build-off. “This time, due to the lockdowns and retrenchment, I was in a worse financial position than I was last time,” Irwann tells us. But I was committed.” “I figured that this was the only chance I would have in my lifetime to pursue this dream. I sold almost all of my belongings and took a personal loan from the bank to restart the project.” Given how dedicated Irwann was to the project, going all-in was the only option. But before putting grinder to metal, he first nerded out on every aspect of the design. “I tried to incorporate my shallow knowledge of motorcycle proportions; the golden ratio, Fibonacci spiral, synergy of lines, etcetera.” “For example, the distance between the front edge of the rear wheel to the rear edge of the front wheel, is the same as the distance from the center of the rear wheel to the front of the engine, the total height of the bike, and the length of the tank-seat unit. That number, multiplied by 1.618, is the same as the length from the front edge of the rear wheel to the center of the front wheel.” Starting with the chassis, Irwann mated sections of tubing to a pair of steel plates that also act as engine mounts. The plates were cut using an angle grinder and drilled by hand, drawing inspiration from Kiyo’s Garage’s nutty triple-engined land speeder. The frame’s design features more parallel lines than you can shake a stick at. Some are obvious, but others are far more subtle—like the way the exhaust flanges match the angle of the frame’s main downtube, and how the top and bottom edges of the chain line up with the opposite edges of the frame plates. A set of Yamaha RXZ forks, supplied by Taikom Racing, offer the only bit of suspension on the bike. Irwann liberated them of their brake and fender mounts, then cleaned up the lowers until they were perfectly tubular. The forks are held in place by a pair of custom yokes with a very interesting design. The bottom yoke sits where you’d expect it to, but the top yoke links up with the steering stem through a cut-out in the frame’s neck. Irwann built it this way so that the frame’s top tube would trace a line directly from the top yoke to the top of the rear tire. To cut costs, Irwann pieced the wheels together from as many upcycled parts as possible. The 19” front rim and Pirelli tires were leftover from previous projects, and the front hub is a modified racing moped part. Irwann removed its brake disc mounts and machined it to look more like a bicycle hub. For the rear wheel, he took a car’s spare and cut out the center, so that he could lace it to a disc brake hub. Two Yamaha Y125Z calipers provide a modicum of stopping power. And then there’s the bike’s unique twin-cylinder motor—a combination of two first-generation Yamaha RXZ 125 units. “Figuring that this bike could be representing Malaysia in Japan, I chose the Yamaha RXZ 135 engine as a base. I can honestly say that the Yamaha RXZ is the most popular bike in Malaysia; it has a cult-like following.” Irwann has built a twin-engined Yamaha RXZ before—but that bike had one motor placed in front of the other. This time around, he put them side-by-side, effectively creating an inline 180-degree twin. And since first-gen RXZ was officially titled the ‘Boss,’ he named his creation the ‘Twinboss.’ On the inside, the two individual crankshafts were modified to work as a male-female couple. On the outside, the cases were split and then welded together, then massaged until the whole arrangement looked like it had rolled straight out of Yamaha’s factory. “Even the judges at Art of Speed weren’t impressed by the engine at first (because they thought it was stock),” says Irwann, “until I told them that it was originally a single-cylinder engine and showed them the photos of the modification process.” “I got lucky, as Taikom Racing and UMA Racing chipped in to supply their parts to me—it was a big financial relief. 80 percent of the engine internals were from Taikom Racing, including the cylinder blocks, engine studs and bolts, oil seals, gaskets, reed valves, bearings, clutch assembly, stator coils, and CDI. UMA Racing provided the carburetors, ignition coils, and engine oil.” Most of the bike’s finishing kit is custom too. The exhaust system uses RXZ headers, with handmade chambers and mufflers. The handlebars are an old set that was modified and welded directly to the top yoke, before being fitted with internal throttle and clutch controls. Irwann fabricated the foot controls too, intentionally keeping them as minimalist as possible. Moving to the bodywork, Irwann wanted an organic one-piece unit that would “look sexy and have curves.” His friend at LNS Motor sponsored the paint job; Chameleon Brown for the frame, and black with a subtle sparkle for the body. Azwan from Kedaung Leather Work finished the Yamaha off with vegetable-tanned buffalo leather touches on the seat and grips. Working only after normal work hours and operating on the narrowest of budgets, Irwann threw everything at his Yamaha RXZ Twinboss. But when the Art of Speed show rolled around, it all paid off. Irwann took home the gold, securing his place at this year’s Mooneyes show. “Even though people know FNG Works as a one-man show, a lot of people were involved in this build—especially emotionally, since they know my story, struggles, and sacrifices.” “A lot of people shed tears when I was announced as a winner. I hope this bike will bring joy to more people when it’s shown at the Yokohama Hot Rod Custom Show this December.” Bravo, Irwann. FNG Works Instagram | Facebook | Images by Amin Hamid Irwann would like to thank Taikom Racing, UMA Racing, LNS Motor, Kedaung Leather Work, Afiat Cap Gambus, Riders Garage, Bagiruang, Decibel Store, and all the friends that chipped in to help him finish this project.

Even though the Harley-Davidson Evolution Sportster is no longer in production, it’s eons away from going extinct. There are plenty of second-hand Evo Sportsters kicking around, and no shortage of aftermarket parts for them. And as long as the Sporty is still in play, masters like Richard ‘Mule’ Pollock will be on hand to extract the maximum potential from it.

Most of the Sportsters that roll out of the Mule Motorcycles workshop are either bona fide flat track race bikes, or street trackers that look like they belong on a dirt oval. This 1997 Harley-Davidson Sportster 883 belongs in the former camp.

Mule’s client races in America’s Grand National Hooligan Championship, where he finished second in his region last year. Currently at its zenith, the Hooligan series makes amateur flat track racing more accessible (and fun) through a unique set of regulations.…

Even though the Harley-Davidson Evolution Sportster is no longer in production, it’s eons away from going extinct. There are plenty of second-hand Evo Sportsters kicking around, and no shortage of aftermarket parts for them. And as long as the Sporty is still in play, masters like Richard ‘Mule’ Pollock will be on hand to extract the maximum potential from it. Most of the Sportsters that roll out of the Mule Motorcycles workshop are either bona fide flat track race bikes, or street trackers that look like they belong on a dirt oval. This 1997 Harley-Davidson Sportster 883 belongs in the former camp. Mule’s client races in America’s Grand National Hooligan Championship, where he finished second in his region last year. Currently at its zenith, the Hooligan series makes amateur flat track racing more accessible (and fun) through a unique set of regulations. The rules stipulate that bikes must be production models, sized 648 cc and up, with no modifications to their steering necks or swingarm pivot location. You can tweak your bike’s geometry with bolt-on parts though, and you can go buck-wild on engine mods. Luckily, Richard knows how to employ both tactics to great effect. Mule started by deploying his usual array of ‘legal’ chassis mods. The frame was de-tabbed, and liberated of its fender stays and side stand mounts. The rear section was treated to a removable rear loop and aluminum inner fender, and the battery box was shrunk to fit a smaller Shorai battery. Next, Mule moved the shock mounts on the swingarm forward to increase the seat height. The rear rides on fully adjustable shocks from K-Tech Suspension. Moving to the front, Mule installed a set of Yamaha R6 forks, extending them with cap extensions from J.J. Flairty. Keen eyes will notice that the angle of the forks doesn’t quite match the angle of the Sportster’s steering neck. It’s not an optical illusion; the steering stem sits inside an offset bearing and stem kit, sharpening the head angle by three degrees for sharper handling. Above the custom yokes, you’ll find ODI handlebars, a Motion Pro throttle, a Buell clutch lever, and a Yamaha R1 kill switch and starter button. The foot controls are Mule items with Bates rubber; the right-hand side looks particularly trick, with a custom brake pedal and master cylinder arrangement that actuates the bike’s rear (and only) brake. Also present are a Brembo master cylinder, Beringer, Mule caliper bracket, and Crown Performance brake lines. Under the hood, Mule turned this meek 883 into a fire-breathing 1,200 cc monster. American V-twin specialists Branch & O’Keefe ported the heads and supplied a pair of proprietary pistons. Also in play are Andrews cams, a Dyna ignition, and a ForceWinder intake with a K&N filter, attached to the modified OEM carb. Mule picked this intake and filter setup to give the rider more legroom when shuffling the bike around the track. The exhaust system is a highly modified Cone Engineering setup, tweaked and twisted to keep everything tightly tucked. Mule also modified the primary cover, relocating the clutch cable exit to make it less likely to break in a crash. The Sportster wears traditional flat track attire from the best in the biz; an aluminum fuel tank from Storz, a fiberglass seat from First Klass Glass, and a seat pad from Saddlemen. Superbike Paint in San Diego, California executed the minimalistic white livery. The 19” flat track hoops are from Roland Sands Design and are finished in a ‘burnt bronze’ powder coat. (The rear wheel’s solid design makes it heavier, which helps to maintain maximum traction.) The rear axle is a custom chromoly affair, cadmium-plated for corrosion resistance. Perfectly poised and begging to be ridden in anger, Mule’s Hooligan Sportster is an emphatic reminder that the man is still at the top of his fame. Long live the Sportster! Mule Motorcycles | Instagram | Images by Bart Cepek Mule would like to thank the Connell family at Extreme Outlaw Karts for their machining and fabrication services.

Few machines prove that good design is timeless as well as the Honda Super Cub. The iconic underbone scooter has been in constant production since 1958—and in all that time, its aesthetic hasn’t changed much. But what if it had turned out differently?

