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Can you believe it?

Can you believe it?

Spirit might never again operate at the scale it did in its heyday.

Spirit might never again operate at the scale it did in its heyday.

This isn't the first time Tesla has made a change that nobody asked for or wanted, then charged us to change it back.

This isn't the first time Tesla has made a change that nobody asked for or wanted, then charged us to change it back.

It was called the Generous Collection for a very good reason. Now, the whole thing is being auctioned off.

It was called the Generous Collection for a very good reason. Now, the whole thing is being auctioned off.

According to Volvo, the real issue is that the card is only intended as a backup for your phone, which isn't really any better.

According to Volvo, the real issue is that the card is only intended as a backup for your phone, which isn't really any better.

The first Toyota Racing Development U.S.A. facility was opened in Costa Mesa, California in the early 1980s, and it's still in operation today.

The first Toyota Racing Development U.S.A. facility was opened in Costa Mesa, California in the early 1980s, and it's still in operation today.

WestJet announced last month that all seats in its Economy class will be fixed recline as part of a major cabin reconfiguration, meaning they can't lean back.

WestJet announced last month that all seats in its Economy class will be fixed recline as part of a major cabin reconfiguration, meaning they can't lean back.

Years of teasing may finally be coming to an end.

Years of teasing may finally be coming to an end.

It seems like the cars that surprised you the most are the ones that are the most exciting, interesting, and memorable models, which we appreciate.

It seems like the cars that surprised you the most are the ones that are the most exciting, interesting, and memorable models, which we appreciate.

BMW isn't saying how many of these will be built, beyond that it will be "produced in extremely limited numbers" starting in January.

BMW isn't saying how many of these will be built, beyond that it will be "produced in extremely limited numbers" starting in January.

Ford's plan to prolong the EV incentive seemed clever, but not everyone approved.

Ford's plan to prolong the EV incentive seemed clever, but not everyone approved.

We'll take any story you have, even if you were the one dropping off a child.

We'll take any story you have, even if you were the one dropping off a child.

Rare, rapid, and really, really expensive. Does this tiny French hot hatch justify its massive price tag?

Rare, rapid, and really, really expensive. Does this tiny French hot hatch justify its massive price tag?

State after state has proved that there's an easy way to speed up traffic while actually making things safer. No, we don't mean roundabouts.

State after state has proved that there's an easy way to speed up traffic while actually making things safer. No, we don't mean roundabouts.

When the scientists are away, the conspiracy theorists will play.

When the scientists are away, the conspiracy theorists will play.

Proper tire inflation is critical for semi trucks. Fortunately, many systems are available that automatically adjust tire pressure. Here's how they work.

Proper tire inflation is critical for semi trucks. Fortunately, many systems are available that automatically adjust tire pressure. Here's how they work.

Dehydration is no joke, friends.

Dehydration is no joke, friends.

14 weather balloons invaded Lithuania from neighboring Belarus, intent on making a quick buck off of cheap nicotine.

14 weather balloons invaded Lithuania from neighboring Belarus, intent on making a quick buck off of cheap nicotine.

Ben's saying farewell to his aging Toyota and looking for something newer, safer, and more baby-friendly.

Ben's saying farewell to his aging Toyota and looking for something newer, safer, and more baby-friendly.

The new Bolt has 255 miles of range, much faster charging with an NACS port, and available Super Cruise.

The new Bolt has 255 miles of range, much faster charging with an NACS port, and available Super Cruise.

Every year, hot rods take over a beach in New Jersey for an event that is equal parts sporting event, fashion show and “time capsule.”

Charging an electric car battery is usually cheaper than going to the gas pump. But it depends on where you live.

Elon Musk’s electric car company said the new versions would start at around $37,000 and $40,000, prices that bring its cars closer to comparable gasoline vehicles.

California approved a law last year allowing the police to cite autonomous vehicles, but it did not specify any penalties, and the law doesn’t take effect until 2026.

The end of a federal tax credit is expected to push sales of battery-powered cars down but auto experts believe the market will eventually recover.

The luxury carmaker shut down production in early September to contain the breach. It announced on Tuesday that it would take more time to resume operations.

The agency is investigating reports that electronic doors on one model couldn’t be opened from outside, trapping children or others inside.

The automaker said the reductions at its factory in Cologne come on top of 4,000 job cuts across Europe that were announced last year.

Tesla’s chief executive bought the stock after the company’s board proposed paying him nearly $1 trillion if he achieves certain performance goals.

Dissidents are seeking to oust Mr. Fain as president of the United Automobile Workers union as he prepares to run for re-election next year.

He set a transcontinental motorcycling speed record, and then helped to revolutionize off-road riding with his own brand of nimble bikes.

Electric vehicles on the used market often cost less than comparable gasoline models, making the technology affordable to many more buyers.

Robyn Denholm, normally media shy, is campaigning to get shareholders to back the chief executive’s trillion-dollar compensation package.

Two Californians were trapped in a burning Cybertruck because electronic doors made it difficult for them to get out or be rescued, lawsuits claim.

The automotive giant has committed to Formula 1 next year and will provide new resources, including its own power unit. Now the team is experiencing a bit of a surge.

Stefano Domenicali, the chief executive, has run the sport for five years, adding races and teams — even attracting Brad Pitt.

Tesla’s board unveiled a compensation package for the chief executive that could be worth $900 billion if he meets ambitious targets.

The carmaker will soon be delisted from the leading DAX stock index three years after its blockbuster debut, amid losses in China and the threat of U.S. tariffs.

Electric models from the luxury car brand have been very successful, but they may struggle once a $7,500 federal tax credit ends next month.

Ford, which once had a lead on other established automakers, said on Monday that it will use new materials and methods to lower the costs of electric vehicles.

Car and Bike news, reviews and videos.

Also see: BMW F 900 GS review: More power, less weight

Also see: Kawasaki Versys-X 300 road test, review

Sporty commuters have been gaining serious traction in India, as many want motorcycles that deliver the style and presence of a larger machine, but in a compact and cost-efficient package. The TVS Raider 125 and the Hero Xtreme 125R have been the two stars of this segment, and Honda has now entered the class with the CB125 Hornet.    We had a unit sporting the Pearl Siren Blue with Athletic Blue Metallic colour scheme for this review. Honda CB125 Hornet design and quality - 8/10 A sleek and sharp design with good build quality and fit and finish levels. At first glance, the CB125 Hornet looks more premium than its displacement might suggest, and just like its rival from Hero, it looks and feels more like a 150. Honda has gone for an aggressive and youthful design language, giving it a strong streetfighter vibe. The sculpted fuel tank with sharp shrouds, a chunky golden USD fork and an angular headlamp setup combine to give the motorcycle a good presence from the front.    Front end has been inspired by the larger Hornet models, but this has quite a busy headlight section.   It has some design cues inspired by Honda’s bigger Hornet 750, but not every element will appeal to everyone. The section on top of the headlight housing the daytime running lamps (DRLs) and high beam light looks like there is too much going on. That said, the neat LED indicators and cleanly integrated grab rails at the rear are very well executed. The split-seat setup looks sporty, and the tail section is slim yet stylish.   A sporty split-seat setup with neatly integrated pillion grab rails.   Fit and finish levels are what you’d expect from Honda: solid, premium and without any visible panel gaps. Nothing feels out of place or flimsy. The exhaust is large but proportionate, and its design adds some substance. Honda offers the CB125 Hornet in four colour options. The blue paint scheme we had, paired with colour-matched alloy wheels, was surely catching a lot of attention on the streets.    Honda CB125 Hornet riding position and comfort - 9/10 Mostly upright and comfortable, with a slightly sporty placement of the handlebar and foot pegs. Swing a leg over the CB125 Hornet, and you’ll notice the relatively substantial seat height and width. At 5’7”, I could just about plant my feet flat, but shorter riders may find themselves on tiptoes. The seat, however, is comfortable and broad, offering good support even after long stints.    A nice riding position for daily commuting.   Weight and dimensionsSeat height796mmWheelbase1330mmKerb Weight124kgFuel tank capacity12 litresRider height5'7"   The handlebar is positioned slightly forward, which means you’re not sitting bolt upright but leaning just a bit ahead. Taller riders may feel more upright, but for me, it was a balanced riding triangle – sporty enough for spirited commuting yet relaxed enough for city crawls and short highway runs. Foot-peg positioning is neutral, and the bike’s low kerb weight makes it easy to manoeuvre at a standstill or in tight traffic. Honda CB125 Hornet mileage and performance - 8/10  Good mid-range, adequate power, engaging to ride in the city and impressive mileage. Under the tank sits a 124cc single-cylinder air-cooled engine, producing about 11hp and 11Nm of torque. The acceleration is smooth in the low revs, and the bike has impressive mid-range performance. It feels quick enough when you need to make overtakes and delivers quite an engaging ride experience. In the city, it is a light and nimble machine, making it easy to filter through traffic. The engine is tractable enough to cruise at around 30kph in fourth gear, but what enhances its rideability is the butter-smooth gearbox and fairly light clutch action.    The 124cc engine offers good mid-range performance.   On the highway, the Hornet feels happiest at around 70-75kph in fifth gear. Push it harder, and vibrations start creeping in through the handlebars, particularly past 80kph. That said, the overall performance is decent considering this is a 125cc commuter.   Engine and outputEngine123.94cc, single-cyl, air-cooledPower11.1hp at 7,500rpmTorque11.2Nm at 6,000rpmGearbox5-speed   PerformanceAccelerationTime0-40kph2.74s0-60kph5.84s0-80kph11.31s   In our tests, the CB125 Hornet hit 0-60kph in 5.84 seconds and achieved the sprint to 80kph in 11.31 seconds. The max speed we saw on the display was 112kph. That said, there is quite a lot of speedo error. For instance, when the speedometer displayed 107kph, our VBox showed that the real speed was actually 95kph.   Roll-OnsRoll-On AccelerationTime20-50kph (2nd Gear)3.67s30-70kph (3rd Gear)7.84s50-80kph (4th Gear)8.49s   During our efficiency runs, we were cruising at around 70kph on the highway and managed to get an impressive 69.3kpl, while in the city, we achieved 59.8kpl. This was also thanks to following the Eco meter on the display, which helped us in extracting the best efficiency. Expect mileage to vary depending on different riding styles.   MileageCity59.8kpl Highway69.3kpl Honda CB125 Hornet ride comfort and handling - 7/10 Does a decent job but isn’t as comfortable as some rivals. Handling feels light and nimble, letting you flick it confidently through city streets or sharp corners, and direction changes also require minimal effort. The CB125 Hornet rides on MRF tyres that perform reasonably well in dry conditions, but in the wet, grip levels felt uninspiring.   Light, nimble and easy to manoeuvre.   Suspension duties are handled by a 37mm USD fork at the front (a first-in-segment feature) and a preload-adjustable monoshock at the rear. On most urban roads, it irons out small bumps and undulations with ease. But when tackling sharper speed breakers and potholes, the front end tends to run out of travel and bottom out, which creates a jolt on the handlebars. In general, the suspension over broken surfaces doesn’t feel as compliant as some rivals’, so keep in mind that you will have to slow down over poor and unpredictable roads.   Suspesnion, tyres, and brakesSuspension (F/R)USD fork / MonoshockBrakes (F/R)240mm disc / 130mm drumTyres (F/R)80/100-17 / 110/80-17   The braking is good for the levels of performance that the bike offers. All that you need are two fingers on the front brake lever, and it quickly gets the bike to a halt when necessary with a sharp bite. At this price point, a rear disc would have been a nice addition, but in all fairness, it is not really needed.   BrakingBraking TestDistance60-0kph17.96m Honda CB125 Hornet features and safety - 8/10 More than ample for a 125cc motorcycle. On the features front, Honda has equipped the bike with a compact TFT instrument console. The display is crisp, easy to read in both light and dark themes, and shows all the basics clearly. Still, the bezels are quite thick, which makes the screen look smaller than it should. Adding a slightly larger unit would have made it look much better.   Information is laid out well on the TFT screen.   Bluetooth connectivity is also available through the Honda RoadSync app, offering call and message alerts and turn-by-turn navigation. A silent-start system and a USB Type-C charging port round out the equipment list. Safety-wise, the bike gets a front disc brake with single-channel ABS as standard.  Honda CB125 Hornet price and verdict - 8/10 Most premium pricing in the segment, but the bike justifies it. The Honda CB125 Hornet turned out to be far more engaging than I expected from a 125cc commuter. Its combination of a sporty design, a punchy engine, nimble handling abilities, good build quality and being packed with all the necessary features makes it a practical choice for an everyday commuter. The downsides are relatively minor, mainly that the suspension could be more compliant over bad roads.    Colour-matched wheels give it a good road presence.   Price (with new GST rates)Price (ex-showroom)Rs 1,02,769   The CB125 Hornet was launched at an ex-showroom price of Rs 1.12 lakh, but after the new GST rates, it has dropped to Rs 1.03 lakh. Still, the bike costs about Rs 7,000 more than the top-spec variants of the TVS Raider 125 and Hero Xtreme 125R. However, I think you can justify that premium considering the unique USD fork and the reputation for reliability that Honda motorcycles command.   

Also see: Honda CB125 Hornet colours image gallery

The new X47 is the production embodiment of the Concept X shown at EICMA last year. While its name is a tribute to a famous unmanned experimental stealth aircraft, the X47 is positioned as a crossover that finds a middle ground between streetbikes and ADVs. That alone makes this the most appealing Ultraviolette yet, but the bike also has some clever technology updates up its sleeve. Ultraviolette X47 design - 8/10 A cleaner design with an exposed battery pack and well-executed proportions

The obvious first change is the design that I think has been executed very well. It’s sharp yet well-balanced, with good proportions and a familiar LED headlamp that makes it immediately recognisable as an Ultraviolette. This design may lack the shock value of the F77s, but it certainly carries more mass appeal.

Under the new bodywork lies the same main frame as the F77 but with a slightly more relaxed steering rake angle, now up to 24.5 degrees. The subframe is a new cast aluminium unit that not only looks great but hides an extremely valuable technology update – more on that in a bit. 

Weight and dimensionsSeat height820mmKerb weight207kgGround clearance200mm

Ultraviolette X47 suspension - 9/10 170mm of travel at both ends, and it swallows bad roads with ease

The big mechanical change comes in the form of longer travel suspension, with wheel travel up to 170mm at both ends. Ground clearance is up to a healthy 200mm, and the company claims a relatively low 820mm seat height. That said, riders shorter than 5’7” will find themselves on their toes. 

Tall riders will appreciate the reasonably spacious seat as well as the more relaxed riding ergos with a nice, tall and wide handlebar. Apart from a seat that feels firm in about half an hour, this riding position is very comfy, and it, along with the new suspension, makes for a remarkably different riding experience from the F77 and its sibling, the F77 SuperStreet.

Just the ergo change alone has resulted in a bike that feels much lighter steering, and this is despite the fact that the X47 weighs the same as the F77. The suspension is also noticeably more plush, and while you can’t push it quite as hard as the F77, it is still good fun in the corners while being significantly more comfortable. 

The ride quality does feel a little busy over concrete roads, but the suspension easily shrugs off completely broken roads. In fact, it’s actually good fun to stand on the pegs and absolutely hammer through destroyed roads, and in that regard, this bike absolutely lives up to the crossover tag.

In the same vein, it’s not really something to consider as a purposeful off-roader. The front end feels quite heavy to lift over obstacles, and the lack of a clutch lever, as well as the aggressive, unrelenting low-speed acceleration, all take some getting used to. 

Ultraviolette X47 performance and battery - 8/10 Uses the same powertrain and battery packs as the F77 Performance is exactly what we’ve grown to enjoy from the F77 because it uses the same powertrain that makes 40hp of peak power and 100Nm of torque (36.5hp and 90Nm with the smaller battery). UV claims an 8-second 0-100kph time and a top speed of 145kph, which is slightly lower than the F77 thanks to a bigger rear sprocket.

BatteryBattery capacity10.3kWhClaimed IDC range323km

As with the F77, there are three riding modes, four levels of TC and 10 levels of regen. Acceleration in Ballistic mode is very exciting till about 80kph, and while the acceleration times are on par with 250cc bikes, the quiet, unrelenting rush is a unique experience that is very enjoyable.

Battery sizes are also the same – either 7.1kWh or 10.3kWh – and the company claims the same IDC range figure of 323km with the bigger battery. The most significant improvement on the X47 comes in how the battery is charged. Hidden within that new subframe is what UV tells us is the world’s most power-dense air-cooled on-board charger and that it can juice up the bike at 1.6kW speeds.

Motor and performancePeak power30kW (40hp)Torque100Nm0-60kph (claimed)2.7sTop speed (claimed)145kph

Ultraviolette X47 charger, radar and dashcam - 9/10 Clever technologies that improve the ownership experience

The huge advantage with this is that you no longer have to haul around a heavy charger, and all you need is a small and light charging cable. Moreover, you can double the charging speeds by buying the accessory boost charger, which is also rated at 1.6kW. Mind you, this doesn’t come as standard and cannot be fitted after purchase, so you need to pick a variant equipped with it at the time of purchase.

The other big talking point this year is that the X47 debuts radar-based rider alerts, and this feature is standard across all variants. A rear-facing radar module (by Continental) constantly scans 200 metres of the road behind and can alert you of blindspots, someone overtaking you or even if a collision is imminent. This is done via small indicator lights in the mirror as well as a warning that appears on the TFT.

Unlike in cars (and thankfully so), this system makes no brake/steering inputs and only gives you visual warnings. We didn’t get to try this on the road, but it worked well in the demonstration that UV had set up on the go-kart track.

Another feature on offer will be a front and rear dashcam set up with a dedicated display screen that sits above the bike’s TFT display. Unlike the on-board charger, this feature will not be offered on any of the variants and can only be bought as an optional extra. Prices have not yet been revealed.

Ultraviolette X47 price and verdict - 8/10 Introductory prices place the X47 starting price below the F77

Prices for the X47 start at Rs 2.49 lakh for the base Original 7.1kWh model and go up to Rs 3.99 lakh (all prices ex-showroom Bengaluru) for the top Recon+. This includes a 25,000 discount on every variant for the first 5,000 customers. There are four variants in total, with two for each battery size. Opting for the premium + variants brings in the on-board charger, as well as some more advanced features and rider aids, for an additional Rs 50,000. 