That’s the question posed by Bhumemoto. Based in Southern California, the fledgling custom shop is a collaboration between Patrick Razo and James Chung. Their debut build is a 1965 Honda Super Cub C100 that’s been reimagined as a hypothetical concept bike from the 60s.

The idea behind this build is as if this was a concept bike that was being developed alongside the original Super Cub,” Patrick explains. “Something happened that forced the project to be shelved and locked away, not to be seen for decades, until recently being found and revealed.”…

Few machines prove that good design is timeless as well as the Honda Super Cub. The iconic underbone scooter has been in constant production since 1958—and in all that time, its aesthetic hasn’t changed much. But what if it had turned out differently? That’s the question posed by Bhumemoto. Based in Southern California, the fledgling custom shop is a collaboration between Patrick Razo and James Chung. Their debut build is a 1965 Honda Super Cub C100 that’s been reimagined as a hypothetical concept bike from the 60s. The idea behind this build is as if this was a concept bike that was being developed alongside the original Super Cub,” Patrick explains. “Something happened that forced the project to be shelved and locked away, not to be seen for decades, until recently being found and revealed.” Nerding out over design theory is intrinsic to Bhumemoto’s process. Patrick got his start in the high-end fashion industry, but now works as a concept designer for the entertainment industry, with a client list that includes major movie and game studios. James is currently an indie producer in the games, animation, and toy industries, with a resume that includes working on the popular Call of Duty game series and overseeing various other projects at Electronic Arts. Dubbed ‘Long Long’ (which roughly translates to ‘Rumble’ in Chinese), Bhumemoto’s Super Cub draws inspiration from early speed challenge vehicles. But it also retains just the right amount of Super Cub DNA to maintain a connection to the scooter’s heritage. Part of the magic lies in the myriad stock Super Cub parts that Bhumemoto tweaked instead of trashing. The wheels are original, but the rear has been encased in custom-made discs and wears a slightly chunkier tire than before. The OEM wheel well and rear fender are still in play too, even though the original plan was to shorten them. “Since our goal was to compliment the original design as much as possible, we really loved the swooping line that starts from the front of the bike all the way to the end,” says Patrick. “So we decided to keep it after many discussions.” Moving forward, the Super Cub retains the bodywork that’s draped over the middle section of its frame. It’s been modified to accommodate an off-the-shelf fuel tank, and liberated of its front wind deflectors. They’re replaced by a pair of swooping fork shrouds, handmade out of fiberglass. The handlebars were found at a scrapyard and fitted upside-down to create the low, swooped effect you’d find on vintage bicycles. Bhumemoto repurposed the original Super Cub headlight, speedo, and throttle assembly. The leather trim and hand-wrapped grips came from Trip Machine Company in India. Moving to the seat, Bhumemoto built a stubby perch and re-housed the original taillight at the back of it. Given the amount of patina on the original parts, the seat was covered in patchwork leather, so that it looks busted up from afar. Another clever detail is the scooter’s rustic left-hand side cover. It not only houses the ignition and a classic Honda badge, but it deliberately sports a circular design to echo the shapes of the fuel tank, points cover, and rear wheel cover. The Super Cub is finished with a handful of quirky graphics, and a stunning front wheel valve cap, handmade by 38 Silver Works in Japan. With no changes to the 1965 Honda Super Cub’s engine, suspension, or brakes, it’s not about to break any land speed records. But it is an interesting study of what could have been, had the Super Cub’s designers gone in a different direction. Bhumemoto Instagram | Images by Mo

An outlandish new creation from Bandit9 rolls onto our pages this week, followed by a BMW K100RS from the heart of Bavaria, and a zany Indian FTR 1200 supermoto. Finally, a crated Harley-Davidson Sportster reminds us of a time when Sporties were air-cooled and affordable.

EVE Odyssey by Bandit9 Sleek, streamlined, and very, very shiny – these are the hallmarks of Daryl Villanueva and his team at Bandit9. This is the latest evolution of their ‘EVE’ series of custom builds—the Bandit9 EVE Odyssey. More rolling work of art than motorcycle, the new EVE Odyssey is a testament to Daryl’s outlandish vision.

Since their debut in 2013, Daryl and his team have been hard at work perfecting their design and craft. The EVE Odyssey features some big updates over previous EVE builds, but it’s still instantly recognizable as a Bandit9 creation.…

An outlandish new creation from Bandit9 rolls onto our pages this week, followed by a BMW K100RS from the heart of Bavaria, and a zany Indian FTR 1200 supermoto. Finally, a crated Harley-Davidson Sportster reminds us of a time when Sporties were air-cooled and affordable. EVE Odyssey by Bandit9 Sleek, streamlined, and very, very shiny – these are the hallmarks of Daryl Villanueva and his team at Bandit9. This is the latest evolution of their ‘EVE’ series of custom builds—the Bandit9 EVE Odyssey. More rolling work of art than motorcycle, the new EVE Odyssey is a testament to Daryl’s outlandish vision. Since their debut in 2013, Daryl and his team have been hard at work perfecting their design and craft. The EVE Odyssey features some big updates over previous EVE builds, but it’s still instantly recognizable as a Bandit9 creation. The bullet-shaped silhouette is on full display, but it has been improved using new components and an all-new frame design. “By creating our own frame, we were not dependent on anyone’s predetermined structures,” Daryl explains. “This is no modified, customized piece. This is a brand new product entirely.” The black, cast alloy wheels contrast perfectly against the aluminum bodywork, and roll beneath custom front and rear suspension setups. Custom handlebars and controls move in between sheets of aluminum, fronted by an LED headlight. The seat is just big enough for a moderately sized derriere, and the rear lighting is seamlessly integrated into the bodywork. Powered by a 125 cc engine, the EVE Odyssey might not be about raw power, but weighing less than 270 lbs certainly adds to the experience. The Mikuni carb throws fuel from the 3.17-gallon tank into the engine well enough for a top speed of 68 mph. The minimalist design is clean and purposeful, yet it’s the attention to detail that truly stands out—every curve and angle is meticulously crafted, giving it a sense of speed even when the bike is standing still. Seeing the bikes displayed in an art gallery would be great, but seeing it out on the city streets would be even better. [Bandit9] BMW K100RS by Woidwerk Creating a custom bike that’s both striking and functional for someone over two meters tall is no easy feat. But when a return customer presented their 1985 BMW K100RS and a simple brief—build a café racer with the iconic BMW M color scheme—Woidwerk’s Ralf Eggl couldn’t say no. Given the client’s height, Ralf started with the suspension. The original front forks were swapped for a set of new Kawasaki Z1000 items and the rear suspension was upgraded with an Öhlins unit. The rear shock was extended by 1.5 inches—again, to accommodate the client’s stature. To finish off the rolling chassis, the wheels were given a subtle and unique two-tone paint job. Next, a BMW R1200RS handlebar was mounted onto the modified upper fork clamp, with a Motogadget Motoscope mini speedometer nestled within. Lighting the way is a KOSO Thunderbolt headlight, shielded by a custom windshield. The Z1000’s Brembo radial front brake provides stopping power at the front, with fully adjustable ABM rear set footpegs utilizing the factory rear brakes. The rear of the bike received the most work by far. Inspired by the iconic Ferrari Testarossa, Ralf built a custom steel tail section from an old R100RS tail which was slimmed down and shortened. It now houses the battery and ECU, with a set of distinctive fins adding a touch of flair. A side-mounted Woidwerk license plate holder keeps things legal while maintaining the bike’s clean lines. The original engine was kept intact but face-lifted with a freshly painted engine cover, and a new Unit Garage exhaust that Ralf extended and modified to fit. A custom coolant tank was fabricated and cleverly tucked away under the fuel tank to clean up the bike’s silhouette. Finishing touches include a seat upholstered in a mix of Alcantara and leather, mounted on a laminated fiberglass plate for both comfort and style. The ignition barrel was relocated to a mount crafted from red acrylic glass, adding a final pop of color. The result is a bike that stays true to the classic café racer aesthetic while meeting the unique needs of its tall rider. If someone yeeted this Flying Brick through our living room window we would be mad—but if it was parked in our garage, that would be fantastic. [Woidwerk] Indian FTR 1200 by Trail Découverte Concept Greg Loaec and his company, Trail Découverte Concept, have been modifying and tuning trail bikes for some years. We’re big fans of their Suzuki V-Strom rally bike builds, so when we heard that they had turned their hand to the Indian FTR 1200, our ears perked up. Greg built a custom Indian FTR 1200 for the Wheels and Waves festival and liked it so much that he decided he needed one of his own. Using a 2023 Indian FTR 1200 Rally as a base, he modified it into a slick supermoto that is equal parts brilliant and bonkers. First up were the wheels, with Greg swapping out the factory hoops for a set of 17” Supermoto rims with Pirelli Diablo Supercorsa Rosso IV tires. A custom Andreani fork cartridge kit and a bespoke EMC rear shock were then added, with both offering increased height and improved suspension performance. These changes give the bike a higher center of gravity, which, combined with the supermoto wheels, sharpens the chassis and allows Greg to fully exploit the FTR’s 120 buff horses. Greg didn’t hold back in the aesthetics department, either. The motard-style front fairings, rear fairings, and belly scoop were custom-made from carbon fiber and finished in a striking orange glitter paint. Pro Taper handlebars were bolted on, along with Gilles Tooling adjustable rear sets, carbon fork guards, and a carbon front fender. The matching hand guards with integrated LED indicators are from SW Motech, and the soundtrack is supplied by a high-mounted Akrapovič exhaust. The final product is a unique V-twin supermotard that stands out both in looks and capability, showcasing Greg’s ability to push the boundaries of what the Indian FTR 1200 can be. We love seeing professional bike builders take on personal projects, and Greg knocked this one out of the park. [Source] 0-mile Harley-Davidson Sportster By all accounts, the new Harley Davidson Sportster S is a decent bike—although it misses the charm of the now-defunct Evolution Sportster. So if you’re a purist and can’t bring yourself to buy a liquid-cooled, fuel-injected Sporty, this here might be the opportunity of a lifetime. This is a factory fresh, 0-mile 2003 Harley-Davidson Sportster XL883 Custom 100th Anniversary edition. Not only has the bike never been ridden, it’s never even been taken out of the shipping crate it was packed into in Milwaukee. The fuel tank was never filled and the battery was never connected—and it even has the original plastic protection film and foam protectors on the tank. Other than having a single carburetor instead of fuel injection, the overall aesthetic of this 20-year-old Harley isn’t that different from the last air-cooled Sporty, which was discontinued in 2021. The pearl white tank on this bike features a 100th Anniversary Edition badge to match the plaque below the integrated indicator lights on the handlebar—one of the only things separating it from the thousands of Sportsters produced over the years. We’ll never know why this bike wasn’t put on the road, and it might just be the only brand new, 0-mile Sportster outside of the Harley-Davidson museum collection in existence. We’re firm believers in using motorcycles for their intended purposes, but this would certainly be a cool thing to have in the shed to show off to your mates. [Source]