PriceModelPrice (ex-showroom)X-47 OriginalRs 2.49 lakhX-47 Original+Rs 2.99 lakhX-47 ReconRs 3.49 lakhX-47 Recon+Rs 3.99 lakh

Ultimately, this is the most appealing bike in UV’s line-up because it offers the same levels of performance with far more usability on our roads. The downsides are similar to the existing UV models in that it is heavy, the fit and finish of the bodywork can improve and that the prices of the top models are still quite high. With that in mind, this is still a fairly niche product, but it will appeal to a wider group of early adopters who were previously put off by the F77’s ergos. And that will tide Ultraviolette nicely until its real mass-appeal products debut next year. 

Rynox’s Stealth Air Pro pants are positioned as an affordable, versatile option for riders who want lowers that can handle touring, commuting and the occasional off-road detour. I’ve been using them mainly for summer highway rides and some off-road sessions, with the odd spell in the monsoon.

The zipper pocket has a tight opening but is spacious enough to fit a full size phone.

Like the rest of Rynox’s line-up, sizing is true to size, and the waist/leg adjusters make fine-tuning easy. On the bike, the pants feel comfortable, with no restriction in mobility, and the armour stays in place without shifting around. With six vents in total, the pants do a good job of keeping you cool, even in peak summer heat.

Accordion stretch panels further enhance mobility off-road.

That said, ventilation could have been a touch better, but given the ADV focus, it’s acceptable. While highway rides are a breeze, city commutes can run a bit on the warmer side. Riders looking for more commuter-friendly pants are better off with a more mesh-oriented pair. Meanwhile, in the rain, the pants hold up well against a little drizzle. However, the mesh vents will let water in over time, so a liner or over-pant is necessary if you expect heavy showers. 

In terms of protection, you get Cerros CE Level 2 armour for both hips and knees (EN 1621-1:2012 certified), with an adjustable knee mechanism that helps tailor placement. On top of that, there’s also provision for optional tailbone armour. The base construction of the pants is a mix of 600D PU-coated polyester, 3D mesh and Cordura panels at the knees, which feels secure in terms of abrasion resistance.

Deep cargo pockets are quite handy.

While the armour seems substantial, a more slender alternative would further reduce bulk and improve mobility, although the latest slim armour doesn’t come cheap. As for storage, the cargo pockets are a highlight, extremely handy for things like a phone or wallet, and far easier to access than a regular zipper pocket. Meanwhile, the two additional zipper pockets handle smaller items and have a smaller opening in comparison. Getting in and out of the pants with boots is also straightforward thanks to extra zippers at the cuff, and I had no issues wearing these over my dual-sport boots.  

At Rs 8,000, the Stealth Air Pro pants strike a good balance between price, protection and practicality. They aren’t the most heavily ventilated pants out there, but they make up for it with comfort, solid construction and useful features like cargo storage. I’d recommend them strongly to tourers and ADV riders looking for reliable, do-it-all pants that don’t break the bank.

Where: rynoxgear.com
Price: Rs 7,950 
 

It’s hard to believe, but the Kawasaki Ninja 300 has been on sale in India since 2013. The 2025 update doesn’t bring any mechanical changes but rather fresh paint, new graphics and an updated headlamp setup. So, the big question remains: can the Ninja 300 still hold its own in a market now crowded with modern 300s and 400s?

Kawasaki Ninja 300 design and quality - 7/10 An otherwise handsome looking machine that feels dated in key areas

Kawasaki’s familiar full-faired design still manages to turn heads, especially in this new Lime Green colour scheme. Additionally, Kawasaki has upgraded the headlight with a projector setup, which has improved illumination over the older version, even though it is still a halogen one.

Weight and dimensionsKerb weight179kgSeat height140mmFuel tank 17 litresWheelbase1405mmGround clearance 140mm

However, it can’t hold a candle to some of the better LED projector units out there, like those on the TVS RR 310 or the new KTM Adventures that offer much brighter intensity.

The Ninja 300's upgraded illumination still feels a little dated.

The instrument cluster is a simple analogue tachometer with a basic digital readout. This sits in stark contrast to the information-dense TFT and Bluetooth-enabled screens we now see even on 200cc motorcycles.

DTE and gear-shift indicators are missing.

That said, there is a certain sense of nostalgia in watching a needle climb past 13,000rpm, but more on that later. There’s no ride-by-wire, no riding modes, and no smartphone connectivity. Surprisingly, though, you don’t miss most of it when riding the bike.

Kawasaki Ninja 300 riding position and comfort - 8/10 A comfortable sport tourer that's better suited for shorter riders

Swing a leg over, and it’s immediately apparent that the Ninja 300 feels compact. At around 6 feet tall, I found the riding position just about manageable, though the bike’s somewhat high footpegs are better suited to shorter riders.

The seat is supportive enough for moderately long rides, and the clip-ons offer a sporty yet comfortable posture. The new windshield provides better wind deflection and looks more premium than before. The almost comical grab rail looks like a bit of an afterthought and already showed signs of rust on our test unit. However, it will serve well as a mounting point for any luggage.

Kawasaki Ninja 300 performance and refinement - 7/10 Performance is approachable but not too exciting

The real charm of the Ninja 300 remains its 296cc parallel-twin liquid-cooled engine that still produces 39hp at 11,000rpm and 26Nm at 10,000rpm. It’s a motor that loves (and needs) to rev – and rev hard. It clears the 13,000rpm redline smoothly, and the throttle calibration is spot on for spirited riding or even at calm low speeds, although you won’t get much response unless the revs are really high.

 

EngineEngineParallel-twin, 296cc, liquid-cooledPower39hp at 11,000rpmTorque26Nm at 10,000rpmGearbox6-speed

On that note, the Ninja 300 feels rather sluggish under 10,000rpm, and you need to keep the motor spinning higher to unlock the performance. This results in slow roll-on acceleration, making the Ninja 300 slower than most 300cc motorcycles and on par with smaller 250cc motorcycles in terms of roll-on grunt. 

While this definitely holds the bike back in 2025, the screaming performance also has its unique appeal if you’re into that sort of thing. The 6-speed gearbox and slipper clutch also work flawlessly, but a quickshifter would have made this experience even better. Despite the platform’s age, heat management is under control even in traffic. In our fuel-efficiency tests, the Ninja 300 returned 27.48kpl in the city and 29.31kpl on the highway, which is respectable for a high-revving twin-cylinder motorcycle.

Kawasaki Ninja 300 ride comfort and handling - 8/10 An easy going handler with slightly above average ride quality

One area where the Ninja 300 continues to shine is its balanced chassis and predictable handling. It doesn’t have the razor-sharp responses of some modern supersports, but there’s a sense of stability and composure here that inspires confidence.

Suspension, tyres and brakesSuspension (f/r)Telescopic fork / MonoshockBrakes (f/r)290mm disc / 220mm discTyres (f/r)110/70-17 / 140/70-17

That said, the suspension does feel a step behind newer rivals when it comes to composure over broken patches or sharper bumps. While acceptable for daily use, it lacks the plushness and damping finesse we’ve come to expect from newer rivals like the KTM RC 390 or even the TVS Apache RR 310. 

The MRF Nylogrip Zapper tyres offer adequate grip for most street situations, but they’re not ideal for aggressive cornering or track work. I’d advise swapping these out for grippier rubber for even better performance. Braking is just adequate, which is – again – fine for everyday use, but it lacks the bite and feel of newer setups.

Kawasaki Ninja 300 price and verdict - 7/10 A veteran that still delivers… In parts

The 2025 Kawasaki Ninja 300 is, in essence, the same motorcycle we first rode over a decade ago – and that’s both its charm and its limitation. It still offers good build quality, a rev-happy twin-cylinder engine and a relatively balanced chassis. But against today’s benchmarks, it feels behind the curve in terms of features, braking performance and suspension sophistication.

At Rs 3.17 lakh (ex-showroom, Delhi), the Ninja 300 remains one of India’s most affordable twin-cylinder sportbikes, which is its only trump card. However, Yamaha’s R3 is available for Rs 22,000 more and comes with more performance and a wider service network. While the Ninja 300 is a handsome motorcycle with nostalgic elements, for most buyers in 2025, there are simply better-rounded options available.

Also see: 2026 Kawasaki Ninja ZX-6R launched in India at Rs 11.69 lakh

Many months after the first ride event, we’ve finally gotten our hands on an Xpulse 210 for a long-term review, and so far, I’ve been loving life with this bike. The Hero Xpulse 200 has consistently been upgraded over the years, but the 210 makes a far bigger step forward than all the previous increments combined.

This is an all-new bike, and it feels remarkably different in a good way. The engine is the first pleasant surprise, and it’s now a lot more rewarding than the old air-/oil-cooled mill. That’s down to a much peppier exhaust note, as well as an engagingly punchy power delivery. I was concerned that the Karizma-derived engine would be far too top-end focused for an ADV motorcycle, but Hero has put significant work into making it more tractable – including new cams – and the result is surprisingly effective.

The engine is responsive at lower revs and never feels like it needs to be wound up to carry a reasonably quick pace. That said, this is still an engine that loves to rev, and its short-geared nature reminds me of the KTM 200 Duke. It even runs into the rev limiter in 6th gear in a similar fashion.

Very short gearing means it’s revving quite high at highway speeds.

In that sense, I think Hero has pulled off using the smaller 210 engine here, but I still can’t help feeling like this bike could have really benefited from the bigger engine from the Xtreme 250. And that’s because the short gearing, which makes it feel so lively at lower speeds, also brings in a very high-revving feel on the highway. Anything above a sustained 90kph is accompanied by a lot of revs and noise. It can hold higher speeds than the 200, but the new 210’s ability to effortlessly cover long distances hasn’t taken a great step forward.

Left-side switches got sticky in the rain; has been addressed at service.

What I am enjoying is the new styling, along with the larger fuel tank, which also makes the bike feel more comprehensive when you sit on it. It’s more ADV in its stance, and the seating comfort has improved as well. The suspension is also superb, and the way it glides over Mumbai’s patchwork-riddled roads reminds me of the Himalayan 450.

Long-travel suspension does a great job of soaking up all road imperfections.

In fact, the comfort factor – along with the brappy engine – is why I’ve been enjoying my time on this bike so much. It has made my commutes as enjoyable as they used to be on the Himalayan, with the added benefit of carrying around 25 fewer kilos.

The new engine produces an exciting sound from the high-mount exhaust.

The bike has just come back from its first oil-change service, which cost Rs 1,346. The only issue we’ve had so far was some sticky switchgear, which was fixed during the service. It looks like we’re still in for another month or two of rain, so we’ll share how the Xpulse has fared through the monsoon in the next report, but so far, so good!

Hero Xpulse 210 test dataOdometer934kmPriceRs 1.85 lakh (ex-showroom, Delhi)EconomyNAMaintainance costsRs 1,346 (first service)FaultsSticky switches

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Car and Bike news, reviews and videos.

As you may have read in our last report, our long-term Jeep Meridian played a key supporting role in our Guinness World Records title attempt, shadowing the Mercedes-Benz EQS SUV from Jaisalmer to Leh. What you didn’t know is that the Meridian’s adventure didn’t end there. Rahul and I took it further – first to Hanle, and then up the world’s highest motorable road, Umling La. Why? Honestly, the only answer is: why not?

The HVAC system worked well at both extremes of our journey.

To recap, the Meridian had already tackled the gruelling journey from Mumbai to Jaisalmer and onward to Leh for our record attempt – and it did so without a single fault. Not that it was entirely incident-free. A falling rock at Zoji La punched a hole in the sunroof, and with no fix in sight, we resorted to taping it shut for the rest of the journey. With the record achieved and the shoot wrapped up at Khardung La, most of the crew hopped on a flight back to Mumbai. But Rahul, the Meridian, and I stayed for the next leg of our adventure.

The diesel does get noisy when pushed and feels out of breath at high altitude.

By now, the Jeep’s cruising ability and suspension had impressed us all. On wide open highways, it was effortless to settle into a rhythm. Comfortable, planted, and surprisingly efficient for such a large SUV, it cruised along without complaint. Push it hard, and the engine does get vocal, but power does keep coming in. On rough stretches like the Jammu-Srinagar road, the suspension soaked up the big stuff, though sharp jolts still found their way into the cabin.

ADAS reactivates on restart, requiring use of the screen to disable most functions.

But the drive from Leh to Hanle and onward to Umling La is what I’ll remember most. The landscape shifts from lunar valleys to snow-capped mountains, the air thins, and temperatures plummet. We stayed overnight in Hanle, where the Meridian got its first dusting of snow. From there, we began the trek to Umling La via Photi La, which itself stands at a lofty 18,124 feet. The pass was freshly blanketed in snow, and traction would have been a challenge in a lesser vehicle. 

Switch the Meridian into Snow mode, keep your right foot measured, and it climbs on – sure-footed and steady. Power delivery dips noticeably at altitude; the engine takes a moment to catch its breath at 18,000 feet. But with a bit of patience, it carried us across without issue. Umling La was similarly snow-covered, but the Meridian chugged along smoothly, scaling the world’s highest motorable pass. Standing there, surrounded by silence and thin air, it was one of those rare moments when the car, road, and drive align perfectly.

The 12.2kpl average on a gruelling 3,800km journey is quite respectable.

The return journey felt almost like a victory lap. Back through Leh, onward to Kargil, and then Zoji La again – this time kinder, with blue skies and no traffic. It almost felt like the pass was apologising for the rock shower earlier. We rolled into Srinagar and finally handed the keys to our drivers for the long ride back to Mumbai.

Snow on the mountain tops and on our Jeep.

The truth is, I didn’t want to. After 3,800km together, I’d grown attached. The Jeep Meridian isn’t perfect – it can be noisy when pushed, feel bulky in the hills, and isn’t exactly quick at altitude. But it kept going, kept us comfy and safe and never let us down. And in the end, that’s exactly what you want from a car on a road trip like this.

Jeep Meridian Overland Test DataOdometer 21,286kmPrice Rs 38.79 lakhEconomy 12.2kplMaintenance cost None Faults NonePrevious reportsMay 2025, July 2025

All prices, ex-showroom, India

Also see:

Jeep Meridian long term review, 19,500km report

Jeep Meridian facelift revealed for Brazil

Jeep Meridian 5-seater vs Compass: which is better value for money

 

Maybachs have always sat at the top of the Mercedes ladder, representing an even higher level of opulence and refinement. While earlier limited just to sedans, the Maybach brand now includes SUVs, a convertible, and even EVs, like the one you see here – the Mercedes-Maybach EQS SUV 680 Night Series.

2025 Mercedes Maybach EQS SUV exterior design Night Series package gets exclusive black-and-silver colour scheme.

Over the ‘standard’ EQS SUV, the Maybach gets several design flourishes to make it stand out. Main among them are the ‘Maybach waterfall grille’ with pinstripes and loads of Maybach logos all over the car. This being the Night Series, it gets a stealthy dark treatment on the exterior, with dark chrome replacing all the chrome outside, including the three-pointed star on the bonnet, and a smoked effect for the headlights and the grille panel too. A cool detail is the rose-gold elements in the headlights, and this car is painted in a Night-Series-exclusive two-tone black and Mojave Silver paint job.

Maybach emblems are scattered all around the bodywork.

Around the sides, what immediately grabs your attention are the 21-inch alloys. While they fill out the arches well and give it a good stance, I’m not sold on the design, which features loads of Maybach logos; they’re tough to keep clean, too. Then, there are more Maybach logos on the B- and C-pillars, the side step and the tailgate. At the rear, not much is different on the Night Series, save for the dark chrome treatment on the badges and the skid plate element lower down.

Fridge, charger hamper space; there’s no frunk.

The EQS isn’t particularly handsome, nor does it have traditional SUV proportions, but it does have flash value, as you’d expect from a Maybach. It’s large, measuring more than 5 metres long and 2 metres wide, with a wheelbase of over 3 metres. The boot volume is 440 litres, though the fridge and the charging cables do eat into this space. There’s no frunk either, so airport runs will require some planning.

2025 Mercedes Maybach EQS SUV interior space and comfort 'Hyperscreen' triple-display setup takes prominence on the dashboard.

Like the exterior, the cabin is similar to the regular EQS SUV but has Maybach touches. The dashboard is dominated by the three-screen layout, which Mercedes calls Hyperscreen. The screens have Maybach Night Series-specific start-up graphics, with the instrument panel getting a deep blue Maybach theme too. The Hyperscreen is one of the best in the business, with slick responses, logically laid out sub-menus and fixed AC controls.

Super-opulent cabin is not only packed with tech, but quite practical too.

The Night Series also gets exclusive, all-black Nappa leather upholstery and open-pore walnut wood trim with a herringbone pattern, both of which do wonders to uplift the cabin’s ambience. And details like the quilted stitching, the metal AC vents and the configurable ambient lighting spread throughout give you the vibe of a high-end lounge. The steering wheel, too, is a quality item, trimmed in leather and featuring a wood rim along with the M logo.

And with this SUV being a born EV, its cabin is practical too, with a sizeable glove box, storage under the armrest and a large space below the centre console for larger items. The front seats are supremely comfortable and feature heating, ventilation and massaging functions. But, of course, the real Maybach magic is in the rear seats.

Chauffeur mode lets you stretch and travel in first-class levels of luxury.

It’s pure opulence in the back seat of the Maybach. There’s no shortage of headroom or legroom, and the seats offer recliner-like comfort, while the suede pillows just up the comfort factor. This Night Series, however, is strictly a 4-seater thanks to the First Class Package, with the centre console housing the armrest under which are the fold-out tables, a wireless charger and charging/HDMI ports.

Then, behind the wood panel between the seats, sits a detachable fridge to chill your drinks, and above that is a place for you to store your champagne flutes. And under the panel lower down in the centre console are the cup holders and some additional storage. 

11.6-inch rear screens are also part of the package.

Like up front, there are three screens here too, one 11.6-inch unit for each passenger on the seatbacks and one 7-inch unit in the armrest, all of which can control various functions of the car.

What really sets the Maybach apart, however, is the Chauffeur Package. At the touch of a button, the front passenger seat moves forward to liberate more legroom, the rear seat reclines all the way, and you get a leg rest, all of which allow you to travel in first-class levels of luxury. Like in the front, the rear seats get heating, ventilation and massage functions, including a calf massage. What elevates the rear-seat experience further is the large panoramic sunroof and the superb 15-speaker Burmester 4D sound system.

2025 Mercedes Maybach EQS SUV features 15-speaker Burmester 4D sound system and screen-operable doors.

While on the topic, the Maybach EQS SUV is, of course, loaded to the gills with features and technology. Apart from all the aforementioned, it packs 4-zone auto climate control, a head-up display, a 360-degree parking camera, wireless phone chargers, auto LED lights, drive and regen braking modes, and much more.

Electrically operable doors – one of the coolest features.

Another standout is the Comfort Door Package. Using this, your chauffeur can open or close all the doors via the screen, so you don’t have to get your hands dirty. This is all about luxury, after all. Meanwhile, the safety kit includes 11 airbags, a tyre-pressure monitoring system, ISOFIX child seat mounts and ADAS tech such as autonomous emergency braking, lane-keep assist, adaptive cruise control, and more. 

2025 Mercedes Maybach EQS SUV performance and refinement Dual motors make 658hp and 955Nm; 0-100kph in 4.34 seconds.

On the move, what immediately stands out is the cabin’s refinement, as wind, road and motor noise is so well isolated that you can actually whisper to your passengers while driving. However, there is a bit of tyre noise that creeps in at higher speeds, but that depends on the road surface. Mercedes has done extensive work to manage the acoustics, and that adds up to provide complete calm inside.

The Maybach’s cabin is a great blend of leather, wood, and tech.

As for the drive experience, it feels absolutely effortless. 658hp and 955Nm from its dual-motor setup means performance is plentiful, to say the least. We managed to clock a 0-100kph time of 4.34 seconds, which is seriously quick for something that weighs over 3 tonnes. Despite the performance on tap, the powertrain feels progressive, and you always have more than enough in reserve to make a quick overtake.

Mercedes Maybach EQS SUV 680 AccelerationSpeed (kph)Time (seconds)0-200.850-401.640-602.430-803.280-1004.340-1205.7220-80 (rolling)2.4640-100 (rolling)2.75

There are also drive modes, which alter the response, so it feels the most docile in Eco mode in the interest of efficiency and the most energetic in Sport mode. What’s a downer in the mechanical package are the brakes, which lack bite and could definitely do with more stopping power.

2025 Mercedes Maybach EQS SUV ride comfort and handling Comfort mode is unique to Maybach EQS SUV.

The EQS also gets a unique Maybach programme in Comfort mode, which continuously adjusts damping to provide a supple and luxurious ride quality. However, the softness does result in some side-to-side movements, especially as speeds rise, but not to the point of it ever being uncomfortable. The ride in Sport mode actually provides a better balance, with a hint of firmness that helps in settling it down.

Rear-axle steering makes manoeuvring this 5m+ SUV easy.

Being a big luxury EV, the Maybach EQS is no corner carver, but it does feel reassuring around the bends. You can carry good speed around corners, and the rear-wheel steering also adds some agility. But where the rear-wheel steering really shines is in low-speed, city conditions, making parking and taking U-turns much easier. There’s also a lift function, which will increase ride height by about 25mm to ensure that you don’t scrape any speed breakers. 

2025 Mercedes Maybach EQS SUV range and charging Comes equipped with a 122kWh battery pack.

The Maybach EQS gets a 122kWh battery pack (118kWh usable), which is said to provide it with a claimed range of 611km on the WLTP cycle. And we know from experience with our long-term EQS 450 that a 550km-plus real-world range is possible, enabling intra-city travel. As for charging, it can be topped up from 10 percent to 80 percent in just 31 minutes using a 200kW DC fast charger.

2025 Mercedes Maybach EQS SUV price and verdict Costs around double the standard EQS 450 SUV.

At Rs 2.63 crore (ex-showroom), the Maybach EQS SUV Night Series is expensive, especially when you consider that the standard EQS 450 SUV costs half as much. But it also costs Rs 76 lakh less than a Maybach GLS, and it manages to deliver an experience on par with, if not better than, that SUV.  

This is the most affordable Maybach you can currently buy.

Some of the Maybach bling may not be to everyone’s taste, and it needs better brakes, but the Maybach EQS stands out for the ultra-luxurious and refined experience it creates. The rear seats pamper you like few others, and the EV is packed with tech and is enjoyable from behind the wheel too. It’s the culmination of Mercedes’ learnings from its previous Maybach and EQ offerings.

Mercedes Maybach EQS SUV 680 Night Series Fact FilePrice (Rs, crore)2.63L / W / H (mm)5,125 / 2,157 / 1,718Wheelbase (mm)3,210MotorsPermanent magnet synchronousPower (hp)658Torque (Nm)955Gearbox Single-speed automaticDrive layoutAWDBattery capacity (kWh)122Claimed range (km)611Suspension (f/r)Independent, double wishbone, air springs/Independent, multilink, air springsBrakesDiscsTyres (f/r)275/45 R21Kerb weight (kg)3075Boot space (litres)440

All prices are ex-showroom, India.

Also see:

Mahindra BE 6 road test review

Skoda Elroq review: Solid as a rock

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2025 Mahindra Thar facelift review

When it debuted in August 2020, the second-gen Mahindra Thar was a massive step forward from its archaic predecessor. It moved the game ahead in performance, comfort and usability while still furthering off-road ability. But some compromises still remained – mainly ride quality, rear-seat access and luggage space. The Roxx addressed these to a large extent, offering a more family-friendly SUV with the Thar’s rugged persona. Now, the 3-door gets an update with a few features from the Roxx and some ergonomic fixes, too. Mahindra gave us a brief go at it at the brand’s off-road test track in Igatpuri.

Mahindra Thar design and engineering: 8/10 Despite minimal changes, the Thar is as handsome as ever There are no design changes at the rear, but there is a wiper and a rear camera now.

At first glance, it’s hard to tell the 2025 Thar apart from the 2020 model. Up front, the 7-slat grille is now body-coloured, and a dual-tone bumper makes a return. Lighting is unchanged: halogen headlamps and fog lamps, LED daytime running lamps (DRLs) and LED tail-lamps. While some might rue the absence of LED units, halogens tend to do a better job in inclement weather. The side profile is identical, with the same 18-inch wheels running fat 255-section all-terrain rubber. The eagle-eyed might spot a rear wiper and a rearview camera housed in the spare wheel – both new additions. It also adds two colours from the Roxx palette – Tango Red and Battleship Grey. So, while the changes are minimal, they don’t take away from the Thar’s appeal. Five years on, its rugged design still has plenty of wow factor.

Mahindra Thar interior space and comfort: 7/10 Small ergonomic changes greatly improve comfort for front passengers New black dashboard and steering wheel are among the interior changes.

In keeping with its purpose, the Thar’s interior retains its all-black theme with hard-wearing, easy-to-clean materials all around. The dashboard’s design is familiar, but it now gets the Roxx’s steering wheel, indicator and wiper stalks and a new touchscreen. It carries four on seats trimmed in black leather with fabric centres, although access to the rear bench is as challenging as ever. Boot space remains a weak point, too. The front seats are large and supportive, while the driver’s seat adjusts for height to give you a commanding view out.

Power window switches now placed on the doors.

While the cabin might look largely unchanged, Mahindra has made some important updates based on customer feedback. The A-pillar now has chunky grab handles to help hoist yourself in. The centre console has been revised, gaining an adjustable armrest with storage underneath, while the window switches have taken their rightful place on the door panels. Automatic versions also get a much-needed dead pedal. Refuelling is easier, too, thanks to an internal fuel-door opener – no more handing over the key at the pump. Rear passengers now get AC vents, a Type-C USB port and a 12V socket. They may be minor changes, but together, they make a big difference.

Mahindra Thar features and safety: 6/10 10.25-inch infotainment system and rearview camera headline the updates Fuel lid can now be opened from inside the Thar.

The most notable update is the infotainment system – out goes the dated 7-inch unit and in comes a crisp 10.25-inch screen borrowed from the Roxx, with wired Apple CarPlay and Android Auto and Gen 2 of the Adventure Stats off-road telemetry screen. There’s also a rear washer-wiper to get a better view of the tailgate-mounted spare and a rearview camera to actually see past it. The rest of the feature set is unchanged. What would have been welcome, though, are curtain airbags. As it stands, the Thar continues with dual airbags, ESP with roll-over mitigation, hill hold and descent control, ABS, ISOFIX mounts on the rear seat and a structural roll cage.

Mahindra Thar performance and refinement: 8/10 Powerful, refined petrol and diesel engines provide strong performance Refined turbo-petrol and diesel options continue.

The Thar continues with the 1.5-litre diesel, 2.2-litre diesel and 2-litre petrol – the former only available on the 4x2. All engines come mated to a 6-speed manual, while the latter two can be had with a 6-speed torque-converter automatic. The higher output versions of the larger diesel and petrol engines on the Roxx are not available on the 3-door.

We sampled the 2.2-litre mHawk diesel producing 132hp and 300Nm of torque. Impressive figures, but the highlight is the refinement and smoothness of the motor. Diesel clatter is well-contained even at higher revs, and torque delivery is linear – useful when crawling over obstacles off-road. Those seeking outright performance might prefer the mStallion petrol with its 152hp, 300Nm and 10.2-second 0-100kph time, but the grunty diesel is a better match for the Thar’s character.

Mahindra Thar ride comfort and handling: 6/10 Ride quality is still lumpy; hydraulic steering requires effort at low speeds No mechanical changes, but the Thar is still a capable off-roader.

Underneath is the same proven hardware that made such a capable off-roader – a ladder-frame chassis, double-wishbone front suspension and a multi-link rear with coil springs. Wheel articulation is superb, helping the chunky JK Tyre Ranger ATs find grip even in slippery mud, aided by a mechanical locking differential on the 4X4. The RWD makes do with a brake locking diff. With the low range engaged, the Thar breezed through pretty much every obstacle at Igatpuri. It gives off a sense of invincibility, but this comes at the expense of ride comfort.

The second-gen was leaps better than its predecessor on tarmac, but there was still room for improvement. Mahindra hasn’t made hardware changes with this update but has tweaked the suspension setup over the last five years. They claim anyone moving from a 2020 to a 2025 Thar will feel an improvement. We couldn’t directly verify this, as our drive was only at the Igatpuri facility, but we’ll soon test this out on the highways. Also worth noting is that the hydraulically assisted steering feels heavy compared to modern EPAS systems.

Mahindra Thar mileage and fuel economy: 6/10 Diesels are slightly more frugal than the petrol, but none are very economical It has a water wading depth of up to 650mm.

In terms of fuel efficiency, our 2021 Thar road test revealed the petrol auto is thirsty at 7kpl in the city and 9.3kpl on the highway. The mHawk diesel manages 12kpl in the city and around 12.6kpl on the highway for the manual, slightly less for the auto.

Mahindra Thar price and verdict: 8/10 More comfortable and usable than before while retaining its personality

The 2025 Thar now starts at Rs 9.99 lakh, Rs 32,000 less than before, and goes up to Rs 13.99 lakh for the 4x2. The 4x4 diesel is priced at Rs 15.49 lakh for the manual and Rs 16.99 lakh for the automatic, while the petrol-manual costs Rs 14.69 lakh, with the automatic at Rs 16.25 lakh.

Mahindra has done a good job of incorporating customer feedback and a few niceties from the Roxx into the Thar. Make no mistake, this is not a 3-door Roxx, but it has made the 3-door Thar that much more liveable with its focus still skewed towards off-road – and that’s no bad thing. With the Roxx chasing volumes, the new 3-door Thar is free to dig deeper into its niche, where it had made good headway with its second generation.

Mahindra’s new-gen EVs have been in the spotlight for a while now, and though the larger XEV 9e is the one proving to be the more popular choice with buyers, the striking BE 6 is perhaps the one pulling potential customers to showrooms. We’ve already done an in-depth road test of the XEV 9e and came away with the impression that, though pricey, it’s a well-engineered, well-rounded and feature-rich electric SUV. Can the BE 6 keep Mahindra’s flag flying high? We put it through our exhaustive real-world road test to find out.

Mahindra BE 6 exterior design and engineering - 8/10 Concept car-like design demands attention; born EV is based on INGLO platform and gets two battery sizes.

The large hood scoop aids aerodynamic efficiency and is also a unique styling element of the BE 6.

You really have to hand it to Mahindra, as it has gone all guns blazing in the styling department; the BE 6 looks like nothing else on the road. The front end is dominated by sharp lines and bold LED lighting elements, but what’s really unique is the large hood scoop, which efficiently channels airflow to improve aerodynamics. An illuminated ‘BE’ logo takes pride of place on the bonnet, under which sits a 45-litre frunk.

The BE 6’s width is accentuated by the flared wheel arches, which house stylish, aero-efficient 19-inch alloys. There’s gloss-black cladding on the lower half all around the SUV, and while it does look good, it is very prone to scratches. The SUV gets flush-fitting handles on the front doors, the ones for the rear doors are on the C-pillar, and the charging port is placed on the rear left fender. In profile, it’s very much a coupé-SUV thanks to the tapering roofline.

Gets an LED light bar at the rear that can display customised messages; gimmicky but cool.

At the back, there’s a split spoiler element on the top of the tailgate and another small spoiler on the boot lid in the interest of aero efficiency. The rear design is comparatively minimalistic, with slim, C-shaped LED lights and Mahindra’s new infinity logo on the tailgate. There’s even a dot-matrix-style LED light bar that spans the width and can display customised text. It’s gimmicky but cool in its own way, and that’s kind of the vibe with the BE 6 on the whole. The SUV’s concept-like looks may not be to everyone’s taste, but it sure grabs eyeballs everywhere. Mahindra offers the BE 6 in eight paint shades, including bright colours like orange and red, in keeping with the SUV’s character. There was even a limited-run, dark Batman Edition on sale recently.

Like the XEV 9e, the BE 6 is a born EV and is underpinned by Mahindra’s INGLO skateboard architecture, which will also form the basis of future Mahindra EVs. The SUV comes with a rear-mounted motor with rear-wheel drive only, but the architecture is capable of supporting a secondary front motor, which will enable all-wheel drive. In terms of dimensions, the BE 6 measures 4,371mm long, 1,907mm wide (same as the 9e) and 1,627mm high, with a 2,775mm wheelbase (common for the INGLO models).

The BE 6 is offered with two battery pack options – 59kWh and 79kWh. The battery’s chemistry is LFP (Lithium Ferrous Phosphate), and it uses BYD’s robust and proven blade cell technology. Both BE 6 versions are powered by the same rear-mounted electric motor producing 380Nm. However, the motor delivers a higher 286hp with the 79kWh battery and 231hp with the 59kWh pack. The ARAI-rated range is 535km for the 59kWh variants and up to 682km for the 79kWh versions.

What’s nice is that Mahindra is offering a lifetime warranty on the battery for first owners. The caveat here is that the ‘lifetime’ is 15 years, before the car needs to be re-registered. And in case of an ownership change, the warranty is 10 years/2,00,000km.

Mahindra BE 6 interior space and comfort - 6/10 Cabin is big on wow factor but has some oddities; front seats are comfy, but the BE 6 falls short on rear headroom and visibility.

90-degree-opening doors to aid ingress/egress. Dashboard extends into the door cards.

The Mahindra BE 6’s out-of-the-box design does pose some challenges, however. Despite featuring doors that open 90 degrees, the low roofline, sharply raked A-pillar and tall ride height may make getting into the cabin cumbersome for taller people. What’s also confusing for first-timers are the fabric door straps instead of conventional door handles, and many will use these to close the doors, which could affect the mechanism’s lifespan.

Squarish steering is nice to hold, but touch-sensitive buttons activate the horn when pressed too hard – annoying.

The interior is just as radical as the exterior, with a squarish, two-spoke steering wheel with the illuminated BE logo. It’s nice to look at, but it feels a bit odd to hold, and what’s annoying is that pressing the haptic touch buttons with a little too much force will activate the horn. Then there’s the twin, free-standing 12.3-inch screen setup that dominates the long dashboard, stretching till the windscreen. A cool detail is the AC vents, which give the effect of one continuous vent that spans the dashboard’s width.

Deep dashboard is as unconventional in design as the exterior and features a halo-like loop that separates the cabin giving it a sporty feel, but it poses some ergonomic challenges.

Mahindra has also opted to give the cabin a halo-like loop around the driver for a sportier, driver-centric feel. While this does look cool, it affects practicality, as it doesn’t leave enough space for a second cup holder, and accessing the wireless charger and Type-C ports from the passenger side becomes difficult, too.

Aircraft-style toggle switches on the roof control certain functions of the SUV. They look cool but aren’t very intuitive.

There are also more than a few aircraft-inspired elements inside, such as the drive selector, the toggle switches on the roof for certain controls and the unique front seat design. The centre console also houses a rotary knob and buttons, which control some key functions, and a magnetic holder for the unique key fob.

Gear lever is reminiscent of an aircraft’s throttle; neat magnetic key holder; gloss- black trim attracts scratches.

Mahindra has also done a good job with the upholstery, combining grey and black with olive elements throughout. However, the gloss-black panels are scratch magnets, and the overall quality and fit and finish, though good, don’t feel very premium. The seats feature a unique upholstery pattern, and they combine leatherette with recycled fabric materials.

Seats are accommodating and get unique upholstery, but cushioning is a tad firm; get power adjust.

The driver’s seat is electrically adjustable, gets three memory settings and a dedicated ventilation button, and while it is accommodating, the cushioning can feel a tad firm. Meanwhile, the passenger seat doesn’t get memory settings and, rather annoyingly, its ventilation function must be accessed through the touchscreen.

Legroom is plenty, and you’re not seated too knees-up; falls short on under-thigh support and headroom.

Like at the front, you have to be mindful of your head while entering or exiting the rear seats, thanks to the tapering roofline. This also means that headroom at the rear is tight for taller passengers, and the rear visibility is limited. While you’re not seated in a particularly knees-up position, taller passengers will find under-thigh support lacking, and the thick door pads mean that seating three adults here won’t be comfortable either. But you do get a lot of legroom, and the backrest recline is adjustable. You get an armrest with cup holders, charging ports and quirky AC vents that look cool but don’t allow for directional adjustments.