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A huge rear wing immediately makes the Ioniq 6 N stand out from the regular model

Hyundai N’s second EV will likely use an 84 kWh battery and two electric motors with up to 641 hp. Thanks to the more slender shape, the Ioniq 6 N may offer even more impressive handling than the Ioniq 5 N. Hyundai is expected to launch the Ioniq 6 N next year. Hyundai’s N performance division knows a thing or two about developing cars that feel right at home on the racetrack, and its next product, the Ioniq 6 N, is taking shape and being tested to its limits at the Nurburgring Nordschleife in Germany. The Korean carmaker is one of many brands that have a testing facility on the outskirts of the famous German circuit and recently brought a heavily camouflaged prototype onto the track. It was tested in both dry and damp conditions, and for an EV that will weigh well over 2,000 kg (4,400 lbs), it looks very quick and impressively flat during some of the track’s high-speed corners. Read: 2026 Hyundai Ioniq 6 N Shows Sonata-Like Face And Huge Wing The world was provided a glimpse of the Ioniq 6 N a couple of years ago with the launch of the RN22e ‘rolling lab’ concept. This concept was the first vehicle from Hyundai to feature a simulated eight-speed transmission, a system that would go on to premiere in the Ioniq 5 N. That car has received plenty of praise (and awards), and the low-slung nature of the Ioniq 6 N could mean it can be even more enjoyable to drive. You may notice the front fascia of this prototype looks quite a bit different than the current Ioniq 6. This is because it sports the same facelifted front end that’s being readied for the rest of the Ioniq 6 family. The most significant change will be the implementation of split headlights, as opposed to the somewhat odd headlights of the current car. This should give the car a more dynamic and aggressive look, perfect for the N variant. Plenty of unique touches will be made to the Ioniq 6 N, including a revised splitter, new side skirts, and a unique rear end. The most obvious upgrade that can be seen on this prototype is the fixed wing. The car will probably share its powertrain with the Ioniq 5 N. That would mean it gets an 84 kWh battery pack driving a pair of electric motors with 601 hp and 545 lb-ft (739 Nm) of torque, figures that climb to 641 hp and 568 lb-ft (770 Nm) with N Grin Boost enabled. SH Proshots / Carscoops

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The duties will come into effect in November unless a qualified majority of EU members vote against them. A European Commission investigation determined that the Chinese government has been unfairly subsidizing local carmakers. Proposed tariffs have been adjusted frequently in recent weeks. Long-promised tariffs introduced on Chinese-made electric vehicles from the EU could be enforced from November, roughly six weeks after the bloc holds a vote on approving them on September 25. China has been dealing with the potential outfall from additional tariffs since the European Commission launched an investigation into locally-built EVs last year. Europe has proposed significant tariff increases on all applicable brands, although the rate of the tariff increase varies depending on how brands cooperate with the probe. Read: EU Trims Tesla, Geely Tariffs Again, But China Wants Talks To Solve Dispute Sources believe the European Union will hold a vote on introducing definitive tariffs later this month. If the vote passes, duties will kick in November. The only thing that could delay the process is if a qualified majority – which would require at least 15 member states representing 65% of the EU’s population – votes against the tariffs. Auto News reports that officials from China and the EU have held several meetings this month to try and explore alternatives to the tariffs, but little headway has been made. The EU believes a solution needs to be grounded in World Trade Organization rules and address the subsidies Chinese EVs are benefiting from. Chinese commerce minister Wang Wentao will visit Europe next week to speak with EU trade chief Valdis Dombrovskis. The EU has made several revisions to the proposed tariffs in recent weeks. It most recently reduced Tesla’s rate from 9% to 7.8%, after initially hitting the carmaker with a 20.8% rate. This is because Tesla hasn’t received as much assistance from the Chinese government as some other automakers, but it did receive discounted batteries. Geely’s rate has also been reduced from 19.9% to 18.8%. The EU has also revised tariffs for SAIC – which owns MG – from 36.6% to 35.3%. It was hit with the highest rate for not adequately cooperating with the investigation. All of these rates are on top of the existing 10% tariff placed on imported cars.

Nigerian man claims to have racked up a $243k debt after smashing a rented C8 into a Dodge Challenger and damaging a Jeep Trackhawk

A Corvette C8 sliced the front end off a Dodge Challenger and crashed into a pole in Nigeria. After initially hitting the Dodge, the allegedly rented C8 crashed into a Jeep Trackhawk . The Chevy’s driver claims he owes $243k for the wrecked cars, property, and hospital bills. Racing on the public street is a thrill, we won’t lie. But it’s also dumb, dangerous and could land you in hundreds of thousands of dollars worth of debt, as the driver of the Corvette in this drag race disaster knows all too well. The C8 – rented, according to one Nigerian website report – was racing against a Jeep Trackhawk on a wide road in the country’s capital city, Lagos, when it struck the front of a Dodge Challenger that appeared to be trying to cross the highway being used as an illegal drag strip. Related: Corvette C8 And BMW M5 Crash And Catch Fire, Off-Duty Hero Saves Driver Despite the Corvette driver’s furious attempts to warn the Dodge by flashing his lights, the Challenger fails to back up out of the way and the C8 slices off a sliver of Mopar nose. The Dodge is a mess, but that’s nothing compared with what happens to the Corvette, which ends up wrapped around a light pole that it hits so hard the pole snaps in half. And somewhere along the way it takes the Jeep out, too. It’s not clear why the Dodge driver didn’t see or hear the two bellowing V8-engined cars coming towards him. Maybe he was just mesmerized by the insane number of tiny paving blocks the Lagos city planners had used to build the massive road instead of asphalt. Photos Unroll, Gistreel Fortunately no one was killed in the smash, though a man who identified himself as the driver of the Corvette, and goes by the name @Trammania on Instagram, shared a picture of his bloodied face and claimed his back hurts so much that he can’t sleep. The driver also claims that “hospital bills are going crazy,” though we imagine it’s the cost of replacing the three wrecked cars that accounts for the lion’s share of the 400 million Nigerian Naira ($243k) he claims he owes. “Imma need all the love & support I could possibly get from the masses,” he says in his post, presumably hinting that he hopes his followers will give money to help reduce his debt. Drag race gone wrong 😑 3 exotic car gone like that 💔 pic.twitter.com/Wxv1tx35GC — TENIOLA (@TeniolaYBNL) September 14, 2024 View this post on Instagram A post shared by Supercar Fails (@supercar.fails) Lagos Based YouTuber Trammania Incurs N400M Debt after crashing Luxury Cars during Content Creation Street Racing Trump | Cubana | Bae U | Hansi Flick | Malta | Topher | AK-47 | Victoria | MS Adamu | Arsenal pic.twitter.com/DWTL32opB0 — Dockaysworld.NG (@Dockaysworld) September 16, 2024 H/T Unroll, Gistreel

Renault is no good in keeping secrets as the Austral facelift appeared on the carmaker's app

The facelifted Austral made an early appearance in Renault’s mobile app. The updated version of the SUV comes only two years after its debut. Besides the Rafale-inspired front end, we expect a few changes under the skin. Renault has yet to unveil the facelifted version of the Austral, but photos of the SUV accidentally leaked online through the automaker’s mobile app and configurator. The updated Austral adopts the facial features of the larger Rafale alongside a few rumored mechanical tweaks, with the same treatment expected to be applied to the closely related Espace. The photo suggests that the styling updates are focused on the front end. The biggest change is the much larger boomerang-shaped DRLs on the front bumper, with the upper portion of the headlights remaining intact. We can also see the redesigned grille with a new pattern and a lower-positioned Renault emblem, tweaked bumper intakes, and a slightly cleaner design for the hood. More: Renault Estafette Concept Wants To Make Vans Less Boring And Their Deliveries Faster The profile appears to be carried over from the existing model, including the alloy wheels from the sporty Esprit Alpine trim. Judging from the recently facelifted Renault Captur, the rear end could also remain largely unchanged. The Renault Austral is only two years old, making this a very early facelift. Still, the SUV faces strong competition from the likes of the VW Tiguan and Peugeot 3008, which recently entered a new generation cycle. Furthermore, Renault wants its SUV lineup to have a clearer family aesthetic, from the smaller Captur and Symbioz to the larger Espace and Rafale. The facelifted Renault Austral (above) compared to its predecessor (below). Judging from the timing of the update, the interior of the Austral will likely receive subtle changes. After all, the SUV shares the latest OpenR digital cockpit with the Rafale flagship SUV, so there is no point in upgrading the layout. The Renault Austral rides on the CMF-CD architecture, already offering gasoline, mild-hybrid, and self-charging hybrid powertrain options. According to the latest rumors, the turbocharged 1.3-liter four-cylinder engine could be axed, in favor of an updated and more powerful version of the turbo 1.2-liter three-cylinder. Furthermore, Renault could add a plug-in hybrid option into the mix, enhancing the appeal of the Austral against its rivals. The company recently introduced a PHEV version of the mechanically related Rafale, proving the compatibility of the platform with a heavier dose of electrification. Last June, our spy photographers caught a camouflaged prototype of the facelifted Austral testing in Europe. This, combined with the leaked photos, makes us believe that an official debut could be imminent. The Espace – which is nothing more than a stretched three-row version of the Austral – could follow a bit later, as the current model was originally introduced in 2023. Η/Τ to Josh for the tip Baldauf