An optional feature is the BYOD (Bring Your Own Device) system, which allows passengers to dock their mobile phone or tablet on the front seatback and sync it with the front screens to either stream videos or control certain functions of the SUV.

Being a born EV, it gets a large cubby space below the centre console that can even fit items such as a handbag.

As for storage, there’s a decent-sized glove box, a cooled cubby under the centre armrest and large door bins. Also, unlike the XEV 9e, the BE 6 gets a large space under the centre console, which enhances its practicality.

455-litre boot is deep, but tapering roofline, motor and spare wheel under the floor limit height.

The boot, at 455 litres, is sizeable and deep, but it has limited height thanks to the low roofline and the motor and the space-saver spare wheel being under its floor.

Mahindra BE 6 features and safety - 9/10 Gets features beyond its price point; ADAS tech is well-calibrated to our conditions.

Mahindra BE 6 features checklistAuto LED headlampsYesDigital cluster12.3-inchTouchscreen12.3-inchHead-up displayYesMemory seat functionDriverVentilated front seatsYesPanoramic glassroofYesWireless chargerYes360-degree cameraYesAuto parkingYesAmbient lightingYesLevel 2+ ADASYesAirbags7

Mahindra has also gone above and beyond when it comes to the BE 6’s equipment list. The twin 12.3-inch screens have great resolution and nice graphics, are slick in operation and run Mahindra’s latest MAIA software using a Qualcomm Snapdragon 8295 processor. There are also different themes to choose from, but the touchscreen has swallowed up too many functions, and the user interface will be confusing initially. For example, accessing the AC controls is a two-step process, as you have to press the shortcut button in the centre console, which will open a sub-menu on the screen, and you then have to tap this sub-menu to control basic functions or open the full system menu. Even to change drive modes, you have to reach out to the leftmost corner (furthest from the driver) of the screen to select the mode you want. It’s things like these that dent the user experience. 

12.3-inch touchscreen is quick to respond and has good graphics, but the UI/UX needs to be refined further.

Coming to the cameras, there’s a superb 360-degree parking camera that’s high-res and even shows the exact colour of your BE 6. There’s also a Driver and Occupant Monitoring System (DOMS), which includes a wide-angle camera that monitors the driver’s alertness. It can be used for video calls, taking selfies with AI-generated filters, and more. What’s nice is that the outside camera doubles up as a dashcam and the inside camera as a video recorder, and one can even transfer the footage to a mobile phone or hard drive via the USB port in the glove box. 

Other cool, noteworthy features are a head-up display that uses augmented reality to display whatever parameters you choose, a fully autonomous self-parking function that’ll park the SUV in a spot regardless of the driver being inside and customisable ambient lighting that extends to the panoramic glass roof. A special mention also goes to the incredible 16-speaker Harman Kardon audio system with Dolby Atmos that wouldn’t seem out of place on a proper luxury SUV.

Superb-sounding 16-speaker Harman Kardon audio system with Dolby Atmos is one of the standout features on the BE 6.

Apart from these standout features, the BE 6 Pack Three also gets ventilated front seats, wireless smartphone integration, onboard apps, dual-zone auto climate control, an electronic parking brake, laminated glass that is said to block UV rays, and more.

Besides the DOMS and 360-degree camera, headlining safety features include seven airbags, traction control, and a Level 2 camera- and radar-based ADAS suite. Mahindra has said the ADAS has been tuned to suit Indian road conditions, and during our test drive, these features worked effectively. The lane-keep assist and adaptive cruise control functions worked particularly well, and thankfully, we didn’t get to experience the autonomous emergency braking, which points to a well-calibrated system. And to top it all off, the BE 6 has received a 5-star crash safety rating for adult and child occupants from Bharat NCAP.

Mahindra BE 6 performance and refinement - 10/10 Well-calibrated powertrain is potent, progressive and effortless; cabin is well-insulated from road, tyre and motor noise.

We tested the BE 6 Pack Three variant, and as mentioned earlier, it has a 286hp, 380Nm electric motor powering the rear wheels. While Mahindra claims a 0-100kph time of 6.7 seconds, we managed it in 7.14 seconds, which isn’t too far off. Interestingly, we got the fastest time in the Everyday drive mode and not the top Race mode, as the Boost function is not offered in Race mode. 

Speaking of drive modes, apart from Race and Everyday, there’s a Range mode, which focuses on maximum efficiency, and as such, top speed in this mode is capped at 130kph. But even in this most docile mode, power delivery is strong, and you can easily keep up with fast-moving traffic. Everyday mode is ideal for regular usage, with a good balance between performance and efficiency, while Race mode shifts that balance to performance. 

Mahindra BE 6 specs, acceleration, braking, noise levelsMotor type and setupPermanent Magnet SynchronousPower (hp)286Torque (Nm)380Weight (kg)2,115Power to weight135.22hp per tonneTorque to weight179.67Nm per tonneTransmission1-speed automatic, AWD0-20kph (seconds)1.370-40kph (seconds)2.690-60kph (seconds)40-80kph (seconds)5.380-100kph (seconds)7.140-120kph (seconds)9.48 0-140kph (seconds)12.571/4 mile time15.3620-80kph in kickdown (seconds)4.0340-100kph in kickdown (seconds)4.46Braking: 80-0kph26.81m, 2.71sSound at idle: AC off (dB)36.3Sound at idle: AC at half (dB)47Sound at idle: AC at full (dB)57.2Sound at 50kph (dB)60.5Sound at 80kph (dB)64.9

Being an EV, the BE 6 accelerates in a smooth and effortless manner, and that’s down to the calibration of the powertrain. It won’t dump all its output in one big chunk, and instead, feeds it in a progressive manner. While that doesn’t allow for aggressive launches from a standstill, it means that the average driver won’t be overwhelmed, which is necessary in a car that has this much performance. Mahindra has also done a great job with the BE 6’s refinement. Road and tyre noise is well-isolated, and even the electric motor’s whine is barely audible inside.

The BE 6 also gets four levels of regenerative braking. In Level 0, the SUV rolls freely, while each step up increases deceleration, culminating in Level 3 for the strongest effect – all delivered in a smooth, intuitive manner. There’s also a dedicated one-pedal mode for more assertive regeneration, capable of bringing the vehicle to a full stop without touching the brake pedal.

Braking duties are handled by an advanced brake-by-wire system paired with an integrated electronic booster. This setup can transition between regenerative and traditional friction braking (via front and rear discs) in mere milliseconds, depending on pedal input. The result is a brake pedal that feels natural, with consistent, confidence-inspiring stopping power.

Mahindra BE 6 range - 9/10 Has a commendable real-world range of 449km on a combined city and highway cycle.

Mahindra BE 6 range, regenerative braking, battery economyBattery capacity (kWh)79 (tested)Battery economy in city (km/kWh)5.55Battery economy on highway (km/kWh)5.81Average battery economy (km/kWh)5.68Range (km)449 (combined)Regenerative braking Level 1 (80-20kph)299.47m/21.23sRegenerative braking Level 2 (80-20kph)190.02m/13.64sRegenerative braking Level 3 (80-20kph)122.11m/8.8s

The ARAI-rated range for the BE 6 with the 59kWh battery is 535km, and that for the 79kWh version is up to 682km. For our real-world range test, we kept the BE 6 in its most efficient ‘Range’ drive mode, with the regenerative braking set to Level 1 on the highway and Level 3 in the city. In our city test cycle, the Mahindra BE 6 delivered an efficiency of 5.55km/kWh, which translates to a real-world range of 439km. It’s worth noting, however, that the high idle time in the city, combined with high ambient temperatures touching 40deg C, resulted in a higher energy consumption.

On the highway, it was slightly more efficient at 5.81km/kWh, translating to a range of 459km. Combined, the BE 6’s 79kWh version has an efficiency of 5.68km/kWh, giving it a real-world range of 449km, which is impressive. Contributing to its efficiency are its aerodynamic shape, aero-optimised wheels and low rolling resistance tyres.

Mahindra BE 6 ride comfort and handling - 9/10 Semi-adaptive dampers give it great ride and handling balance; feels tough over broken roads and composed around bends.

Mahindra BE 6 chassis, tyres, suspension, steering, brakesConstruction5-door monocoqueTyres245/55 R19Spare tyre135/80 R18Front suspensionIndependent, MacPherson strut, semi-active dampersRear suspensionIndependent, multi-link, semi-active dampersSteering typeRack and pinionTurning circle5mFront brakesDiscRear brakesDiscAnti-lock braking systemYes

The BE 6 really impresses with its ride and handling balance. Key to this is the suspension setup, which features semi-adaptive dampers that adjust stiffness as per the drive mode you select. In ‘Range’ mode, the setup is supple and absorbent, while ‘Race’ mode tightens things up for a sportier, more engaging feel. Over broken roads and potholes, the BE 6 feels like a true Mahindra, as it deals with the rough stuff with great composure and irons out road imperfections with ease. Even at highway speeds, it feels solid, with barely any vertical or side-to-side movement.

Feels tough over broken roads and stable at highway speeds.

What really helps the BE 6’s handling is the steering. Thanks to a variable gear ratio, the steering feels quick, precise and responsive. What’s nice is that it remains light at low speeds, which aids manoeuvrability, and then builds up weight progressively as you pick up the pace. Also, given that it is RWD, the front end feels sharp and very willing to change directions. This, along with a low centre of gravity and semi-adaptive dampers, means body roll around bends is very well-contained, and it feels confidence-inspiring.

The BE 6 feels composed and predictable around bends.

What’s also commendable is that despite its size, the BE 6 is easy to drive in city traffic thanks to its tight 5-metre turning radius. In conclusion, then, the Mahindra BE 6 stands out for its polished road manners and is on par with SUVs priced two to three times higher.

Mahindra BE 6 price and verdict - 9/10 Has ergonomic foibles but is striking and feature-rich, with brilliant performance and driving dynamics.

The Mahindra BE 6 is an SUV you simply can’t ignore. Sure, it does have its shortcomings. For instance, the cabin could be roomier at the rear; there are many ergonomic issues, and the UI/UX of the infotainment system needs more refinement to become easier to live with. 

However, it gets a lot right, too, and it aces it. Its styling is polarising, but it has an undeniable road presence. It’s packed with features far beyond its price range, offers serious performance and delivers a superb driving experience. A respectable real-world range of 449km also enables intra-city travel and takes away range anxiety.

Priced from Rs 18.90 lakh to Rs 26.90 lakh (ex-showroom, excluding charger), it also comes across as a good value considering all that it offers. All in, Mahindra has ensured this electric SUV really stands out from the crowd while delivering a thrilling experience, and if that’s something you’re after, the BE 6 fits the bill perfectly.

Also see:

Tata Harrier EV road test review

Mahindra XEV 9e road test review

How do you spend a day off when abroad? With more driving, of course. So, with a Sunday in between the Munich motor show and another drive event in Austria, I spent the day driving the Skoda Elroq. Having attended its global debut last year, I knew the electric SUV looked promising, and while Skoda did say the model wasn’t under active consideration for our market, they were open to the idea of getting it here. So, could a car like the Elroq cut into a market like India?

Skoda Elroq performance and refinement - 9/10 Power delivery isn’t instantaneous but measured out in a strong and purposeful manner.  The Elroq offers up a 340hp dual-motor vRS version and three rear-drive variants labelled 50, 60 and 85, which roughly correspond to battery capacity; the 50 gets a 52kWh battery with a 170hp motor and a claimed range of 370km on the WLTP cycle. The 60 gets a 59kWh battery, a 204hp motor and a range of 385km. The 85 variant – what we have here – packs a larger 77kWh battery promising 560km of range and is powered by a 286hp motor with a claimed 0 to 100kph time of 6.6 seconds, which is plenty quick.

What’s nice is that, unlike many other EVs, power is not all served up at the start, followed by a linear run up the speedo. So, even when you put your foot down, you don’t scamper off, but power delivery is still purposeful and strong enough to maintain a good pace. On the unrestricted stretch of the Autobahn, we were very quickly able to hit the 180kph top speed. 

High-speed motoring is generally a quiet affair, and powertrain refinement is good; even tyre noise is well-contained. It’s only at higher triple-digit speeds that you will notice some wind noise around the A-pillars and tyre noise on certain road surfaces. 

Skoda Elroq range and efficiency - 8/10 Skoda Elroq 85 WLTP range is a claimed 560km.

Skoda says the range of the 85 version stands at just over 560km on a single charge, which is good. The real-world range will be lower, but something in excess of 400km will be quite achievable for most motorists. 

Skoda Elroq ride comfort and handling - 8/10 Good high-speed stability and a confident feel from both steering and suspension systems.  As with most European setups, the Elroq rides on the firmer side. On the smooth tarmac everywhere we went, it was hard to say just how the system would behave over bad roads. However, a few ruts and broken stretches were absorbed well, and the ride, while not plush, is pliant enough, and this is with the Dynamic Chassis Control (DCC) adaptive suspension system that our car had. High-speed stability is excellent; maxing it out on the Autobahn always felt controlled, and the level of composure it exhibited was really very good.  

The steering, too, is typically European – not light and one-finger-twirl effort levels; rather, the weight goes from medium to firm as you move to sportier drive modes. So, it feels nice and controlled and gives you a sense of confidence through corners; mind you, like the suspension setup, it’s not sporty and agile, just controlled and reassuring.  

Skoda Elroq exterior design and engineering - 7/10 The front looks refreshing; the sides and rear are too familiar for an all-new car. 

The Elroq debuts the brand’s ‘Modern Solid’ design language, and that’s evident really all up at the front. The nose now carries what Skoda calls the ‘tech deck’, a black panel that hides all the new tech bits modern cars need, such as the cameras, radar and lidar. It’s a nice idea and really well-executed, with none of the ungainly black blobs or domes sticking out like so many new vehicles. The panel extends into segmented daylight running lamps (DRLs) on either end and has the typical indented centre, where the bonnet dips into it. The area now carries the new Skoda lettermark instead of the round logo. The headlights are set lower down within sharp and angular insets, and the bumper’s lower edge contains automatic active cooling vents. 

The newness of the front end, however, is lost at the sides and rear, which stick with very typical Skoda design elements. The door and roofline are straightforward and crisp, as are the lines at the rear. The positioning of the number plate and the sharp crease lines across the tailgate are all very familiar, and the tail-lights look nearly identical to those on the Kodiaq. 

Skoda Elroq interior space and comfort - 9/10 Plenty of legroom and headroom at the rear; seats are nicely bolstered.

At 4.4 metres long and with a wheelbase of over 2.7 metres, the Elroq is just slightly larger than the midsize SUVs, so the space inside is good. At the rear, there’s ample legroom and headroom. With my 5-foot-8-inch frame, I had no shortage of space at the front or rear. The seats are comfy, too, with deep bolstering at the front and the outer rear seats. The centre seat is broad but rather flat, as it houses a flip-down armrest; should it be unoccupied, you can even place a handy little storage tray on the ground, taking advantage of the Elroq’s flat floor. 

There’s more storage space around the cabin, another clever one being a net fixed to the underside of the parcel tray that neatly holds the charging cable – it is space that is typically wasted, plus it also frees up boot space where the cable would be stored. The boot space stands at 470 litres, and there are a myriad of shelves, nets, compartments and trays about it, making storage of odd items very easy and handy. The parcel tray’s height can also be set at a lower level. 

Skoda Elroq features and safety - 8/10 Well kitted with lots of safety features too, such as up to 9 airbags and predictive cruise control.

Equipment-wise, the Elroq has the typical bits covered, so there’s dual-zone climate control, an HUD and ambient lighting. However, it only has a rear-view camera; a surround-view unit is reserved for the vRS. There’s a large 13-inch touchscreen, which is crisp and slick to use; the digital instrument panel, though, is a letdown, as it’s rather tiny at 5.3 inches, not very customisable and lacks a dial display option.

Below the touchscreen sits a bank of buttons for functions like drive-mode selection and hazard warning; the HVAC controls, though, are sadly via the touchscreen only. Steering-mounted controls are the signature Skoda scroll wheels that operate with a nice tactile feel. 

In terms of safety kit, there are up to 9 airbags and a full ADAS suite with predictive cruise control that uses traffic sign recognition and GPS data to adjust cruise speed in advance; for instance, it reduces speed when coming up to a roundabout. As yet, the Elroq does not have a Euro NCAP rating. 

Skoda Elroq value for money and verdict - 9/10 Superbly well-packaged and competitively priced EV, one that has good potential in India. 

A day with the Elroq has left me in no doubt about its potential in India. It could do very well indeed. It’s not lively to drive, but that isn’t its brief, and there’s really very little that’s wrong with it, the tiny non-customisable IP screen being the only bit that really disappointed me. Besides that, its midsize SUV footprint is just perfect for our conditions, and it’s a phenomenally well-packaged product. Performance is strong, and the powertrain is perfectly calibrated for an easy drive; the ride and handling inspire confidence. The interior is comfy and well-equipped and, in typical Skoda fashion, packed with clever and useful features. 

The Elroq is keenly priced, too. In the UK, the range starts at 33,000 pounds (approximately Rs 40 lakh), below rivals in that market, such as the Hyundai Ioniq 5, Volvo EX30, Mercedes-Benz EQA and BMW iX1 LWB, all of which are also sold in India. 

For a while now, Skoda India has been talking about the possibility of launching its larger EV, the Enyaq. It’s been spied on our roads and was even showcased at the Bharat Mobility Global Expo last year. However, after having driven the Elroq – and the Enyaq briefly the previous day – I am convinced it’s the Elroq that would be a far better fit. It has similar levels of performance, space and equipment as the larger sibling but at a more affordable price that aligns with Skoda’s mass-premium positioning in India. Bring it here, Skoda. 

Also see:

Porsche Cayenne Electric first look: What can we expect?

Citroen Basalt X Plus review: More affordable than a Dzire

It’s safe to say that the Cayenne has been instrumental in Porsche’s modern success story. Since its introduction in 2002, Porsche has gone on to make over 1.5 million units of the SUV in petrol, diesel and plug-in hybrid guises; an all-electric Cayenne, then, is only expected. Porsche invited us to its expansive and impressive experience centre in Leipzig, which is incidentally where the Cayenne story originally started, to understand just what makes it tick. Here’s what we gathered from an action-packed day.