We don't know whether this is a rally car, or if Audi is crazy enough to put this electric off-roader into production

An off-road-focused prototype of the Audi Q6 Sportback e-tron has been spied testing. The EV features a massive ground clearance, grippy tires, a roof rack, and a wide bodykit. It is not clear if the prototype will evolve into a rally car or a limited production model. The Audi Q6 e-tron will soon gain a Sportback bodystyle derivative for fans of the coupe-SUVs, but it seems that the automaker has something even spicier in store. Our spy photographers spotted a camouflaged prototype of what appears to be a Dakar-ready Q6 Sportback e-tron, with extensive off-road modifications. The EV prototype could be described as the complete opposite of the road-focused RS Q6 Sportback e-tron we spotted a few months ago. The ground clearance here is massive, hinting at a completely revised chassis setup, while the alloy wheels are shod in chunky Toyo Open Country M/T tires, similar to what you’d expect from a Mercedes G-Class 4×4 Squared. More: Audi Working On RS Q6 e-tron With Porsche Macan Turbo’s Electric Powertrain The camouflage wrap covers the entire bodywork, but we can see that this Q6 e-tron features a unique bodykit. Rally-inspired wide fender extensions are combined with new front and rear bumpers and distinct LEDs at the front. The roof rack further contributes to the mean off-road looks. The rest of the design appears to be carried over from the upcoming Audi Q6 e-tron Sportback, including the configurable LED graphics, and the sloping roofline with the integrated spoiler. The PPE-based Audi Q6 e-tron is available with all-wheel-drive dual-motor setups, and a large 100 kWh battery pack, which sounds fitting for an off-road build. So what could be the purpose of this wild EV? The obvious answer is that it could serve as a concept, previewing the upcoming Q6 Sportback e-tron while celebrating Audi’s involvement with the Dakar Rally. Still, there is little purpose in making development prototypes of concept cars, making us think of two scenarios. Audi is either prepping a Q6 rally car for the 2025 edition of the Dakar Rally or is crazy enough to put this thing into production. During the launch of the limited-production Q8 E-Tron Edition Dakar earlier this year, the company hinted at a more serious off-roader. Could this use the Q6 e-tron as a base? Only time will tell. Baldauf

VW's new Ford-based vans outshine their predecessors in space, payload, towing, and efficiency

The new 2025 VW Transporter and Caravelle are based on the Ford Transit and Tourneo Custom. They come in various bodystyles with options for turbodiesel, PHEV, and BEV powertrains. The PanAmericana trim brings rugged looks, better suited with the optional all-wheel-drive. Update 9/16: We’ve added new photos following the world premiere of the VW Transporter and Caravelle at the IAA Transportation 2024 in Hannover, Germany. Volkswagen has unveiled the all-new seventh-generation Transporter and Caravelle vans, adding them to their lineup that already includes the fully electric ID. Buzz and the Multivan T7. The latest VW Transporter T7, based on the same underpinnings as the new Ford Transit Custom, offers a versatile range of powertrains, including turbodiesel, plug-in hybrid, and fully electric options. This new generation comes in various configurations, including LCV (panel van, panel van Plus, and double cab dropside) and passenger versions (Kombi and Caravelle). For those needing extra space, the Transporter T7 also offers high roof and extended wheelbase options to accommodate more cargo or passengers. More: Ford Transit Custom MS-RT Looks Ready To Hit 200 MPH But Sadly It Can’t Predictably, the VW Transporter and Caravelle share their proportions and several body panels with the Ford Transit/Tourneo Custom. Nevertheless, VW designers have made an effort to distinguish their models by incorporating unique styling elements to set them apart. The standout feature is the revamped front end, blending design cues from both the Multivan and ID. Buzz. Distinctly VW touches include a flat beltline along the side windows and Amarok-inspired LED taillights with body-colored inserts. Inside, the cabin largely mirrors the Ford’s setup, featuring a standard digital cockpit with a 12-inch instrument cluster and a 13-inch infotainment screen, plus a host of practical storage solutions. VW e-Caravelle Style VW Transporter PanAmericana The pictured blue van represents the Caravelle in the flagship Style trim, designed for nine passengers, while the green-yellow Transporter panel van showcases the rugged PanAmericana variant. The PanAmericana stands out with its painted bumpers, matching fenders and side moldings, and 19-inch Indianapolis alloy wheels. Inside, you’ll find illuminated stainless steel inlays on the side steps, high-gloss black accents, and exclusive seat fabrics adorned with PanAmericana branding. In terms of specifications, VW claims that the T7 offers “more space, payload, towing capacity, and efficiency” compared to its predecessor. The T6.1 had to be discontinued earlier this year due to not complying with the latest cybersecurity regulations in the European Union. Plenty of Powertrain Options Depending on the variant, the new Transporter measures between 5,050 and 5,450 mm (198.8 – 214.6 inches) in length, with wheelbases of either 3,100 mm (122 inches) or 3,500 mm (137.8 inches). It’s longer and wider than its predecessor, resulting in an increased maximum load capacity ranging from 5.8 to 9.0 cubic meters (204.8 to 317.8 cubic feet). The maximum payload varies up to 1.33 tonnes (2,932 pounds), with a towing capacity reaching 2.8 tonnes (6,173 pounds). The van offers a choice of three turbodiesels, a 2.5-liter plug-in hybrid, and three fully electric powertrain options. The least powerful diesel delivers 108 hp (81 kW / 110 PS), while the EV produces 282 hp (210 kW / 286 PS). Internal combustion engine models come with front-wheel drive, with optional all-wheel drive available for the more powerful diesels. In contrast, the electric versions (e-Transporter and e-Caravelle) are rear-wheel drive, though all-wheel drive options are anticipated in the future. The new Transporter and Caravelle made their first public appearance at the IAA Transportation 2024 in Hannover. Hollywood actor Jason Statham was tapped as the face of the campaign, cleverly nodding to his role in the “Transporter” film series. The VW Transporter T7 is already available to order in Germany, starting at €36,780 ($39,654) excluding VAT, or €43,768.20 ($47,188) including VAT for the entry-level diesel-powered panel van. Pricing for the passenger-oriented Caravelle is yet to be announced. Production will take place in Turkey, alongside the Ford Transit/Tourneo Custom. Volkswagen Commercial Vehicles

The supercharged V8 cranks out more horsepower per liter than the Porsche 911 GT3 RS—just saying

Ford confirmed the performance specifications of the Mustang GTD. The supercharged V8 produces 815 hp and 664 lb-ft of torque. The most powerful production Mustang has a top speed of 202 mph. Ford has finally pulled back the curtain on the SAE-certified performance figures for the Mustang GTD—a full 13 months after the flagship muscle car first roared into the spotlight. The supercharged 5.2-liter V8 engine is now officially rated at 815 hp (608 kW / 826 PS) and 664 lb-ft (900 Nm) of torque. This makes it the most powerful production Mustang to date, pushing it firmly into supercar territory. More: This Is The Interior Of The $325,000 Ford Mustang GTD The V8 engine, which reaches up to a screaming 7,650 rpm, benefits from a suite of performance upgrades, including a new dry-sump oil system, an overhauled intake and exhaust, a smaller supercharger pulley, and a shiny titanium exhaust system. With all this power, the Mustang GTD rockets to a top speed of 202 mph (325 km/h), partially thanks to its Drag Reduction System and active aerodynamics. While that’s a record for the Mustang lineup, it still falls short of the GT supercar’s 216 mph (348 km/h) top speed. To harness all this power and achieve the highly touted sub-7-minute lap time at the Nurburgring, the Mustang GTD features an extensive array of performance enhancements. The vehicle comes with a custom wide bodykit designed to improve aerodynamics, carbon-ceramic brakes for superior stopping power, and a motorsport-inspired chassis setup. This includes an inboard rear suspension and semi-active dampers, all of which work in concert to enhance both handling and stability at high speeds. However, for those chasing the ultimate in aerodynamic efficiency and additional weight-saving features, such as the magnesium 20-inch wheels shown in the promotional images, there is an optional Performance Pack. This pack, which offers a range of advanced enhancements, is not included in the $325,000 base price of the standard GTD, so buyers should be prepared for additional costs if they want these top-tier upgrades. More HP Per Liter Than A 911 GT3 RS Greg Goodall, the Chief Program Engineer for the Mustang GTD, emphasized the car’s ambitious goals: “We’ve been laser focused since day one to make Mustang GTD the first-ever supercar with world-class performance and the soul of a Mustang. GTD’s heart is its supercharged 5.2-litre V8, packing more horsepower per liter than the Porsche 911 GT3 RS.” If you’re already reaching for your calculator, here’s the breakdown: the Mustang GTD’s V8 cranks out 156.7 hp per liter, while the 911 GT3 RS’s 4.0-liter flat-six manages 129.6 hp per liter. Of course, there’s a little detail worth mentioning here—whereas Ford’s V8 is force-fed with a supercharger to achieve those figures, Porsche’s 518 hp boxer engine that revs to 9,000 rpm does so in naturally aspirated form. Goodall’s reference to the Porsche 911 GT3 RS is intentional, positioning it as the primary rival to the Mustang GTD. He elaborated on the engineering effort: “We’ve combined the work of talented engineers and designers, as well as an extremely capable driver, with Mustang GTD technology, power and aerodynamics. We can’t wait to deliver on our sub-7-minute promise to GTD customers.”

The new model should comfortably outmuscle the current Mercedes-AMG GT 4-Door 63 S 4Matic+ E Performance

Underpinning the new model will be AMG’s dedicated Electric Architecture. The car’s electric motors could be sourced from Yasa and combine to produce over 1,000 hp. Like all AMG models, the GT 4-Door EV should feel right at home on a racetrack. The Porsche Taycan and Audi e-tron GT are about to be joined by an all-electric AMG model. The Affalterbach outfit is working on a direct rival to the duo, and a prototype has been spied on the roads around the Nurburgring. Mercedes presented us with our first glimpse of its upcoming EV back in early 2022, unveiling the glamorous Vision AMG Concept. The design of the production model will be a little different and while this blacked-out prototype is all covered up with camo, we can see it does have a similar overall shape to that concept. This means it could be just as low-slung and sexy as the Porsche and Audi twins. Read: 2026 Mercedes-AMG GT 4-Door EV Is The Cure For Boring Jelly Beans Many of the smaller and more intricate parts of the design have been shielded from view, including the front grille and headlights. Nevertheless, we can see it has features like flush door handles on shapely doors with obvious creases. A set of big brakes are also visible at the front and rear. Sadly, we can’t see much more of the EV’s styling. Underpinning the new model will be the AMG Electric Architecture (AMG.EA), developed in-house by AMG. It’ll pack some serious punch, too. Mercedes is expected to use lightweight electric motors from Yasa and a high-density battery pack sourced from Sila Nanotechnologies in the US. It’s expected that the new electric powertrain could pack as much as 1,000 hp, giving it a big advantage over the AMG GT 4-Door 63 S 4Matic+ E Performance and bringing it roughly in line with flagship versions of the 2025 Taycan and 2025 e-tron GT.

Kangoo-sized EV inspired by classic 1960s delivery truck previews production panel van co-developed with Volvo and on sale in 2026

Renault has unveiled the electric Estafette concept that previews a production van coming in 2026. The Estafette takes its name and styling cues from a Renault van popular in the 1960s and ’70s. Powertrain details are under wraps, but the van uses a FlexEVan platform developed with Volvo. Renault has been using its back catalog for inspiration again, this time for the Estafette, a concept that previews a production electric panel van that’ll be ready in 2026. Although not as overtly retro-looking as the new 5 electric subcompact or the R17 coupe, the Estafette takes its name and styling cues like the round headlights from the original Estafette van that was a common sight on French roads from its launch in 1959 until long after it went out of production in 1980. Related: U1st Vision Concept Previews 2026 Electric Van From Renault And Volvo The Estafette rides on a FlexEVan platform codeveloped with Volvo and logistics giant CMA CGM Group, and at 4,870 mm (191.7 inches) occupies the same kind of road space as Renault’s Kangoo. But the automaker claims it has the agility of a Clio and a 7.1 m2 (250.7 cu-ft) load capacity not far off that of a much bigger Trafic van. An unusually tall 2,590 mm (102 inches) height allows drivers to walk the full length from the cab to the back of the cargo bay while standing upright. A shutter door at the rear rolls away to open the up the full height of the van for simple filling at loading bays, while out on a delivery route, drivers will use the front side doors for unloading. Renault claims the clever design of the the sliding doors makes them easier to open and close, and that having them retract in a straight line rather than have to first be pulled outwards means they’re less hard on a driver’s wrist. But having to drag big boxes through the cab looks like a pain to us. Renault says the fun design and strong color choices will help bring an end to vans as boring, anonymous machines. And it looks far more exciting than most vans on the inside, too, where drivers’ interact with a 7-inch digital gauge cluster and a separate 12-inch touchscreen in the center of the dashboard designed to run various software applications that different tradesmen might need. There are widgets below the screen and on the steering wheel for storing favorite apps and a pair of 10-inch vertical screens by either door handling mirror duties. The French brand hasn’t revealed what kind of electric drivetrain the Estafette uses, but given that the van is intended specifically for urban use, it wont need huge power outputs or a massive battery.

Set to go on sale in 2025, the new SUV will be positioned below the T-Cross and Nivus in VW's Brazilian lineup

The new VW SUV will use the MQB A0 platform and measure around 4.1 meters. Known as Project VW 246, it will be positioned below the T-Cross and Nivus. This locally developed SUV will have a five-letter name and be produced in Brazil. Update 9/16: This story has been updated to include the official teaser and confirmation of the 2025 debut from Volkswagen Brazil. Volkswagen’s ever-expanding global SUV lineup will soon gain a new member, destined for the Brazilian market. The German brand announced a new small SUV that will be developed and produced in Brazil, coming in 2025 with a five-letter name. The model, codenamed Project VW 246, will serve as an entry point in VW’s local SUV lineup, positioned below the T-Cross and the Nivus. The Brazilian-spec T-Cross is longer compared to its European counterpart, matching the 2,650 mm (104.3 inches) wheelbase of the Nivus. This leaves room for another crossover/SUV, set to rival the likes of the Fiat Pulse and the Renault Kardian. More: New VW Tayron Teased For Europe, Previews America’s 2025 Tiguan The official teaser shows a small crossover with familiar styling cues. The LED headlights, slim grille, and large bumper intakes are all reminiscent of recent VW models, while the sculpted body and overall silhouette make it look like a baby Tiguan. On a dedicated website, VW asks fans to guess the name of the new SUV, revealing it will consist of five letters. The company also exhibited an uncamouflaged example during the “Rock in Rio” event, although it kept it inside a semi-transparent box, serving as a real-life teaser. Our colleagues from Auto Segredos took photos, noting the similarities with the Skoda Fabia hatchback in terms of size and proportions. In the official press release, VW talks about a “completely innovative, modern, connected product that will inaugurate a new segment for the brand in Brazil”, and one of the 16 new products set to debut in the local market by 2028. VW Brazil Camouflaged prototypes of the upcoming model have been spotted testing in Sao Paolo, with earlier mules using a Skoda bodyshell. This, and the timing of the launch, make us believe that the new VW could be closely related to the upcoming Skoda Kylaq, set debut in India in 2025. The baby SUVs from the VW Group are expected to ride on the MQB A0 architecture. The Indian-spec Skoda is expected with a sub-4m (157.5 inches) length, while the Brazilian-spec VW will be slightly longer, at around 4.1 m (161.4 inches). According to reports from local media, the entry-level VW SUV will be powered by a 1.0 TSI engine, rather than the naturally aspirated 1.0 MPI unit. The turbocharged three-cylinder mill produces 116 hp (86 kW / 118 PS) when running on ethanol, and 109 hp (81 kW / 110 PS) on gasoline. Production of the SUV will reportedly take in the Taubate plant in Brazil, next to the VW Polo Track hatchback. The official debut is rumored to take place in mid-2025. At the moment, it is not clear if VW will offer the entry-level SUV in other markets outside Latin America. VW T-Cross (Brazilian spec) VW Nivus (Brazilian Spec)

The Ford Ranger gains a plug-in hybrid version that outperforms its gasoline and diesel counterparts, excluding the Raptor

The Ford Ranger PHEV debuted at the IAA Transportation with an exclusive Stormtrak trim. The powertrain combines a 2.3-liter EcoBoost engine with a single electric motor, producing 275 hp. The electrified truck retains the payload, towing, and off-road capabilities of the standard Ranger. Ford introduced the plug-in hybrid version of the Ranger midsize truck at the 2024 IAA Transportation in Hannover, exactly one year after announcing the electrified model. The Ranger PHEV retains the towing, payload, and off-road credentials of its non-electrified counterparts, while adding the benefit of a zero-emission driving mode and a PHEV-exclusive Stormtrak trim. Starting with the electrified powertrain, it comprises the turbocharged 2.3-liter EcoBoost engine with a single 101 hp (75 kW / 102 PS) electric motor housed within the transmission’s bellhousing. The combined output is 275 hp (205 kW / 279 PS) and 690 Nm (509 lb-ft) of torque, outperforming the gasoline and diesel models from the standard Ranger lineup (excluding the Raptor). More: Ford Ranger Tremor Lands In Australia As A Budget Alternative To The Mighty Raptor The PHEV setup includes an 11.8 kWh battery pack, allowing a target EV-only range of 45 km (28 miles). According to Ford, a full charge of the battery can be completed in less than four hours, while the electric motor also offers regenerative braking. Furthermore, the PHEV has an uprated Pro Power Onboard system, allowing owners to power their tools, electronic devices, or camping trailers, with standard 2.3 kW or optional 6.9 kW power supply. Power is transmitted to all four wheels via a 10-speed automatic gearbox and an e-4WD system, featuring a dual-range transfer box and rear differential lock. Ford engineers tweaked the suspension setup, taking into account the different weight distribution of the PHEV. As with the non-electrified Ranger, the PHEV has a 1-tonne (2,205 pounds) payload and can tow up to 3,500 kg (7,716 pounds). Ford Pro Visually, the electrified pickup looks like a regular Ranger, with the exception of the charging port, located near the fuel cap on the rear fender. However, Ford introduced a limited-run Stormtrak launch edition that is exclusive to the PHEV, featuring unique styling touches and generous equipment. Highlights of the Ranger Stormtrak include a new set of 18-inch alloy wheels, a new honeycomb pattern on the grille, a decal set, and redesigned side gills with PHEV lettering. The pickup is painted in a Stormtrak-exclusive Chill Grey shade, although buyers can also order it in Agate Black. Furthermore, it comes standard with Matrix LED headlights, and the Flexible Rack System at the back. Inside, Ford added high-quality materials, a 10-speaker B&O sound system, and a 360-degree camera on the 12-inch infotainment touchscreen. The Ford Ranger PHEV will be manufactured at the Silverton plant in South Africa. Besides Europe, the model has also been confirmed for Australia and New Zealand. The first deliveries are scheduled to commence in spring 2025, while pricing will be announced closer to the market launch.