Porsche Cayenne Electric: dimensions and design Built on the PPE architecture, it has a longer wheelbase than the ICE Cayenne. It shares its PPE underpinnings with the Audi Q6 e-tron.

The first thing you need to know is that the new Cayenne Electric will be sold alongside its ICE and plug-in brethren, but it’s based on a completely different platform. The electric utilises the PPE (Premium Platform Electric), which also underpins the Audi Q6 e-tron, while the ICE versions are built on the MLB EVO platform. As such, there are differences in dimensions, too. Porsche engineers wouldn’t give exact specs just yet, but the electric has a longer wheelbase, is longer overall and is slightly wider as well. 

Front and side profiles are similar to the current ICE Cayenne; the rear sees the biggest change in terms of design. It gets an active wing mounted on top of the tailgate.

We were shown a lightly camouflaged version of the production car, but it still gave us more than a fair idea of what to expect. Up front, it’s got the typical Cayenne look, with a wide front grille featuring air intakes that open and close depending on the cooling demand and a large clamshell bonnet with bulges that neatly integrate into the headlights.

The headlights on the higher-spec models will feature Porsche’s Matrix LED tech and the now-iconic 4-point LED daytime running lamps. Lower down, you also get a sporty and angular bumper. Along the sides, it still has the smooth Cayenne silhouette with a slightly tapering roofline, and you also get new alloys finished in the ‘Turbonite’ shade, at least on the Turbo variants. 

It’s at the rear where it appears the most distinct. The Cayenne Electric has a segmented LED light bar with an illuminated Porsche logo in the centre, and despite the camouflage, this did appear quite cool. There’s also an active wing mounted on top of the tailgate, and the chiselled bumper features functional air vents on either side with a diffuser element lower down. 

It may only be initial impressions, but on the whole, the Cayenne Electric does cut a handsome figure. And being a Porsche, the customisation options will be near endless for customers to personalise their SUV with the paint-to-sample palette.  

Porsche Cayenne Electric: Powertrain Over 1,000hp makes it the most powerful Porsche; oil-cooled rear motor for better thermal efficiency; 113kWh battery is said to give 600km+ range and can be topped from 10 to 80 percent in 16 mins with a 400kW fast charger.

There were also in-depth, AR-powered presentations on the Cayenne Electric powertrain, drive systems and battery to help us understand the technology and engineering that’s behind it.

• Electric motors

Powering the Cayenne Electric are two permanent magnet synchronous motors, one on each axle, which enable all-wheel drive. The Cayenne Electric will be the most powerful production Porsche to date, boasting an output of over 1,000hp and up to 1,500Nm with a push-to-pass function. This will enable the SUV to accelerate from 0 to 100kph in under 3 seconds, from 0 to 200kph in under 8 seconds and reach a top speed exceeding 250kph. That’s some serious performance, and all of this is transferred to all four wheels via a two-stage, single-speed gearbox, essentially a unit deploying two successive gear reductions to achieve the required speed drop and torque multiplication.

Depending on the drive mode selected, the system distributes the torque accordingly between the axles and can even send all of it to the rear axle under certain driving conditions. The Cayenne Electric also boasts a slightly rear-biased weight distribution (48:52). 

Porsche claims 0 to 100kph in under 3 seconds and 0 to 200kph in less than 8 seconds.

A major development has been made in the cooling system for the rear motor. Inspired by Porsche’s motorsport activities, the Cayenne Electric features direct oil cooling for the rear motor, ensuring better thermal efficiency and no drops in the motor’s peak continuous output. It uses around six litres of oil that will never need an oil change throughout its lifecycle. Thanks to this direct cooling, the Cayenne Electric can achieve up to 98 percent power-transmission efficiency in real-world scenarios, says Porsche.

• Battery and recuperation

Powering the Cayenne Electric is a 113kWh (gross capacity) NMC battery that’s been integrated into the platform, saving space, enhancing rigidity and lowering the centre of gravity – all of which benefits driving dynamics and safety, says the company. Compared to the Taycan, the Cayenne Electric’s battery is said to be seven percent more energy dense, which is claimed to give it a range exceeding 600km.

The battery also features a new thermal management system that can heat or cool the battery from both sides (top and bottom), based on the requirement. It even packs a predictive thermal management feature which, depending on the route, weather and driving style, calculates the cooling demand in advance. This helps in extending the battery’s service life and optimising the charging speed.  

Porsche says it has also set new standards when it comes to energy recuperation, as the Cayenne Electric can recover energy at a rate of up to 600kW, depending on the speed, temperature and the battery’s state of charge. This level of recuperation puts it on par with Porsche’s Formula E race car, the 99X. Porsche also claims that this new system can handle 97 percent of all braking operations without having to use the friction brakes. There are three levels of recuperation to choose from, and it can bring the car to a complete halt (one-pedal mode).

• Charging

The Cayenne Electric also breaks some new ground when it comes to charging. Its battery can be topped up from 10 to 80 percent in just 16 minutes with a 400kW DC fast charger and in 26 minutes when using a 200kW unit.

113kWh NMC battery is said to have a range of over 600km.

Another cool feature is the ‘Porsche Wireless Charging’, which is being introduced with the Cayenne Electric. This is a 7,000-euro option, though, via which customers can wirelessly charge their battery at speeds of up to 11kW. The SUV simply needs to be parked over the floor plate using the guidelines on the screen, and it’ll top up the battery at an efficiency similar to a wired AC charger. What’s great is that it is weatherproof and can detect any movement on the charging plate (animals, for example) and suspend/start the charging depending on the situation – could turn out to be a very handy feature indeed.

Porsche Cayenne Electric: Interior and features Features a new angled OLED screen dubbed Flow display and ‘mood modes’; gets leather-free upholstery with multiple material, colour and trim options, an electrically adjustable rear seat and a 553-litre boot.

While we didn’t get a chance to see the Cayenne Electric’s complete exterior, what we did get to experience was its cabin, which has some major changes compared to the ICE Cayenne.

• Design and front seats

Cayenne Electric's cabin retains some physical controls and switches.

Porsche says the interior takes some inspiration from the original 911, but it still retains certain Cayenne elements, such as the wide dashboard, the same 3-spoke steering wheel, the analogue Sport Chrono lap timer and the vertical AC vents on either side. The biggest talking point is the new 3-screen layout that dominates the dash. But it’s nice that it still retains some physical buttons and switches for the AC and infotainment in the centre console. There’s also a centre armrest that can be optioned with heating. Front seats aren’t too dissimilar to the ICE Cayenne, which is a good thing, as they offer great support and loads of adjustability.

• Screens

Now, coming to those crisp, high-resolution screens that, incidentally, make the largest digital display ever offered on a Porsche. The setup comprises a 14.25-inch curved display for the instrument cluster that shows all the necessary driving/media information and a large, 14.9-inch passenger display (optional) through which one can control various functions of the infotainment system and even see drive status, among other things. The real highlight, though, is the new 12.25-inch angled OLED centre touchscreen, dubbed ‘Flow display’. This screen, which is hyper-responsive and intuitive to operate, just amplifies the cabin’s wow factor.

In the centre console, Porsche has added a new handrest called the ‘Ferry pad’ on which one can rest their hand while operating the Flow display – it’s ergonomically sound. The Cayenne Electric features an improved electronic architecture over the Macan Electric, and hence, the screens now support more third-party apps, there are more personalisation options, and you can even play games on the passenger screen while charging.

• Features

14-way powered front seats get a massage function with a new vibration mode.

Being Porsche’s flagship SUV, the Cayenne Electric comes loaded. While the complete feature set is yet to be revealed, the standout elements include configurable ambient lighting; 14-way adjustable front seats with memory, heating, cooling and massage with a new vibration function; a sliding panoramic sunroof that can be made matt, clear or opaque at the touch of a button; an AR-powered head-up display; an AI-powered voice assistant; a digital key; and multiple device charging provisions, including a wireless charger, among many other features.

A new addition is ‘mood modes’, which consists of nine pre-configured ‘moods’ to choose from, such as Dynamic, Relaxation and Focus. Basically, what mood modes do is configure the seat functions, screens, sounds, AC and ambient lighting to reflect each mode. For example, in Dynamic mode, you get sporty sounds, red ambient lighting and a sporty cluster theme, among other bits.   

• Materials

In keeping with the Cayenne Electric’s green theme, its upholstery is said to be entirely leather-free. Porsche is offering up to 13 different colour options, four interior packages and four new material options – including Race-Tex and Pepita fabrics made popular by the 911. There are multiple trim options, too, including wood, aluminium and carbon fibre, and buyers can further customise the interior using Porsche’s Exclusive Manufaktur range and the Sonderwunsch special requests programme.

• Rear seat

4-way powered rear seats up comfort quotient. 

Like the regular Cayenne, the rear seat of the Cayenne Electric is a comfortable place to be. There’s ample headroom and kneeroom for six-footers, it’s wide enough for three, and what’s nice is that you’re not seated in a knees-up position. But what aids comfort at the rear is 4-way electric adjustability, so rear passengers, too, can adjust the backrest recline and the seat base – neat.

• Practicality

Like many born EVs, the Cayenne Electric boasts added practicality over the ICE, with a large cubby in the centre console. This is further backed up by a big glove box, a sizeable front trunk and a 553-litre boot that can be expanded to 1,588 litres with the rear seats down. However, as expected, there’s no space-saver spare tyre, and you only get a puncture repair kit with a tyre inflator.

Porsche Cayenne Electric: Track and off-road experience Passenger rides showcased just how capable the Cayenne Electric is on the track and off-road.

Unfortunately, there was no driving during this visit, but passenger rides with Porsche’s drivers did show off its capabilities.

• Track experience

New Porsche Traction Management system (ePTM) helps it climb steep inclines.

The Porsche test track in Leipzig consists of some of the best corners from circuits the world over, like the corkscrew from Laguna Seca and the Karussell from the Nurburgring, among others, which naturally means it’s one epic track to demonstrate the Cayenne Electric’s on-tarmac prowess. The Cayenne Electric Turbo launches with a ferocity that backs up its 0 to 100kph time of under 3 seconds, pinning me back in the seat until the expert backed off (a little too late for my liking).

On track is where the Active Ride suspension (optional and a first for a Porsche SUV) really came to the fore, keeping this massive 2.5-tonne SUV flat around corners, with barely any body roll. The Porsche Torque Vectoring Plus system and the optional rear-wheel steering lend the Cayenne impressive agility and great traction out of corners. The optional carbon ceramic brakes also did their bit to stop it on a dime. Two breathless and slightly nauseous laps later, I was staggered as to how capable it is on a track despite being what it is – a large, heavy SUV. 

• Off-road experience

All off-roading was done on Pirelli P Zero road tyres.

Then came the off-road experience. Just off the test track and experience centre is Porsche’s off-road proving ground that encompasses a former military base, which, to this day, has a bunker and a tank bridge. And apart from some wildlife, there’s a whole host of obstacles that’ll test even the most capable of off-roaders.

First up was a steep and slippery incline of about 38 degrees, which is tough enough to walk up. But the Cayenne Electric slowly and steadily climbed without drama thanks to the new Porsche Traction Management system (ePTM) that can adjust the acceleration, torque and traction slip in just 5 milliseconds. The hill decline, too, was taken in its stride, with Porsche’s hill-descent control doing most of the work, braking as and when needed.

The Active Ride suspension also stood out in the articulation obstacle, keeping the SUV flat and transferring as little movement to the cabin, with the wheels and suspension doing all the hard work. Finally, a water-wading obstacle showcased its all-weather capability. Mind you, this was all on Pirelli P Zero road tyres, which is commendable.

Porsche Cayenne Electric: Global debut and India launch Cayenne Electric to debut globally in November; India launch expected in the second half of 2026.

The new Porsche Cayenne Electric is set to make its global debut in November, with launches in international markets first. The SUV will be shown in two guises initially – base and Turbo; other variants like the 4S will join at a later stage. As for India, the electric Cayenne is expected to launch in the second half of 2026.

Porsche has not said which variants will be offered in our market, but it is safe to assume that the base and the Turbo will be on sale, given that’s the case with the Taycan and Macan EVs here. As for the competition, the Porsche Cayenne Electric will rival other all-electric luxury SUVs, such as the upcoming Range Rover Electric, Mercedes-Benz EQS SUV, BMW iX and Audi Q8 e-tron. 

Citroen recently introduced the Basalt X, giving this stylish coupe-crossover an extensive update. With this, Citroen has addressed some of its shortcomings and has made this car a lot more appealing – it gets a completely new interior and a longer list of features. Powertrain options have been carried over from the previous version – there’s an 82hp 1.2-litre 3-cylinder petrol mated to a 5-speed manual gearbox and a 110hp 1.2-litre 3-cylinder turbo-petrol mated to either a 6-speed manual or an automatic gearbox. The focus of this text is on its petrol engine to see whether it is worth considering.

Citroen Basalt X Exterior Design and Engineering - 9/10 Looks distinctive and is larger than any other car available at a similar price. Styling remains unchanged, and the only visual indicator is the ‘Basalt X’ badging on the boot.

The Citroen Basalt’s sleek, coupe-like rear design, with its sloping roofline and sculpted tail, lends it a distinct identity. SUV cues come from its 180mm ground clearance and chunky body cladding available from the Plus variant onwards (missing on the You variant). The entry-level petrol variants get 16-inch steel wheels with dark grey plastic wheel caps. Measuring 4,352mm long and 1,765mm wide, with a 2,651mm wheelbase, the Basalt is larger than any other car available at a similar price.

Citroen Basalt X Interior, Space and Comfort - 8/10 New dash design available from the Plus variant onwards ups its desirability multifold. New interior design, colours and materials significantly lift its appeal. Base You variant still retains the outgoing version’s interior.

With the Basalt X, Citroen has thoroughly revamped the cabin, starting from the Plus variant (the base You variant carries forward the outgoing version’s dashboard design). The dashboard now features a layered design with a light-and-dark grey colour theme, complemented by gloss-black panels, silver-finished switches, a new instrument cluster and a free-standing touchscreen. Together, these updates make the interior feel far more premium.

While the seats on the petrol variants aren’t height-adjustable, their default position is set on the higher side, giving drivers a commanding view of the road. Rear-seat space is surprisingly generous despite the coupe-like sloping roofline. Passengers get three fixed headrests and 3-point seatbelts, though rear AC vents are limited to the higher variants.

Dual-coloured (light and dark grey) fabric seats with red inserts look nice. The Plus variant gets three (fixed) headrests and 3-point seatbelts at the rear.

Boot space is another highlight – at 470 litres, it’s the largest in its class and even more than some cars from a segment above. The hatchback-style opening makes loading and unloading luggage easy, and folding down the rear seats adds even more flexibility.

Citroen Basalt X Features and Safety - 7/10 While standard safety features are welcome, it still lacks smaller features available in similarly priced cars. Albeit basic, the 10.25-inch touchscreen with wireless Android Auto and Apple CarPlay is available from the Plus variant.

The Basalt petrol is offered in two entry-level trims – You and Plus. Standard safety is commendable, with 6 airbags, ESP and hill-hold assist across both.

The Plus variant, however, is the one to go for, as it adds a 10.25-inch touchscreen with wireless Android Auto and Apple CarPlay, a 7-inch digital instrument cluster, powered folding mirrors, dual-tone interiors and a tyre-pressure monitoring system.

Citroen Basalt X Performance - 7/10 The engine is peppy, although not as smooth or refined as Maruti’s Z-series. The Basalt’s 1.2-litre naturally aspirated petrol engine produces 82hp and 115Nm. While the numbers may look modest on paper, the car’s relatively low kerb weight (1,065-1,108kg) and well-judged gear ratios make it feel lively in city driving. There’s enough punch to keep up with traffic, and it revs quite freely on open stretches.   Since the base You variant doesn’t get black plastic cladding, it looks more like a sedan. The body cladding is available from the Plus variant onwards.

It isn’t as smooth or as refined as Maruti’s Z-Series engine (Dzire), and while idling, you will feel some vibrations in the Citroen’s cabin. The clutch feels a bit heavy, and the gearbox works fine in everyday use, but its notchy shifts aren’t suited to quick gear changes.

Citroen Basalt X Mileage - 6/10 Basalt petrol isn’t as efficient as its turbo-petrol version.

In terms of efficiency, the NA petrol’s 18kpl figure is actually lower than the turbo-petrol’s, which returns 19.5kpl (manual) and 18.7kpl (automatic). So the turbo is not just quicker but also more efficient, making it the more appealing choice overall.

Citroen Basalt X Ride Comfort and Handling - 9/10 Outstanding ride and handling balance make the Basalt feel like a much more expensive car. The Basalt’s steering is light and direct, and makes manoeuvring this car a breeze. What further helps is its incredibly tight 4.9-metre turning radius. Impressively, despite boasting a healthy 180mm ground clearance, it handles and changes direction very confidently, with body roll well in check.

What really sets it apart, though, is its ride quality. The suspension smoothens out rough roads and potholes with remarkable ease, giving the Basalt the feel of a much more expensive car. At all speeds, it remains planted and confident.

Citroen Basalt X Price and Verdict - 7/10 It's more desirable now and good value too; certainly worth considering.  Free-standing digital instrument cluster has limited screen layout options.

The Basalt X is priced between Rs 7.95 lakh and Rs 9.42 lakh for the petrol and Rs 10.82 lakh and Rs 13.11 lakh for the turbo-petrol. This makes it an exceptional value-for-money car, with the petrol undercutting the Maruti Dzire, a much smaller sedan. The new interior and features make it a lot more desirable now. Additionally, the Citroen’s biggest strengths are its sensible packaging, cavernous boot and outstanding ride and handling balance. If you have a Citroen sales and service touchpoint nearby, the Basalt X is worth considering.

Before you roll your eyes and sigh, “Another Audi that we won’t get for some time”, know that this third-gen Audi Q3 is coming (relatively) soon. It will jump the queue of India-bound models like the A5, the new Q5, the new A6, the Q6 e-tron and the A6 e-tron and should go on sale in our market by mid-2026. 

We’ve driven one in sunny, rainy and windy Scotland to tell you what to expect. The news is good.  