Customer deliveries of the new electric crossover are expected to start in early 2025

Developed for China, the stylish electric crossover was previewed by a concept last year. It features a 268-hp electric motor and uses batteries sourced from BYD. Production starts soon at Toyota’s FAW plant, adding to its expanding EV lineup. This is our best look yet at the production version of the Toyota bZ3C, an eye-catching EV developed for the Chinese market in partnership with local brands BYD and FAW. It looks almost identical to the model that was showcased five months ago, and production is expected to start in the fourth quarter of 2024. Photos and details from China’s Ministry of Industry and Information Technology reveal the bZ3C is 4,780 mm (188 inches) long, 1,866 mm (73.4 inches) wide, and stands 1,510 mm (59.4 inches) tall with a 2,880 mm (113.3-inch) wheelbase. It tips the scales at a hefty 1,920 kg (4,232 lbs), and while it takes obvious design inspiration from other Toyota models, including the latest Prius, it does have its own unique shape. Read: Toyota bZ3C And bZ3X To Join China’s Crowded EV Market Providing the front fascia with a burst of character are lobster-claw-shaped LED headlights connected by a light bar. Interestingly, the finalized design of the bZ3C ditches the small black air vents on the front quarter panels, which had been present on the car that Toyota brought to April’s Beijing Auto Show. Beyond that, everything else looks the same, including the split roof spoiler, the LED taillights/light bar, and the door handles sitting flush with the bodywork. The technical details are perhaps of more interest than the design. The crossover will use a lithium-iron-phosphate battery sourced from BYD’s FinDream battery division, and although no capacity has been released at this stage, the EV should be good for a range of between 500-600 km (310 – 372 miles) on the CTLC cycle. This battery will feed a single electric motor with 268 hp (200 kW), enough to propel the bZ3C to 99 mph (160 km/h). Customers will be able to choose between 18-inch and 21-inch wheels. A prominent LiDAR mounted to the top of the front windshield will also be an option. While these images don’t show the car’s cabin, photos from April revealed it will have a digital instrument cluster, a large central infotainment display, a floating center console, and ambient lighting. Production of the bZ3C is set to begin at Toyota’s joint-venture facility with FAW in the coming months. This latest addition to Toyota’s expanding EV lineup in China will complement the existing bZ4X SUV and the bZ3 sedan, marking another step in the brand’s aggressive push into the electric vehicle market.

As of this writing, the person who caused the accident hasn't been found or held accountable

A small SUV driver caused a three-vehicle crash in Connecticut. They managed to escape without any contact with the other vehicles in what is called a near-miss. There are several lessons to learn from the short but brutal crash. Over-the-road truckers see all sorts of wild things on highways as they go about their business. One in Connecticut recorded a strange crash on August 22. In what initially appeared like unexplained chaos was the result of one truly bad driver and other ancillary factors. These vehicles are all on Interstate 91 southbound in Windsor and our dashcam owner is sitting in the far right lane, lane four. In lane three is another 18-wheeler approaching traffic at a faster rate. As they do, traffic begins to slow and suddenly, the truck swerves hard to the left. More: Suspect Ejected From Stolen Dodge Hellcat After Wild 160 MPH Police Chase A red Subaru WRX passing in lane two is forced into lane one, an HOV lane, but the trucker still makes contact with the sedan. The Subaru spins and slides back across the highway before hitting a Honda Odyssey in lane four. Then, the van spins and rolls back toward the fast lane before hitting the truck that swerved in the first place. A closer look shows that a compact SUV (it looks like a previous generation Toyota RAV4, though we can’t say for sure) in lane three actually caused the whole thing by trying to make it to exit 35 A. To do so, they slowed down far below the speed of other traffic. The semi that swerved did so to avoid hitting the crossover. It’s worth noting that the truck appears to brake quite late so perhaps that driver was distracted. Video Reddit Nevertheless, the entire series of crashes only happens because of the SUV driver’s actions. They wait far too long to get into lane four, they don’t readjust and move on when they are too far past the exit to make it safely, and they don’t speed up to get around the van when they’re in the passing lane in relation to the Honda. According to the WRX driver in a Reddit post, everybody walked away from the crash without serious injury. At the same time, the SUV drove away without any accountability, they claim. Here’s a quick lesson for everyone to be mindful of everything happening on the highway. There are lots of unskilled drivers out there.

The Detroit carmaker hasn’t commented on the report but says that battery technology is crucial for reducing EV costs

GM might use TDK’s new US plant to produce batteries with CATL technology. TDK’s facility could create over 1,000 jobs and help GM avoid equity investment. The outcome of November’s election may impact GM’s battery plan. GM is exploring the possibility of sourcing electric vehicle batteries utilizing technology from China’s Contemporary Amperex Technology Co, more commonly known as CATL, the world’s largest EV battery producer. However, rather than manufacturing these batteries in China, they could be produced at a new site in the US, potentially mitigating geopolitical risks and enhancing local production capabilities. According to unnamed sources, GM might secure these batteries from a factory operated by Japanese firm TDK Corp. This facility could be established in the southern US, promising the creation of over 1,000 new jobs and bolstering local economies. Read: GM And Hyundai Want To Make Cars Together Bloomberg reports that TDK would license CATL’s technology to produce lithium iron phosphate cells under this arrangement. While Ford has already committed $3.5 billion to a battery plant in Michigan using CATL technology, GM plans to bypass equity involvement in this venture. This strategy could help GM avoid potential scrutiny from US lawmakers concerned about foreign investments in critical technology sectors. By working through a supply contract, GM could obtain LFP cells from TDK at a fixed price over the duration of a long-term agreement. This approach would not only shield GM from significant upfront costs but also protect it from fluctuating battery prices. Additionally, it provides a measure of stability amidst a volatile political climate, where potential changes to the Inflation Reduction Act could impact future investments. GM’s existing Ultium cells Many details about the plan remain unconfirmed and it could shift depending on the results of the upcoming November presidential election. GM has declined to comment on the report but did say its “EV strategy is focused on designing products that continue to lower cost, improve performance, and localize production. Battery technology is a key enabler of that strategy.” Interestingly, CATL, which was founded by Robin Zeng Yuqun in 2011, has significant ties to Japan’s TDK. Zeng previously founded Amperex Technology Limited (ATL) in 1999, which was acquired by TDK in 2005. Zeng subsequently worked as a manager at TDK, linking his early career directly to the Japanese firm’s technological advancements in the battery sector.

Boy, oh boy, did your answers deliver some hard-hitting criticism toward automakers

We asked which new cars were the most overrated, and your feedback was clear. With over 150 comments, a consensus emerged on what’s overrated in new cars. Rather than specific models, most believe certain segments are the most overrated. Every day automotive companies produce highly polished press releases about their latest and greatest creations. Sometimes, that innovative product truly does change the way we enjoy cars. Most times though, the vehicle or feature in question isn’t actually as impressive as it might sound. QOTD: What’s The Most Overhyped, Overrated Car On The Market Today? To that end, we asked you what new vehicles on sale today were the most overrated of the bunch. It turns out that for many of you, it’s specific segments that are actually the big offenders. In one popular answer, the entire market was to blame. Let’s take a moment and break down each of the most overrated cars according to you. Lexus GX / Toyota Land Cruiser Fifth place goes to the new off-roaders from Toyota and Lexus. What’s surprising is that it was a 4Runner owner who submitted them. “As a Toyota fan and current owner of a 4Runner, it pains me to say I feel that the new Land Cruiser and GX are both over hyped and a disappointing deviation from what their previous models were. To me, it seems Toyota was surprised at the staying power of the 5th gen 4Runner and decided to triple down and make everything 4Runner-esque,” says Ben. Unlike the rest of these options, every single reply agreed with him. Ford Bronco Coming in fourth place with eight upvotes is the Ford Bronco, which is interesting since last month we reviewed one. The main commenter didn’t explain their reasoning, but others did chime in. “It’s commensurate with what it should be. Just at best meeting expectations, just with years of delays and issues. As such, the hype exceeded the product.” Read: Your Questions About The Ford Bronco Everglades Answered Personally, I think this comment isn’t too far off of the mark. Is the Bronco a game-changing off-roader? Not really. Is it worth the money? Only for people who will actually go off-road in it. That doesn’t mean that it’s not a fun or well-built vehicle though. New Cars In General 10 people upvoted the idea that buying a new car of any kind is falling for the hype. “Buy used,” says Andrew, and it’s not hard to see why. ECM commented “Slightly used is just as good as a brand new car and will save you thousands.” That statement can absolutely be true. Considering the value offered by a certified pre-owned program is worthwhile too. EV Trucks The often cuddly and glass-half-full thinker JT chimed in to nominate EV trucks as a bunch. “They’re completely useless, they’re symbols of copious waste of materials to satisfy egos, and cannot stand up to ICE trucks for work or play.” Not everyone agreed, but he did get 13 upvotes to snag silver here. One dissenting person said “The use-case is quite high for something like a Rivian R1T. Fast, practical, and capable, all in one.” That’s a bit of an over-generalization probably, but there’s no question about how fast and capable an R1T is off-road… til the battery is low and a charger is nowhere to be found. Jeeps Two comments combined to get the win here and they included the Wrangler and Grand Cherokee with a total of 18 upvotes and not a single downvote. That tells us that Jeeps are what you bunch consider the most overrated vehicles on sale today. “Pricey, boring, and still as unreliable as ever,” said one comment. It’s interesting to note just how much price has to do with this equation. Only the Bronco didn’t garner comments about its MSRP and at the same time, I can’t help but think it plays a significant role.

Many drivers don’t realize that when replacing front tires, new ones should go on the rear, with the old ones moved to the front for stability

Tire experts say that up to half of drivers don’t realize that when worn-out front tires are replaced, they should be switched to the rear axle. Putting them on the back ensures maximum stability when cornering and prevents dangerous and unexpected oversteer moments. Michelin engineers say the rule applies regardless of whether the car is front, rear, or all-wheel drive. It seems so right to so many drivers, but tire experts say it’s completely wrong. They say that when we need need to replace worn-out front tires, we should never put those new tires on the front axle. Instead, we should put them on the back axle, and move the tires that were on the back to the front. You might already know this rule, but Michelin UK’s technical manager Brian Porteous recently suggested to the country’s Auto Express that up to half of British drivers had no idea that this was necessary at tire-upgrade time, and that many tire shops didn’t know it either. I can believe it. Speaking from personal experience, I’ve had several sets of front tires replaced, and not once has the technician suggested rotating the wheels to put the brand new rubber on the back. Related: Tesla Cybertruck Owner Shocked By Tires Wearing Out In Under 7,000 Miles But why would you want the best tires on the back when it’s the front end that needs to do all the turning and heavy braking? It’s all to do with stability. Putting the healthiest tires on the rear minimizes the chance of any shock breakaway oversteer slides that could be deadly on a wet public road with other vehicles around, and unyielding roadside furniture to hit. “Once the vehicle is stable, then you can start thinking about braking and traction,” Porteous told an Auto Express reporter. “And what you actually find is there is sufficient braking and traction from the part-worn tires at the front.” Crucially, any slip at the front end is going to be easier for the driver to understand and control. You can kind of experience this for yourself without risking a crash if you have a configurable console driving game like Gran Turismo. Try different combinations of hard and soft tires on the front and rear axles of any car and the handling differences are pronounced, a soft-front and hard-rear blend often ending in uncontrollable high-speed drifts. Michelin’s man also says the ‘new rubber on the rear’ rule applies regardless of your car’s powertrain configuration. “FWD, RWD and 4×4 all respond in a similar way at the limit of lateral adhesion,” Porteous told the website. “Once sliding, the characteristics and the requirements of the driver to regain stability differ slightly between the different vehicles, but the advice to maintain the best grip at the rear to avoid the possibility of oversteer and lift off oversteer remains the same for all.”

The facelifted Hyundai i30 N Sedan has made a winning formula even better

I’ve long considered the Hyundai i30 N Sedan – or Elantra N – as one of the best bang-for-your-buck performance cars on the market. Some people don’t like the looks, but it’s impossible to deny that it offers scintillating performance, all while costing significantly less than some of its rivals. Having driven versions of the i30 N Sedan with both the available six-speed manual transmission and eight-speed dual-clutch on the road and the track, we have very few complaints. Nevertheless, Hyundai has gone out and updated the punchy sports sedan for the 2024 model year, tweaking its looks and promising some important performance gains. Review: The Hyundai Ioniq 5 N Is A Ballistic Missile That Redefines EVs Have these upgrades made the car even better, or have they upset what was almost the perfect package? Let’s find out. Quick Facts › Model: 2024 Hyundai i30 N Sedan › Starting Price: AU$56,782 ($37,855) › Dimensions: 4,710 mm (185.4 in.) L x 1,825 mm (71.8 in.) W x 1,415 mm (55.7 in.) H 2,720 mm (107 in) Wheelbase › Curb Weight: 1,499 kg (3,304 lbs) › Powertrain: 2.0-liter turbocharged four-cylinder › Output: 206 kW (276 hp) and 392 Nm (289 lb-ft) › 0-62mph: ~5.9 seconds (0-100km/h) › Transmission: Eight-speed dual-clutch › Fuel Efficiency: 8.3 l/100 km › On Sale: Now SWIPE As this is only a mid-life facelift of what is already quite an up-to-date model, the upgrades aren’t groundbreaking, but some noteworthy improvements have been made. For example, the i30 N Sedan comes with the second generation of the N division’s electronic controlled suspension that’s been designed to improve comfort while also making the car even more dynamic. Hyundai has also made improvements to the car’s steering components, altered the upper engine mounts, and fitted new polyurethane rear strut bushes. Photo Credit: Brad Anderson/CarScoops The more obvious changes have been made on a visual front. For example, the front fascia of the new car has been thoroughly revised and now includes slimmer headlights, new DRLs that include a light bar, and lots of new satin black trims. Hyundai’s flat new badges are also present. Similar tweaks have been made to the rear with a new bumper that incorporates more black. I’ve always been rather fond of the i30 N Sedan’s looks, and think this facelift model looks better than ever. Adding to its appeal are 19-inch forged alloy wheels clad in Michelin Pilot Sport 4S tires. Photo Credits: Brad Anderson/CarScoops The interior Few changes have been made to the interior of the car – not that it needed any. A 10.25-inch infotainment system is standard equipment and offers plenty of scope for customization depending on the driving mode. Accompanying this screen is a 10.25-inch infotainment display that includes Apple CarPlay and Android Auto. Unfortunately, neither of these systems works wirelessly, meaning owners will need to keep a USB-A cable handy. The fit and finish of the cabin is good, although some of the material choices feel a little bit cheap compared to some other sedans of this size, like the Mazda3. In Australia, all i30 N Sedan models come equipped with the same sporty black leather seats complete with embossed N logos and blue contrast stitching and piping. Driven: 2022 Hyundai i30 Sedan N Pushes Performance To New Heights These seats offer 10 ways of electric adjustment, including lumbar support. The seating position is excellent as the seats can be adjusted nice and low. However, taller drivers will find headroom to be limited, even if the seats are adjusted to their lowest setting. This isn’t the end of the world but could be annoying if you’re wearing a helmet while thrashing the Hyundai at a track day. The lighter and more focused bucket seats of the i30 N hot hatch are not available, which is a shame. Other highlights of the cabin include a solid eight-speed Bose audio system, dual-zone climate control, a wireless charging pad, alloy sport pedals, and heated front seats with a heated steering wheel. Photo Credit: Brad Anderson/CarScoops All models sold in Australia come in the same configuration. The only optional extra is a AU$2,100 ($1,400) sliding and tilting sunroof. The second row offers plenty of space for adult passengers, while the expansive trunk can swallow up 464 liters (16 cubic-feet) worth of cargo. There’s also air vents for those in the rear, two USB-C ports, and seats almost just as comfortable as those up front. As has always been the case, the new i30 Sedan N feels most special when out on the open road. It continues to pack an almighty punch and is huge fun to drive. Photo Credits: Brad Anderson/CarScoops A Korean firecracker, but not all is the same Found beneath the shapely and aggressive hood is a 2.0-liter turbocharged four-cylinder producing 206 kW (276 hp) between 5,500 rpm and 6,000 rpm, alongside 392 Nm (289 lb-ft) of twisting force from 2,100 to 4,700 rpm. While these figures lag behind pricier rivals like the Honda Civic Type R and Toyota GR Corolla, they’re more than adequate for a car in this class. This engine can be an absolute firecracker when you want it to be, or it can be as tame as a pet cat. When driven with the powertrain switched into its Normal mode, the 2.0-liter is quiet, refined, and smooth across the entire rev range, all while having plenty of pep on tap. Switch into the smattering of more aggressive driving modes, and the four-cylinder roars into life. However, it’s not quite as punchy as we remember. There’s an explanation for this. Photo Credit: Brad Anderson/CarScoops A couple of years ago, Hyundai introduced an ‘Octane Learning Mode’ on the i30 N Sedan and Elantra N. You won’t find any mention of this system in Hyundai’s marketing materials for the sedan, but enabling it transforms the car from one packing a decent punch to one that feels like a caged tiger let loose. The purpose of the system is to determine what octane fuel it’s been filled with and to tweak the tune accordingly. To enable it, drivers have to drive in 8th gear between 109-159 km/h (68 mph – 99 mph) for 5 minutes or more. Alternatively, you can drive for 5 minutes or more in 4th of 5th gear at 40-70% throttle between 40-120 km/h (25 mph – 75 mph). With Octane Learning Mode turned on, the average boost pressure of the N increases from 14 psi to 17 psi. That latter figure matches the standard boost pressure of the i30 N hatch, which we don’t believe has this mode. A boost of 3psi may not seem that significant but it makes the car pull much harder. However, enabling the system is a pain and annoyingly, it resets every time you fuel up. This has forced many owners to turn to the aftermarket to have their cars tuned so they can always run at 17psi, without having to turn the system on. Photo Credit: Brad Anderson/CarScoops Corner rascal However, it’s not the straight-line performance of the car that impresses most. Instead, it’s the way it handles. Like all N products, the i30 N Sedan has been designed as a ‘corner rascal,’ as Hyundai calls it. As mentioned, various chassis and suspension modifications have been made to the facelifted model. The ride felt slightly more refined than the pre-facelift model we most recently drove, although most drivers would need to drive them back-to-back to notice any changes. Traction provided by the Michelin tires is tremendous. Hustle the sedan into a corner and with a light touch of the throttle, the e-LSD will pivot you into the apex and provide extraordinary levels of traction once the accelerator is pinned on the exit. Along a tight and twisty road, this thing will keep up with far more expensive cars, even if they benefit from all-wheel drive and trick diffs both at the front and rear. It’s absolutely ferocious. Photo Credit: Brad Anderson/CarScoops Tipping the scales at 1,539 kg (3,392 lbs) with the DCT and 1,499 kg (3,304 lbs) with the six-speed manual, the i30 Sedan N isn’t exactly a featherweight, and its mass can be felt, particularly during long sweeping corners. The added length over the hatch also slightly alters the dynamics as through every corner, there’s a sense of some extra weight over your shoulders that’s not apparent on the hatch. The rear also feels a little more prone to stepping out than the hatch. The eight-speed fitted to our test car was superb as Hyundai has managed to develop a dual-clutch that’s smooth and refined at low speeds while snapping through the gears quickly when you get on it. The familiar NGS or N Grin Shift mode has been retained for the 2024 model and adds a little more power while also kicking you in the back with every gear change. This mode works for 20 seconds at a time and is perfect for highway overtakes or as a little party trick to show your friends. To unleash the full potential of NGS, we found it best to have Octane Learning Mode enabled, as it added even more character to every gear change. Photo Credit: Brad Anderson/CarScoops All Hyundai N models offer a dizzying array of customization options, and this model is no different. You can tweak settings for the engine, suspension, steering, e-LSD, exhaust, and more, fine-tuning the driving experience to your personal preference. We liked having most systems switched into their most aggressive modes, except for the steering that gets too heavy in Sport and the suspension that’s best left in Normal, unless driving on a racetrack. Verdict Priced from AU$56,782 ($37,855), the price of the i30 N Sedan has increased slightly over the past couple of years and yet, it still remains superb value for money. Although the GR Corolla and Civic Type R offer more performance, we’d find it hard to justify spending the extra AU$10,000 – AU$15,000 ($6,666 – $10,000) that those cars demand over the Hyundai. With the N division increasing its focus on EVs, cars like this might not be around much longer. Get one now before they’re gone. Photo Credits: Brad Anderson/CarScoops