2026 Audi Q3 exterior design and engineering - 8/10 New Q3 is about the same size as the outgoing model.

The new Q3 is all of 40mm longer than the outgoing model, while the wheelbase remains unchanged. It’s the similar footprint that lends familiarity, because in styling, the new Q3 takes a very different direction from older Q3s. Gone are the subtle angular cues of the Gen 1 and Gen 2 models, and in comes a more flamboyant styling treatment.

Split headlamps look could split opinion.

A large honeycomb grille with a 2D Audi logo that hides the ADAS radar takes centre stage, but what could split opinion is the now commonplace arrangement of split headlamps. The high-set LED daytime running lights do wow with four configurable light signatures, while the main headlights optioned with Digital Matrix LEDs hide a few tricks too. They can project a carpet of light to illuminate your lane and also project arrows to warn you if you’re veering off your lane or if there’s a vehicle in your blind spot. Really cool.

Q3 for India to get 18-inch rims.

There’s a generally softer treatment at the sides of the new Q3, with the blister-like effect above the rear wheels adding muscle to the stance. As before, buyers will have the choice of the conventional SUV body style (featured here) and the Sportback option that gets a coupe-like roof. Wheel sizes range from 17 to 20 inches, though 18-inchers will be standard for India. Here’s hoping Audi opts for an exciting design for the India-spec model this time around.

Rear lighting includes OLEDs, an illuminated logo and a full-width light bar.

There’s a split look for the tail-lamps as well, with the main units available with OLED illumination as an option. A light bar runs the width of the tailgate, and the Audi logo lights up when low beam or high beam is selected. Do note, the model featured here is finished in sporty S Line trim with black detailing that contrasts really well with the body paint. In all, the new Q3 looks stylish and better in the metal than it does in the pics.

New Q3 is based on Volkswagen Group’s MQB platform.

Under the skin, the new Q3 is based on the latest version of the VW Group’s MQB platform. There’s more tech than before, and Audi says a lot of work has gone into enhancing the dynamics, too.

2026 Audi Q3 interior space and comfort - 8/10 New Audi Q3 interior has a youthful vibe.

The new Q3’s cabin is a likeable space. The dashboard ticks the tech checkboxes with its large central touchscreen and digital dials, but it’s done with flair, and there’s a general youthful vibe inside. Our test car’s metal-like dash overlays, Alcantara trim and contrast stitching sure helped to this end. Overall quality is good, with all touchpoints feeling worthy of an Audi, though you will find hard plastics low down on the dash.

Light and wiper controls have been combined into one stalk, with the gear selector on the other end.

As with earlier Q3s, you get a slightly elevated driving position and good all-around visibility, which put you at immediate ease. Front seat comfort is good, the flat-bottomed steering is great to hold, and it’s easy to find a comfy driving position. What does feel like a forced change, at least initially, is the new control panel behind the steering. The right arm of the panel is home to the gear selector, while the left arm bundles wiper and light functions, of which there are many. However, it’s easy to get the hang of this new control layout. 

Moving the gear selector to near the steering has freed up more storage in the centre console. The Q3 serves up a wireless charger, two cup holders and a large box between the front seats. Bottle holders at each of the doors and a well-sized glove box are other on-board storage options.

Rear seat space on par with current model.

At the back, the new Q3 feels as spacious as the old model. That is to say, there’s enough room for two six-footers to sit in comfort (headroom and kneeroom are good), but a third passenger would be a squeeze. The rear bench is well-padded, gets backrest adjust and can be slid fore-aft, too, though these functions are primarily to maximise luggage room and not passenger comfort.

New Audi Q3 boot space stands at 488 litres.

With the seats in their stock setting, the Q3 offers 488 litres of luggage room. The luggage bay is well-shaped, and there’s also the flexibility of 40:20:40 split-and-fold rear seats for times when you need to maximise space for luggage. It’s safe to assume Audi will make the most of the space under the boot floor to strap in a spare tyre for the India-market Q3.

2026 Audi Q3 features and safety - 8/10 11.9-inch dials and 12.8-inch touchscreen form curved display. Tech-laden dashboard dominated by dual-screen setup.

The Q3 takes a big step forward in tech. The 11.9-inch digital dials and 12.8-inch touchscreen (angled slightly towards the driver) are vibrant and very slick to use. The touchscreen is packed with features, gives the option to download additional apps, and yes, offers wireless Android Auto and Apple CarPlay, too. The thing is, at a time when others are bringing buttons back, Audi has gone all in on its touchscreen. The lovely click-clack physical climate control dials of the old model have, sadly, been dropped, meaning you have to use the screen for air-con settings, too, which isn’t ideal on the go.

Aside from the screens and exterior lighting covered earlier, the Q3 also packs configurable ambient lighting, a 360-degree camera (the resolution could be better) and 3-zone climate control. A sunroof will undoubtedly be part of the package for the India-spec model.

Q3 could debut with ADAS in India.

In terms of safety kit, the Q3 gets the essentials like 7 airbags, ABS and ESC. Audi has been behind the curve in rolling out ADAS functions in India, but things should change by the time the new Q3 makes its way here. The Q3’s ADAS suite includes features like emergency braking, adaptive cruise control and lane keep assist. An emergency assist feature can also steer the car and bring it to a halt on a shoulder if the vehicle detects an unresponsive driver.

2026 Audi Q3 performance and refinement - 9/10 India to get Q3 with 204hp, 2.0-litre turbo-petrol engine.

The Q3 is offered in Europe with petrol, diesel and plug-in hybrid powertrains. India, however, will get the Q3 only with a 204hp, 2.0-litre turbo-petrol engine mated to a 7-speed dual-clutch transmission and standard-fit Quattro all-wheel drive. Audi claims a 0-100kph time of 7.1 seconds for this version of the Q3, so zippy performance is almost a given.

Throttle response is strong, making the Q3 very fun on open stretches.

Featured here is the Q3 with the 2-litre engine but in a higher 265hp state of tune. The claimed 0-100kph time drops down to 5.7 seconds, making this a properly brisk car. It’s very responsive to throttle inputs and feels almost too eager in town. You have the option to dial things down with drive modes. On open stretches, the engine came into its element, delivering strong, smile-inducing performance. Maybe Audi should consider the 265hp version as an enthusiast’s special for India?

2026 Audi Q3 fuel efficiency - 7/10 Expected to deliver a mileage comparable to the current Q3. The Q3 is yet to be homologated in India, and we’ll have to wait for an official ARAI fuel economy figure. However, it’s safe to assume efficiency would be in the same ballpark as the outgoing Q3. You can expect 7-9kpl in city driving and up to 15kpl on highway drives. 2026 Audi Q3 ride comfort and handling - 9/10 Q3’s small size makes it easy to drive in town and on hilly roads. The Q3 isn’t a hulking SUV, which is just as well because Scotland’s countryside is all narrow roads. The Q3’s small size is actually a virtue, be it in rural Scotland or downtown Mumbai. Handling is enjoyable, with neat body control and a good feeling of connect at the steering.   Ride comfort remains a Q3 highlight.
What the Q3 also continues to get right is ride comfort. Our test car, on its 20-inch rims, wasn’t ruffled by potholes and uneven patches, and straight-line stability was as good as you’d expect of a German car. Holding the key to the Q3’s plush ride is a new optional damper with individual controls for compression and rebound, essentially allowing more precise response to different kinds of road imperfections.

Scotland’s weather can change from bright and sunny to grey and wet in minutes. Over unfamiliar wet roads, there was a confidence in knowing all-wheel drive was working in the background.

2026 Audi Q3 price and verdict - 8/10 Power and performance could give Q3 an edge over GLA and X1.

You could argue that the new Q3 isn’t revolutionary, but at a time when cars are being reduced to gadgets on wheels, the Audi does stand out by being a mechanically sound and enjoyable-to-drive package. In fact, the combination of a 204hp petrol engine and all-wheel drive immediately gives the Q3 bragging rights over the petrol Mercedes GLA and BMW X1 that it will rival. In its latest avatar, the Audi also matches rivals on tech and goodies.

New Audi Q3 is expected to be priced at around Rs 50 lakh.

We estimate ex-showroom pricing to be in the region of Rs 50 lakh, and for many, it will be money very well spent.

Also see:

2025 Mercedes Benz E 220d review: Going the distance

2025 Renault Triber review: Big space, small pace

Also See:

2025 Renault Triber video review

Maruti Suzuki Victoris video review 

2025 Vinfast VF6 review: Curvv EV rival is big on features

 

Car and Bike news, reviews and videos.

Maruti Suzuki Arena dealers are offering discounts and benefits on nearly the entire model portfolio this month. Excluding the Ertiga MPV and the new Dzire compact sedan, every Maruti Suzuki Arena model is available with cash discounts, an exchange or scrappage bonus, and a rural offer, among other benefits. Here’s how much you could save on a new Maruti Arena car in October 2025.

1. Maruti Swift and Wagon R discounts in October 2025 go up to Rs 57,500
2. Alto K10 and Celerio discounts stand at up to Rs 57,500 and Rs 47,500, respectively
3. Brezza offers go up to Rs 25,000

Disclaimer: Discounts vary from city to city and are subject to stock availability. Please check with your local dealer for the exact amount.

Maruti Swift discounts October 2025 Up to Rs 57,500 off

This October, the Swift  ZXi petrol MT, AMT, and CNG models are offered with maximum discounts of up to Rs 57,500. For the LXI trim, savings can reach Rs 42,500, which consists of a Rs 10,000 cash discount, either a Rs 15,000 exchange bonus or a Rs 25,000 scrappage bonus, plus additional benefits of up to Rs 7,500. Meanwhile, other variants feature offers ranging between Rs 52,500 and Rs 57,500. The Maruti Swift is priced from Rs 5.78 lakh to Rs 8.64 lakh.

Maruti S Presso discounts October 2025 Up to Rs 57,500 off

The S Presso gets benefits reaching up to Rs 57,500 on any variant this month. The deal is structured with cash discounts of up to Rs 25,000, a choice between a Rs 15,000 exchange bonus or a Rs 25,000 scrappage bonus, and other benefits amounting to Rs 9,000. Pricing for the S Presso begins at Rs 3.49 lakh and goes up to Rs 5.24 lakh.

Maruti Wagon R discounts October 2025 Up to Rs 57,500 off

The popular  Wagon R is being offered with total savings of up to Rs 57,500 across its entire range in October. These benefits include cash discounts up to Rs 25,000, an exchange bonus of Rs 15,000 (or a scrappage bonus of Rs 25,000), and further benefits of up to Rs 9,000. The Wagon R's price starts at Rs 4.98 lakh and climbs to Rs 6.94 lakh.

Maruti Alto K10 discounts October 2025 Up to Rs 57,500 off

This month, every variant of the Alto K10 comes with a potential discount package of up to Rs 57,500. The offer includes a flat Rs 25,000 in cash discounts, a Rs 15,000 exchange bonus (or a Rs 25,000 scrappage bonus), and additional discounts valued at up to Rs 9,000. The price for the Alto K10 starts at Rs 3.69 lakh, with the top model priced at Rs 5.44 lakh.

Maruti Celerio discounts October 2025 Up to Rs 47,500 off

The Celerio gets offers worth up to Rs 47,500 on all its variants this month. This savings package is broken down into a Rs 15,000 cash discount, a Rs 15,000 exchange bonus or a Rs 25,000 scrappage bonus, along with other discounts of up to Rs 9,000. The Celerio's price band is between Rs 4.69 lakh and Rs 6.72 lakh.

Maruti Eeco discounts October 2025 Up to Rs 42,500 off

For October, the Eeco is available with benefits that total up to Rs 42,500 for both its petrol and CNG versions. The discount structure consists of Rs 10,000 in cash discounts, an option between a Rs 15,000 exchange bonus or a Rs 25,000 scrappage bonus, and other discounts reaching Rs 7,500. The Eeco is priced from Rs 5.90 lakh to Rs 6.35 lakh.

Maruti Brezza discounts October 2025 Up to Rs 25,000 off

The Brezza is also a part of the month's promotions, with benefits of up to Rs 25,000 available on all its variants. These savings are available as either a Rs 15,000 exchange bonus or a Rs 25,000 scrappage bonus for every model. The Brezza's price ladder starts at Rs 8.25 lakh and goes all the way up to Rs 13.01 lakh.

ALL PRICES ARE EX-SHOWROOM, DELHI.

Also see:

Suzuki Vision e-Sky BEV concept revealed

Maruti Grand Vitara hybrid discounts go up to Rs 1.80 lakh in October

Dacia has unveiled the Hipster Concept, a new prototype that shows the brand's future direction of light, basic, and affordable electric mobility. This concept is a design and engineering study and could translate into a production model. It highlights Dacia's goal of making electric driving more affordable.

1. Dacia aims to make EV ownership more attainable
2. Ultra-light, four-seat EV focused on essentials and everyday city use
3. Minimal features, small battery, interior layout to reduce lifecycle emissions

Dacia Hipster EV: Core specs and design philosophy Light, tiny, four-seat EV aimed at low cost and real city use.

Under 800kg and 3.0 metres long, the Hipster keeps weight down, so a small battery does the job.  Dacia says the Hipster's battery and motor are “sized as needed” and also mentioned that cutting mass and materials could halve the car’s total lifecycle impact.

The target is under GBP 15,000 (about Rs 17.66 lakh), placing it against entry-level EVs in Europe. The idea is to use simple packaging and hardware, keeping costs in check without adding features that don’t help daily use.

The tall glass, short overhangs and boxy shape are used to carve space where it counts for city driving. The upright body fits four adults and has a useful fold-down boot. 

Dacia Hipster EV: Minimalist features Stripped-back cabin, phone-as-screen, fabric straps, unpainted panels keep weight low.

The Hipster trims out extras to keep weight and price down, using lightweight seats with exposed frames and mesh covers, sliding manual side windows and a simple dock where a phone handles maps, music, and the digital key.

There’s no built-in infotainment screen or complex electronics, which makes repairs and maintenance simple.

Outside, fabric straps replace conventional door handles and many panels are left unpainted. This  reduces parts, making the body easier to build and simpler to repair.

The Hipster concept is designed from the ground up to be efficient. It counters the trend of rising car costs and weight by focusing on only what drivers actually need.

Also see:

Updated Dacia Spring EV gets more power

Tesla rolls out more affordable Model Y, Model 3 variants

New Lamborghini Manifesto concept previews brand's future design direction

Tesla launched the Model Y in India back in July 2025 with two trims on offer: Standard RWD and Long Range RWD, with a claimed range of up to 622km as per the WLTP cycles. Now, the American carmaker has increased the WLTP-claimed range of the top-spec Long Range model to 661km. 

1. Long Range RWD trim now features a bigger 84.2kWh battery pack 
2. No changes have been made to the base-spec Standard variant
3. Prices remain unchanged even after the update

Tesla Model Y: battery pack and range update

Since its India launch in July 2025, Tesla has been offering the fully loaded Long Range RWD variant with a 78.1kWh battery pack with a WLTP-certified claimed range of 621km. Now, the EV maker has quietly updated this variant with an enhanced 661km range (39km more than before). Reports suggest that this has been achieved via a bigger 84.2kWh battery pack.

That being said, the electric motor mounted on the rear axle is unchanged as this variant continues to sprint from 0-100kph in 5.6 seconds.

The Standard RWD trim continues with the 64kWh battery pack and a claimed range of 500km (WLTP-rated). The 299hp rear-axle-mounted electric motor is also unchanged.

Other than the bigger battery pack and the additional claimed range, nothing else has been revised on the Model Y. From the sleek exterior design to the feature-loaded cabin, everything is the same as before.

Tesla Model Y price in India 

Even though the battery pack has been updated, Tesla has not hiked prices of the Model Y. The Standard variant is still priced at Rs 59.89 lakh, while the Long Range variant is priced at Rs 67.89 lakh.

All prices, ex-showroom, India

Also See:

Tesla readies affordable Model Y for global debut

Tesla Model Y to get 6 seater variant in China

The rare earth supply crisis was most well-known to affect EV and hybrid motorcycles, but the reality is that these materials are widely used in applications such as motor sensors that find their way into all automobiles.

1. Royal Enfield 350cc models to be shipped with a neutral indication system
2. The brand will retrofit it once the component is available

Royal Enfield has released a circular to its dealers As of now, only 350cc models are affected

Royal Enfield has now made a move to work around the rare-earth supply constraints by removing the gear shift indicator from its 350cc J Series motorcycle. We first noticed this when we recently rode the new Meteor 350 and have subsequently discovered that the same applies to all of the company’s 350cc bikes that have a gear position indicator. Other models in the company’s line-up don’t seem to be affected as of writing this.

Thankfully, the good news is that this is just a temporary measure. The company has released a circular to its dealers, stating that the bikes that have been sold without the sensor installed will be equipped with one once the component stock is available. That means that customers looking to buy a new Royal Enfield 350cc bike soon might have to ride without a gear shift indicator until the company is ready to retrofit one in their bikes. 

The rare earth supply situation has been slowly improving, and it is not as bad as it was a few months ago, so hopefully, RE won’t have to do this for very long. That said, Royal Enfield appears to be the only two-wheeler manufacturer that has taken a step like this so far.    Also see: 

Royal Enfield Scram, Himalayan, 650 range price to increase by up to Rs 29,486

We reported in 2023 that Audi was developing a rugged 4x4 SUV to take on the likes of the Mercedes G-Class and Land Rover Defender, and CEO Gernot Dollner has now hinted that its unveiling is on the horizon. When asked by Autocar UK if the 4x4 was still a live project, Dollner said, “Stay tuned”, without revealing an exact debut timeline. The new flagship SUV will also introduce a radical new design and technology features, which will trickle down to more stablemates.

1. The upcoming SUV may feature Audi’s new design language
2. It’ll ride on a VW Group platform, former Audi design boss Marc Lichte had said
3. BMW also developing new hardcore off-roader to rival Defender and G-Wagon

New Audi 4x4 SUV details so far May feature Audi’s new simplistic design language Such a model would build neatly on the carmaker’s legacy of Quattro models and tap into a highly profitable part of the market in which Audi was unrepresented, ex-Audi design boss Marc Lichte had said in 2023. “There is potential because there are only two premium players in the luxury 4x4 segment... and I think there is a space for a third one,” he had stated.

Lichte left Audi soon after and was replaced by Massimo Frascella, who was key in shaping the Defender at Jaguar Land Rover from 2011 to 2024. This had led to the speculation that Audi may launch a similar SUV. The upcoming SUV may also feature the brand’s new simplistic design philosophy, which was recently seen with the new Concept C revealed at the 2025 Munich motor show.

New Audi 4x4 SUV powertrain Could get an electric powertrain

Details about the new SUV’s powertrain options are not clear at the moment. Reportedly, it may be aligned with the upcoming electric Traveler SUV from Scout Motors (owned by Volkswagen). The Scout Traveler EV will also be aimed at the Defender.

Also see:

New Audi Q3 India launch in 2026

BMW developing new hardcore off-roader to rival Defender, G-Wagon

Mercedes, BMW, Audi car prices drop by up to Rs 11 lakh with GST reform

After showing it as a working concept some months ago, Honda has taken the covers off the production-spec CB1000F neo-retro motorcycle overseas. The CB1000F is based on the same platform as the CB1000 Hornet, but it dons a classical silhouette and its mechanical underpinnings have been heavily revised to suit its riding characteristics.

1. 1,000cc, four-cyl engine makes 123.7hp and 103Nm
2. Has seen extensive chassis revisions compared to CB1000 Hornet
3. Has keyless ignition and full-LED lighting
4. Available in three colours

Honda CB1000F engine and chassis details It's a heavily reworked and restyled CB1000 Hornet.

At the heart of the CB1000F is the same 1,000cc, 2017 CBR1000RR Fireblade-derived engine that does duty in the biggest Hornet, but Honda has done extensive work to the engine's internals in this application. Big Red has employed revised camshafts (for both the intake and exhaust), tuned the intake specifications differently, revised the airbox and employed a new 4-2-1 exhaust system on the CB1000F’s motor. The result is an engine that makes lower peak output – 123.7hp at 9,000rpm and 103Nm of torque at 8,000rpm – compared to the Hornet (157hp at 11,000rpm / 107Nm at 9,000rpm). 

However, the peak output is delivered quite a bit lower in the rev band. Honda has also revised the gear ratios with shorter first and second gears and taller third to sixth cogs to suit the CB1000F’s riding style. The company claims that at 100kph in top gear, the CB1000F’s motor is spinning at 4,000rpm, compared to the Hornet’s higher 4,300rpm.

Honda started with the same main frame as the CB1000 Hornet for the CB1000F, but the latter gets its dedicated subframe design. The CB1000F has a stepped single-piece seat and a different rider’s triangle to the Hornet with some key specifications also seeing a change. Seat height stands at a very manageable 795mm on the CB1000F (down from the Hornet’s 809mm perch), and with its 16-litre fuel tank brimmed (1L less than the Hornet), this rather handsome machine weighs 214 kilos (2kg more than the Hornet). The CB1000F’s wheelbase, rake and trail stay the same as the Hornet.

The CB1000F is suspended by Showa suspension that’s nearly fully adjustable (save for compression damping at the rear) and its stopping duties are carried out by Nissin hardware. It employs 310mm dual discs at the front with twin radially mounted monobloc calipers, and a 240mm rear disc with a single-piston caliper. Tyre sizes are the same as the Hornet – 120/70-ZR17 / 180/55-ZR17 (F/R), shod with Dunlop rubber.

Honda CB1000F features and electronics  It has keyless ignition, full-LED lighting and a suite of electronics.

The CB1000F might look pleasingly old-school, but it's thoroughly modern under those swooping, retro lines. Equipped with a 5-inch colour TFT display, all-LED lights, keyless ignition (physical key still needed for fuel filler and seat) and a decent – but not overcomplicated – suite of electronic rider aids. 

 

This comprises three preset riding modes – Sport, Standard and Rain – and two User (customisable) modes. These allow you to fiddle around with engine power modes, engine braking levels and traction control settings. Dual-channel ABS is standard but isn’t switchable. The bi-directional quickshifter is an optional extra. The suite of accessories comprises heated grips, the headlight cowl, radiator grille, centre stand, some soft luggage, and much more. 

Honda CB1000F price and colours It is offered in three colours and one variant for EU markets.

The CB1000F is offered in three colours – silver/blue, silver/ black and black/red – and is available in a single variant in EU markets. While prices are yet to be announced, we do have that information for Honda’s home market.

In Japan, the CB1000F is priced at 1,397,000 yen (approx. Rs 8.11 lakh), which places it higher than the equivalent CB1000 Hornet which costs 1,342,000 yen (approx. Rs 7.79 lakh). We expect a similar pricing strategy for other markets as well and more details on that front will trickle through around EICMA 2025, set to be held in early November.

Also See: Honda BigWing models prices increase by up to Rs 2.92 lakh

Skoda India opened bookings for the upcoming Octavia RS just earlier this week for a token amount of Rs 2.50 lakh. Only 100 units were allocated and all of them have already been spoken for ahead of the scheduled price announcement on October 17. The Skoda Octavia RS is arriving in India as a full import, and prices are expected to be around the Rs 50 lakh-55 lakh (ex-showroom) mark.

1. Skoda Octavia RS gets a 265hp, 2.0-litre turbo-petrol engine
2. Claimed 0-100kph time of 6.4 seconds; top-speed limited to 250kph
3. Features include a 12.9-inch touchscreen, ADAS suite, 19-inch alloys

The Octavia RS has always enjoyed a cult status in India, and the enthusiasm for the new fourth-generation model is no surprise. Even the previous-generation Octavia RS 245 launched in 2020 (limited to 200 units) was sold out in a little over a month’s time. However, there could be some cancellations post the price announcement, so interested buyers can try checking with a Skoda dealer near them post its launch.

Skoda Octavia RS India details

Under the hood, the latest Octavia RS gets a 265hp, 370Nm 2.0-litre, 4-pot, turbo-petrol engine, making it the most powerful iteration of the Octavia RS ever. Transmission duties are handled by a 7-speed DSG automatic gearbox, and power is sent to the front wheels. Skoda claims a 0-100kph time of 6.4 seconds and an electronically limited top speed of 250kph. The same engine is also found under the hood of the Volkswagen Golf GTi in India. The India-spec Octavia RS will also come equipped with a sports exhaust system as standard.

There will be five paint options on offer: Mamba Green, Magic Black, Candy White, Race Blue and Velvet Red. The interior will come finished in all-black suede and leatherette upholstery. 

Other standard fitment include 19-inch alloy wheels, LED Matrix headlamps, front sports seats upholstered in suede and leatherette, interior ambient lighting, a 10.25-inch digital driver’s display, a head-up display, a 12.9-inch central infotainment screen, a 11-speaker Canton sound system, a wireless charger, wireless Apple CarPlay and Android Auto, a 360-degree camera, 3-zone auto climate control, powered and heated front seats with massage function, a powered tailgate, 10 airbags and ADAS.

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Bentley India has inaugurated its first dealership in Mumbai, where the British ultra-luxury carmaker has three of its models on display and available to order. This follows three months after Bentley established its dedicated India division under Skoda Auto Volkswagen India Pvt Ltd. Bentley previously operated in India via private importer Exclusive Motors.

1. Bentley Mumbai showroom has Bentayga EWB, Continental GT and Flying Spur on display
2. Clients can place orders for all three Bentley models, but prices have yet to be shared
3. Bentley showrooms set to open in Bengaluru and Delhi too

Bentley India Mumbai showroom details Showroom in Nariman Point; Bentayga EWB, Flying Spur and Continental GT on display. Bentayga EWB on display at Bentley Mumbai showroom.

Located in Nariman Point and built in collaboration with Infinity Cars, Bentley’s Mumbai showroom is claimed to be a “state-of-the-art experience centre”, where the company has the Bentayga EWB SUV, Continental GT coupe and Flying Spur limousine on display. Bentley also says that interested customers can place orders for these models, though prices have not been announced.

More Bentley India showrooms are on the way too, with another already opened in Richmond Road, Bengaluru in collaboration with Kun Premium Cars. Bentley will also open a showroom in Delhi, though precise details around this one remain hazy.

Flying Spur and Continental GT get V8 plug-in hybrid powertrain in India.

Per Bentley India’s website, the Flying Spur and Continental GT are available with a 4.0-litre twin-turbo V8 plug-in hybrid powertrain that develops 782hp and 1,000Nm. It remains to be seen if the entry-level 680hp V8 PHEV powertrains for these models will make it to India later. As for the Bentayga EWB, it’s powered by the same 550hp, 4.0-litre twin-turbo V8 as before.

Also see:

Bentley to continue with petrol engines for its current line-up

Hardcore Bentley Continental Supersports to make a comeback

Lamborghini has unveiled the Manifesto concept, marking 20 years of its Centro Stile design studio. The concept is a design study, showing the future styling direction of the brand’s cars, and not a production model. The Manifesto has clean lines, a mid-engine silhouette and distinctive Y-shaped lighting.

1. Manifesto concept marks 20th anniversary of Lamborghini Centro Stile
2. It has classic Lamborghini wedge shape and low-slung stance

Lamborghini design DNA Manifesto keeps classic Lamborghini cues with a mid‑engine silouette and Y‑shaped lights. The Manifesto retains the classic Lamborghini wedge shape and low-slung stance, but its surfaces are notably simpler and smoother than current models.

Styling focuses on aggressive aerodynamics, with a deep rear diffuser and exposed rear tyres. The concept features the brand’s signature Y-shaped light motif at both the front and rear. While it takes design cues from the Revuelto and Aventador, it trims down the detailing for a simpler, sharper look.

A series of twelve vents runs along the centre spine behind the cabin. Lamborghini has not confirmed their purpose or whether a V12 will be used. 

Two decades of Lamborghini design  Centro Stile designed iconic models like the Huracan and Aventador.

Lamborghini’s Centro Stile, its in-house design studio, marked its 20th anniversary with the unveiling of the Manifesto concept. This studio is responsible for the design of iconic models like the Huracan and Aventador.

Lamborghini’s design chief, Mitja Borkert, says the new Manifesto concept is a “visionary sculpture” to show where Lamborghini design could go next. “We gave adrenaline a shape,” Borkert said.

He didn’t reveal technical details, describing the car instead as a showcase of Lamborghini’s future design direction. Like the 2017 Terzo Millennio, which shaped the Revuelto and Temerario, the Manifesto will guide design cues for future models.

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Aston Martin DB12 S revealed as 700hp range topping version

Maserati adopts city-based strategy for India growth

With the Japan Mobility Show 2025 set to commence from October 30, Suzuki Motor Corporation has virtually revealed the Vision e-Sky concept, previewing a future compact EV. The Suzuki Vision e-Sky is a born-EV concept based on the Japanese marque’s new “Unique, Smart, Positive,” design philosophy.

1. Vision e-Sky gets matrix-style LED bar, aero-friendly wheels
2. Tall-boy styling indicative of good headroom in the cabin
3. Production version of the BEV poised for global launch in FY2026
4. Vision e-Sky boasts over 270km claimed range

Suzuki Vision e-Sky concept: exterior styling and dimensions

A set of stylish LED elements adorn the concept’s fascia, and include the multi-array LEDs front and centre. Flanking this light bar are the primary headlights and their respective C-shaped DRLs. The chunky C-pillar visually ‘floats’ between the roof and the main body, lending the car a contemporary look.

Further lending credence to the look of the Vision e-Sky concept are its flush door handles, aerodynamically shaped wing mirrors, and a subtle roof spoiler with an integrated LED stop light. The upright stance of the Vision e-Sky is paired with a flat nose and tail, along with short front and rear overhangs. Suzuki’s implementation of these design aspects will determine the amount of space that would be reserved for the occupants.

The official rendering of the Vision e-Sky further highlights a two-tone exterior with a contrasting white roof and blacked-out door pillars. It also shows the BEV featuring subtly flared wheel arches and aero-friendly wheels.

The Suzuki Vision e-Sky measures 3,395mm in length, 1,475mm in width, and 1,625mm in height; this makes it taller than the Maruti Suzuki S-Presso but its length and width figures fall short of the latter.

Suzuki Vision e-Sky concept: interior design

Like the exterior, the interior of the Suzuki Vision e-Sky communicates a modern approach. Starting with the squircle steering wheel, which integrates multi-function buttons placed on gloss-black trim. Then there are dual digital screens, with the driver’s unit displaying vital information such as the battery’s state of charge and range, along with the vehicle’s speed and exterior lights’ status (among others).

The floating dashboard fits in well with the wraparound cabin design, while LED light strips placed across the interior further elevate its overall ambience. The Vision e-Sky’s drive selector is located below the dashboard, which should make transitioning between P, R, N, D hassle-free.

Meanwhile, the awkward position of the switches to control the concept’s wing mirrors could be changed when Suzuki puts this car into production. There are shades of blue and purple used throughout the cabin, with the lower portion of the front seats and the whole armrests featuring beige. Needless to say, the split-type design of the front seats (noticeable in the top half) looks chic and evokes an air of premiumness.

Suzuki Vision e-Sky concept: launch details and range

While the production version of the Suzuki Vision e-Sky will launch in FY2026, further details of a global launch are scarce. However, there is a possibility of a heavily localised Maruti electric hatchback based on the K-EV platform planned for India sometime in 2026-27. Details on the technical specifications are equally scarce, but Suzuki has confirmed a maximum range of over 270km for the concept.

Also see:

Maruti Fronx flex-fuel concept to debut at Japan Mobility Show 2025

Maruti low cost electric hatchback in the works

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Engineering firm Capricorn bursts onto the hypercar scene with a sleek coupe that focuses on an old-school driving experience.

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A handful of automakers have embraced drones and Toyota is now looking into the idea

Toyota is working on a drone that could be used as a spotter for off-roading. Project has apparently been in the works for awhile and the FAA was notified. There are currently no production plans, but it may show up on a concept. Imagine you’re off-roading in a Land Cruiser and are about to crest a steep hill. You naturally check out the Multi-Terrain Monitor to look for hidden obstacles, but you still can’t get a good look at what’s ahead. This can happen more than you’d think, but Toyota is working on a high-tech solution. It involves launching a drone, which would then act as a spotter. Eyes in the Sky According to Reuters, Toyota submitted the idea to the Federal Aviation Administration and said “At times, operators may fly a drone above the treeline to capture videos used to orient themselves or capture the terrain.” More: BYD To Offer A Drone That Launches Off Its Cars For $2,200 While it sounds pretty gimmicky, the automaker noted providing views around and below the vehicle would allow drivers to “plan safer routes and improve vehicle operations.” The company has reportedly been working on the idea for awhile, although a spokesperson told the publication they’re “constantly working on new technologies” and “do not have any product plans to announce at this time.” That’s not surprising, although it wouldn’t be shocking if the drone system eventually turned up on a concept. Quite the opposite as a number of concepts now come with drones. Earlier this summer, Renault introduced the Vision 4Rescue concept, which had a roof-mounted box for launching drones. More recently, Policing Lab showed an autonomous PUG (Police Unmanned Ground Patrol Partner), which also featured a drone that could be deployed from the roof. Toyota

Despite having only 1,700 miles, the luxury SUV failed to sell after bidders spotted a few problems

The $121,000 Lucid Gravity failed to meet its reserve during a recent auction. Visible scratches and possible keying raised questions about its condition. The seller also claimed to be listing it for a friend without a title in hand. The Lucid Gravity is one of the most luxurious and fastest electric SUVs to hit the market, but despite all it has going for it, one low-mileage example recently failed to sell at auction, as bidders were unwilling to meet the seller’s reserve. It seems that both the vehicle’s condition and the seller’s handling of inquiries turned off potential buyers. This particular Gravity is a Touring model finished in Abyss Black, equipped with the Dynamic Handling Package, the Surreal Sound Pro audio system, and Lucid’s DreamDrive 2 driver assistance suite. A look at the window sticker shows it had an MSRP of $121,050, and as it had only been driven 1,700 miles (2,735 km) at the time of the auction, it could have been expected to fetch bids of over $100,000, but that wasn’t the case. Read: Uber And Lucid Partner For Thousands Of Robotaxis After a week on the platform, bidding for the SUV topped out at $87,287. For the most part, the exterior looks to be in good condition, but there is a deep, three-inch gash on the tailgate, an eight-inch scratch on the passenger side rear door, and a three-inch scratch on one of the quarter panels. There’s no word on what caused this kind of damage, but it appears as though it’s been intentionally keyed, and the panels will need to be resprayed, which could be a costly endeavor for any new buyer. Cars & Bids According to the seller, he listed the Gravity on behalf of his friend who owned it for two weeks but decided he preferred his old Tesla Model X. However, some people in the comments section questioned whether this was true or not and suggested the seller was simply trying to flip the SUV. Paperwork Problems The seller also mentioned that the title for the vehicle had not yet arrived and could take up to two weeks to process. For any buyer, that delay would complicate the handover and slow the completion of the sale. Inevitably further impacting the sale of this Gravity is that it’s possible to order a Grand Touring model directly from Lucid with immediate delivery for just over $100,000. Cars & Bids

Following pressure from a Republican Senator, Ford and GM have decided to reverse course

Ford and GM have abandoned plans to use the EV tax credit loophole. The move comes after a Senator said they were “bilking” taxpayers. The companies are now offering their own incentives to prop up demand. In an era where many companies suck up to the Trump Administration, Ford and GM dared to be different. They rather blatantly exploited a loophole to extend the clean vehicle tax credit beyond its September 30 expiration date. There’s a lot of back story, but the IRS released guidance earlier this year saying the credit could be extended to vehicles received after September 30 as long as there was a “written binding contract” as well as a nominal down payment. Playing the System To take advantage of this, Ford and GM used their financing arms to place down payments on EVs and stop the clock. This means they could then lease those vehicles to consumers at discounted rates. More: Ford And GM Found A Clever Loophole To Keep The EV Tax Credit Alive Needless to say, this raised a lot of eyebrows and Ohio Senator Bernie Moreno wasn’t happy. In a letter to Treasury Secretary Scott Bessent, he said the IRS guidance was “being taken advantage of by certain car companies who wish to continue bilking the U.S. taxpayer.” He added, they’re “gaming this guidance by instructing their captive financial entities to enter into written binding agreements with dealers for electric vehicles, paying a nominal down payment, to secure the credits on vehicles that may not be leased to the end user for months.” Moreno also mentioned the “Green New Scam,” so that might tell you about his feelings towards EVs. Regardless, GM and Ford have apparently decided the bad optics and pressure weren’t worth it. Backing Down GM was the first to fold and they were quickly followed by Ford. As a spokesperson told Reuters, “Ford will not claim the EV tax credit, but will maintain the competitive lease payments we have in the market today.” Speaking of which, Ford is promoting a 2025 Mustang Mach-E Select lease for $253 per month. That’s for 36 months with $3,493 due at signing and an allowance of 10,500 miles (16,898 km) annually. Of course, there are plenty of caveats.