Seoul is gunning for a slice of the commercial sector with a modular approach to cargo and passenger vans

The PV5’s design merges futuristic looks with practical features for improved utility. The mid-size van will compete in a crowded market with rivals like the Transit and ID.Buzz. Kia’s lineup will eventually expand to encompass the smaller PV1 and larger PV7 electric vans. Better known for its captivating electric car and SUV lineup, Kia is preparing to broaden its horizons in both the passenger and light commercial van sector with purpose-built models (called Platform Beyond Vehicles, or PBVs). This is a significant step in the brand’s push towards a versatile and electrified future. At the 2024 Consumer Electronics Show, Kia previewed their electric van strategy with three concepts: the PV1, PV5, and PV7. First off the line will be the mid-size PV5, hitting South Korean production in 2025. It will be followed up by the smaller PV1, created for navigating through tight city streets, and the larger PV7, targeting heavier commercial applications. All three models will feature a unified design language. Future Cars: What We Know About The 2026 Kia Sportage SUV With plans to roll out 14 electric vehicles by 2027, the Seoul-based automaker is preparing to offer everything from delivery vans to shuttles and even robotaxis. For this expose, we’ve digitally decoded what the mid-sized PV5 will look like, so read on as we explore all that is known. Futuristic Design Illustrations Josh Byrnes / Carscoops As we’ve seen from the development prototypes spied in Europe, the production-ready PV5 will retain much of the concept’s design language that Kia introduced at this year’s CES event. Upon first glance, it’s a sea of geometrical shapes, hard creases and flat surfacing. Key highlights include DRLs that cascade into the two-tone front end, with the main lighting units positioned further down within a rectangular front grille graphic. Angular fenders and a weirdly tall glasshouse add a dose of futurism, yet the overall simplicity ensures unity across the different body style configurations. Out back, it sports a traditional van aesthetic with horizontally slender LED tail lights and barn-style doors with an offset-mounted license plate. Practicality Plus Kia previewed its electric van lineup with the PV1, PV5 and PV7 concept models. Each variant of the PV5 emphasizes versatility and user-focused design, with basic (passenger) and van (delivery) models measuring a height of 74.8 inches (1,900mm). In comparison, the high-roof variant extends to 86.61 (2,200mm), providing extra cargo space. Its flexible ‘e-CCPM’ (Electric Complete Chassis Platform Module) architecture also offers interchangeable camper, taxi, and cab-chassis configurations behind a fixed cockpit. More: 2025 Kia Tasman Pickup Rendered To Reality The passenger variant offers moveable seating with advanced connectivity and AI-infused infotainment features, while the delivery van maximizes cargo space with low, easy access and loading features. It will also incorporate ‘by wire’ technology for steering and braking to facilitate advanced driver-assist technologies, particularly in the robotaxi model, which is equipped with autonomous driving capabilities. Electric Motion Kia has already started testing prototypes of the PV5. Although specific powertrain details have yet to be revealed, the PV5’s all-electric setup will leverage the latest battery technology to ensure a competitive range and efficient performance. The vehicle will likely share components with other electric models in Kia’s lineup, including dual-motor versions, to deliver a blend of power, efficiency, and rapid DC charging capabilities. Since it targets commercial applications, expect it to offer Vehicle-to-Load (V2L) and Vehicle-to-Grid (V2G) compatibility. The chassis cab version will also appeal to businesses looking for a reliable, customizable electric platform that can be outfitted for specialized purposes, such as mobile workshops or bespoke cargo solutions. Rivals and Reveal Our spies caught Kia benchmarking the PV5 against the VW ID.Buzz. The PV5 will face stiff competition from a growing roster of challengers, including but not limited to, Ford’s E-Transit, Mercedes-Benz eVito, and the upcoming Volkswagen ID.Buzz Cargo. These rivals are all equipped with electric powertrains tailored for both commercial and passenger uses. The mid-size van is scheduled to debut next year, with production taking place at Kia’s new Hwaseong plant southwest of Seoul. However, it remains possible that PV5 models destined for the US and Canadian markets could be assembled at Kia’s factory in Mexico to sidestep the chicken tax, which imposes hefty tariffs on imported commercial vehicles. Following the PV5, the smaller PV1 and the larger PV7 will expand the lineup as part of Kia’s ambitious plan to produce up to 150,000 units. Pricing details are yet to be announced, but it’s unlikely to come cheap. What are your thoughts on the PV5’s futuristic design? Share your views in the comments below. Illustrations Josh Byrnes / Carscoops

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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. Useful links: Discord Good causes: 🇺🇦 Want to support Ukraine? Here's a list of charities. 🏳️‍🌈 Support Stonewall to help improve the lives of LGBTQ+ people. submitted by /u/F1-Bot [link] [comments]

Welcome to the Day after Debrief discussion thread! Now that the dust has settled in Baku, 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 be deleted. 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]

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Was rewatching the onboards between Hulk/Hamilton/Bearman to see what happened there and got me questioning if FIA took to long to throw the VSC as seemed to add a bit more risk that wasn't needed. So basically the double yellows are out which is exactly what should be there for a crash that big. Problem is Hulk, Bearman and Hamilton all approach the scene a bit different. You have Hulk who assumes they're under safety car conditions, so is taking it all very cautiously and has no idea a green flag is coming up. Whereas Hamilton and Bearman are sort of treating it as a safety car restart, coming into the zone as quick as they can to pounce on Hulk (as they should, they want to maximise their race result). To me this sort of just adds an unnecessary amount of risk in the crash site area and VSC shouldve just been called quicker. You have one driver that's seen the crash is a big one, and is under assumption it's different conditions. Then two drivers behind still racing basically. You can see certain situations where a driver could be caught out by either a driver not going under green or slowing up more than usual going into the zone, which could cause an extra incident if the drivers arent careful. Then you also have the fact there's tons of debris with Hulk hitting a huge piece, which causes parts to fall off his car and hit Bearman when they resume racing. Which is just even more unnecessary risk added. You can sort of see it best from Bearmans onboard just how an extra accident could happen. The closing speed on Hamilton and Hulk is reasonably big, you can see cases where a driver slows more than anticipated and could cause another crash. If anything though, it shows how drivers can't really be trusted with standard double yellows because they're always looking for an advantage. So cases like that maybe the FIA need to be quicker to hit the VSC because they're just adding an unnecessary level of risk near a crash. I think it was also around a minute from the incident to calling a VSC which already seems way too long, longer than it normally would be. submitted by /u/l3w1s1234 [link] [comments]

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Fulfill your F1 content desires up because after this weekend, F1 will be gone for a month. The next scheduled race will be the USA GP which is Oct 20th. After the US GP, 5 races remain in the 2024 season. The USA GP will trigger a triple header, with Mexico and Brazil in the following weeks. submitted by /u/lobosandy [link] [comments]

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