Leapmotor's new electrified SUV launches soon promising luxury looks and tech for family-car money

Leapmotor D19 is a new flagship SUV debuting globally on October 16. It will offer both fully electric and range-extender hybrid powertrains. The large SUV targets premium rivals with high-tech features and style. Leapmotor, the Chinese EV manufacturer partly owned by Stellantis, continues to expand its lineup into new segments. Fresh off the debut of the B05/Lafa 5 hatchback last month, the company is now teasing its new flagship SUV, the D19. Scheduled for an official debut on October 16, the D19 is promising to deliver premium features and cutting-edge tech at an accessible price point. More: Stellantis Just Sent Europe A Warning With This Chinese-Built Electric Hatch The official teasers highlight the shape of the full-size SUV and its lighting signature, with slim DRLs up front and a full-width LED bar at the rear. That said, photos of the model have already surfaced on Chinese social media. Big SUV Energy In terms of proportions, the D19 lines up with other full-size electrified SUVs from China such as the Li Auto L9, Dongfeng Yipai 008, Chery Fulwin T11, GAC Trumpchi S9, Zeekr 9X, Nio Onvo L90, and Geely Galaxy M9. One of the most distinctive design elements is the thick chrome trim that wraps around the side windows and obscures the D-pillar, giving it a Rolls-Royce Cullinan meets Mercedes-Maybach GLS vibe. It also features split headlights, clean body surfacing, and chrome-finished disc wheels that further echo styling cues from Rolls-Royce and Maybach. At around 5.2 meters (204.7 inches) in length, the D19 is roughly the same size as a BMW X7 or a Mercedes GLS. We haven’t seen the interior yet, but it’s expected to feature an advanced digital cockpit with a dedicated passenger display, along with high-quality materials throughout the cabin. The D19 will reportedly run on dual Qualcomm Snapdragon 8797 chipsets, one handling infotainment, the other powering the ADAS suite. Leaked images also show a roof-mounted LiDAR sensor. While full technical specifications haven’t been released, the D19 will be offered with both fully electric and range-extender hybrid powertrains. The battery-electric version is expected to offer a CLTC range of over 630 km (392 miles), while the extended-range version should cover more than 1,300 km (808 miles) between charging and refueling stops. How Much Will It Cost? Perhaps most noteworthy is the pricing. Leapmotor has suggested a starting price between ¥250,000 and ¥300,000, which converts to around $35,000 to $42,000. And yes, that figure sounds like a bargain for anyone trying to buy a car in the West these days. In fact, that’s roughly what you’d pay for a hybrid Toyota RAV4 or Honda CR-V in the States, or, worse still, a mid-level Toyota Yaris Cross if you happen to live in Germany. And that’s not even getting into the more painful pricing realities in other parts of Europe. Even so, you might be surprised to learn that the D19 won’t be the cheapest in its class. The Geely Galaxy M9 undercuts it with a current starting price of ¥173,800 ($24,400), thanks to discounts. When it launches later this year, the D19 will sit above the T03, B01, B10, C01, C10, C11, and C16, making it the new range-topper in Leapmotor’s domestic lineup. Spy shots have also hinted at a flagship minivan currently in development, which may share the same platform as the D19. More: China’s Trumpchi S9 Is Here To Make Luxury SUVs Great Again For The People On September 25, Leapmotor announced that its one millionth vehicle had rolled off the production line. The automaker reaffirmed its commitment to “fully in-house R&D” and its goal of becoming a “respected, world-class smart electric vehicle company.” Leapmotor

Ferrari isn't putting all its eggs in one basket as the company will offer EVs, hybrids, and conventionally powered models

Ferrari vows to keep V6, V8, and V12 engines alive for future models. By 2030, 40% of the Italian brand’s lineup will be hybrid and 20% electric. Company expects to generate roughly $10.4 billion in revenue by 2030. Ferrari has used their Capital Markets Day event to unveil their 2030 Strategic Plan. It will have them pretty busy as the company is aiming to introduce four new cars annually between 2026 and 2030. The automaker didn’t say much about the upcoming models, but promised each car will be “designed with a distinct positioning, tailored to different client profiles, in line with our strategy: Different Ferrari for different Ferraristi, and different Ferrari for different moments.” More: Ferrari Drops First Details About It’s Upcoming EV Arriving In 2026 While Ferrari is embracing electrification, they believe in “technology neutrality” and giving customers “true freedom of choice in how their car is powered.” This means the brand will “continue to offer and innovate our V6, V8 and V12 combustion engines, in line with new global regulations, focusing on increasing specific power output and ensuring compatibility with alternative fuels.” That’s good news for purists, and Ferrari said ICE-powered vehicles will make up 40% of their lineup in 2030. Another 40% will be hybrid, while the remaining 20% are electric. Ferrari also used the event to talk about the next generation of hybrids. They’ll be a “combination of the finest combustion and electric technologies, featuring electrical and electronic components developed and manufactured in-house.” The company is also working on reducing greenhouse gas emissions, targeting a 25% reduction in Scope 3 emissions by 2030, compared to 2024 levels. However, this isn’t being done in the way you’d think, as the drop will primarily be achieved by using recycled aluminum in engines and chassis. Customization And Exclusivity Putting powertrains aside, Ferrari isn’t chasing sales as they’ll continue to “sell one car less than the market demands.” This helps to make their vehicles special, as owning a Ferrari has to be an experience. Speaking of which, the company said 100% of its vehicles are personalized by customers. Ferrari is celebrating this by announcing plans to open two new Tailor Made centers, in Tokyo and Los Angeles, in 2027. A new paint shop will also aid in customization requests, and it’s scheduled to open in 2027 as well. Ferrari isn’t just focused on new models, as they’ve built approximately 330,000 vehicles since the company was founded. Of these, over 90% are still in existence and require maintenance. The Financials In other news, Ferrari raised their guidance as it’s already beating their 2026 profitability targets. Now, they’re expecting revenues in excess of €7.1 ($8.2) billion as well as earnings of more than €2.72 ($3.15) billion. In 2030, the company expects to increase revenues to around €9 ($10.4) billion, while earnings climb to €3.6 ($4.2) billion. They’re aiming to achieve this thanks to a strong product mix, limited edition vehicles, customizations, and some growth. Photos Ferrari

Toyota is preparing the world’s first solid-state battery EV promising faster charging, massive range, and a potential industry-changing leap

Toyota plans to launch the world’s first all-solid-state battery EV by 2027. New batteries promise faster charging, longer range, and greater durability. Other carmakers, like BMW and Honda, are also developing solid-state cells. Toyota has come under plenty of criticism in recent years for not making the shift to electric powertrains as quickly as some of its competitors. However, the world’s largest car manufacturer continues to invest heavily in EV technologies, doubling down on its commitment to launch new models with all-solid-state batteries in 2027-2028. Since 2021, Toyota has been working with Japanese mining company Sumitomo Metal Mining on the cathode materials needed for solid-state batteries. These batteries, primarily composed of a cathode, anode, and solid electrolyte, have long been considered the holy grail of electric vehicles. Smaller, Lighter, Faster Beyond improving range, solid-state batteries are expected to be smaller, lighter, and charge faster than today’s lithium-ion packs. The technology is also said to deliver higher output and longer life. Toyota recently signed a new agreement with Sumitomo Metal Mining to accelerate the mass production of these cathode materials, taking another step toward commercializing the technology. Read: Toyota Partners With Japanese Petroleum Giant To Develop Solid-State Batteries For EVs Toyota and Sumitomo say that through the use of powder synthesis technology, they have been able to develop a “highly durable cathode material” that can be mass-produced for these batteries. The collaboration builds on Sumitomo’s experience supplying cathode materials for existing EVs, now adapted to the stricter requirements of solid-state production. It’s not just its work with Sumitomo that will allow Toyota to commercialize solid-state batteries. Since 2013, it has also been working alongside Japanese oil product Idemitsu Kosan on the new technology. Idemitsu Kosan is developing lithium sulfide for use in batteries and plans to build a large plant capable of producing 1,000 metric tons of the material annually. Mass production is expected to start in 2027. A previous roadmap published by Toyota indicated that its first generation of solid-state batteries launching in 2027-2028 will allow for 1,000 km (621 miles) worth of range, all while having the ability to charge from 10-80 percent in just 10 minutes. The second generation is projected to exceed 1,200 kilometers (745 miles), signaling a substantial leap in energy density and efficiency. In a statement, Toyota and Sumitomo said they are currently focusing on improving the “performance, quality, and safety of cathode materials for all-solid-state batteries, as well as reducing costs for mass production.” They aim to “achieve the world’s first practical use of all-solid state batteries in BEVs.” Global Race For Solid-State Supremacy While Toyota hopes to lead the transition, several global automakers are pursuing the same goal. BMW, Honda, Stellantis and Mercedes are investing heavily in solid-state technology, with some already testing prototype vehicles. Recently, MG launched the second-generation MG4 with semi-solid-state batteries that use around five percent liquid electrolyte. Note: For anyone wondering, the opening image shows a pear-shaped lab flask containing a sample of solid-state battery material. Toyota included the photo in a release about its all-solid-state battery program. Despite online jokes about the shape, it’s actually a standard scientific container used for drying and storing chemical samples during testing and production. The powder inside is cathode or electrolyte material destined for Toyota’s next-generation solid-state EV batteries.

The new midsize pickup will be launched in Argentina and Brazil in the coming months, likely with a turbodiesel engine

Ram teases the production-ready Dakota midsize pickup for South America. Design stays close to the Nightfall concept, shown here in Warlock trim. Built on Chinese ladder-frame underpinnings, production starts in Argentina. Ram is setting its sights on a bigger footprint in South America with a new midsize pickup that brings the Dakota name back to life. Following the reveal of the Dakota Nightfall concept, Stellantis has released the first teasers for the production model bound for Argentina and Brazil. More: New Ram Hemi Street Truck Is A Supercharged Middle Finger To Off-Road Bros The upcoming truck keeps much of the concept’s DNA, but skips on the oversized wheels, lift kit, and off-road gear for a more production-ready look. It features LED lighting front and rear, a broad grille, and pronounced fenders that give it a muscular stance, at least in these darkened teasers. Top-Tier Warlock Trim One of the pictures spotlights a Warlock version expected to sit near the top of the range. Details include black badging, unique decals, dark alloy wheels, and a sports bar. Despite the unique flourishes, the profile and greenhouse of the truck can’t hide the fact it shares the same underpinnings with the Fiat Titano, Peugeot Landtrek, and the lesser-known Ram 1200, all of which have Chinese origins. Even so, the Dakota will be positioned more upmarket. This is evident from the interior photos, with nicer materials and a fancier digital cockpit compared to its siblings. Stellantis Chinese Bones Underneath, the Dakota rides on a ladder-frame chassis sourced from China, incorporating updates introduced last year on the domestic Changan Hunter. However, a plug-in hybrid system doesn’t appear to be on the cards. Instead, power is expected to come from a 2.2-liter turbodiesel producing 197 hp (200 PS) and 450 Nm (332 lb-ft) of torque, coupled with an eight-speed automatic transmission and a full-time four-wheel-drive system, at least in higher trims. More: Ram Just Killed Their F-150 Lightning And Silverado EV Challenger Dimensionally, the Dakota will stretch beyond the 5,028 mm (198 inches) length of the unibody Ram Rampage, sitting closer to the 5,331 mm (209.9 inches) of the Fiat Titano. That puts it directly in competition with regional heavyweights such as the Toyota Hilux, Ford Ranger, Chevrolet S10, and Volkswagen Amarok. Production is set to begin at Stellantis’ Córdoba plant in Argentina, with an Argentine launch planned soon, followed by Brazil in 2026. Ram says more details will be revealed in the coming months. Will America Get a Mid-size Ram? Yes, but not this one. While this Dakota will most likely be confined with South American borders, Stellantis is also developing a different midsize pickup for the United States, due in 2027. That model will take on the Ford Ranger, Toyota Tacoma, and Chevrolet Colorado with a body-on-frame layout and gasoline engines.

An Austin, Texas car dealer faces growing backlash after taking a dog from his longtime caretaker, testing Subaru’s feel-good reputation

Austin Subaru allegedly took Rally from a laid-off employee who raised him. Social media users say the dealer is deleting comments amid backlash. Subaru fans claim it contradicts the brand’s compassionate “Love” campaign. Car dealers often get a bad reputation. Sometimes, it’s because of markups. Sometimes it’s because of shady fees. And sometimes it’s because they take a dog away from its caretaker when they lay them off. Austin Subaru, a dealership in Texas that proudly aligns itself with the automaker’s “Love” campaign, is now facing backlash for allegedly doing just that. According to multiple reports, the company removed Rally, its living mascot, from the home of a former employee who had lived with and cared for the dog for three years. Read: Someone Looked At Mutt Cutts And Said Hold My Champagne And Caviar Posts circulating on Reddit and Instagram claim Rally was originally “purchased” by Austin Subaru as a marketing mascot when he was just 12 weeks old. Over the past three years, the pup became a familiar face at dealership events, community gatherings, and local Subaru-sponsored functions across Austin. From Mascot to Marketing Property Despite the dealership’s public portrayal of Rally as a cherished team member, insiders allege that he was treated more like company property than a living creature with real emotional bonds. Austin Subaru removes dog from loving home of three years byu/yaupon insubaru The controversy began after the dealership reportedly laid off Rally’s primary caretaker, an employee who had lived with and cared for the dog since he arrived at the store. Shortly after that, the dog was allegedly removed from the man’s home and kept by the dealership. A post from Rally’s friends and caretakers paints a devastating picture. “Rally was taken from him like a work laptop or set of keys. Rally is a living and breathing creature who is emotionally bonded to his human. Rally cannot comprehend that a car dealership entity is his ‘real dad.’ This is the absolute worst example of capitalism.” View this post on Instagram A post shared by Dog Walkers in Austin, Texas (@kenwalks.austin) The same posts goes on to call on the dealership and Subaru corporate to do the right thing and reunite Rally with his caretaker. “Austin Subaru, you’ve done quite a bit of good work in pursuit of supporting dogs. Sponsor some dogs through Austin Pets Alive as rotating mascots instead of traumatizing Rally,” it adds. Damage Control in Real Time In response to the growing criticism, Austin Subaru appears to be actively deleting comments and negative reviews from social media and Google, further fueling public outrage. In a post to their Instagram account, they write: “At Austin Subaru, the well-being and happiness of our team members and our beloved dog, Rally, are of the utmost importance. While we cannot comment on the details surrounding any individual’s employment, we want to assure our community that Rally remains deeply loved and well cared for by our employees and ownership team. Rally is a cherished part of our dealership family, and his safety, stability, and daily care have always been and will continue to be our top priority. We understand that emotions can run high, but please know that there are always multiple perspectives, and every decision we make is guided by what we believe is best for Rally and our greater Subaru family. We sincerely appreciate the care and concern so many have shown for Rally. He means the world to all of us. AUSTIN SUBARU” The statement hasn’t gone over as well as the dealership might have hoped. Posts across Reddit and Instagram have attracted widespread attention from animal lovers, Subaru owners, and local Austinites, many of whom are calling for a boycott. One user with alleged insider knowledge claims, “I checked the employees socials, it’s not just they went around doing marketing photos. The employee has a reel of them picking up Rally from the vet after recovering from pneumonia. It wasn’t just a professional relationship. This is clearly their pet.” Under Fire – Literally Austin Subaru is part of Continental Auto Group, a well-known Texas network founded by Bryan Hardeman. Hardeman made headlines last year after being arrested two separate times on felony arson charges. Authorities accused the then-75-year-old of setting multiple fires across Austin, including at properties he was allegedly interested in buying. Court records indicate that Hardeman, now 76, was indicted on multiple counts of felony arson and burglary and remains under investigation. The Austin Business Journal reports that no trial date has been set, though pre-trial proceedings are ongoing. It’s hard to ignore the irony here. The same dealership group whose founder is accused of setting literal fires is now battling an ethical one of its own making. This time, it’s all playing out in the public eye and maybe that’s a good thing. Subaru’s “Love” Campaign Faces An Uncomfortable Test Subaru of America has built its brand identity around compassion. “Love. It’s what makes a Subaru, a Subaru.” The company donates millions annually to shelters and animal rescue organizations and frequently touts its commitment to “Subaru Loves Pets.” But for many Subaru fans, this situation seems to stand in stark contrast to those ideals. Taking a dog from a longtime caretaker, simply because that caretaker no longer draws a paycheck, hardly reflects the message of love and loyalty Subaru promotes. View this post on Instagram A post shared by Austin, TX sh🤐y (@sh._.y) As one commenter put it on Reddit, “Subaru says it loves dogs. Maybe they should prove it by giving Rally back to the person who loved him most.” Carscoops has reached out to Austin Subaru, Subaru of America, and the individuals connected to Rally’s care for comment. As of this writing, none have responded. If these allegations prove accurate, this isn’t just a case of bad optics; it’s a betrayal of trust that cuts at the heart of Subaru’s brand ethos. Rally isn’t just a marketing mascot. He’s a living, feeling animal who deserves to go home. And that home isn’t Austin Subaru. Credit: Austin Subaru

$1,100 cosmetic bundle appears to be channelling the spirit, but not the power, of Buck's legendary 1987 muscle coupe

Buick has released an Obsidian Black Racing Package for Regal buyers in China. The option combines black paint, wheels and grille with a red leather interior. Engine choices are turbocharged 1.5 or 2.0 engines, both with a 9-speed auto. Buick walked away from sedans in North America years ago, pouring all its attention into SUVs, yet thousands of miles away in China, the classic trunked four-door is still alive and doing just fine. The Buick Regal disappeared from US showrooms in 2020 and its Opel and Holden cousins are also long-dead, but in China, it endures. Buyers there can now option a new appearance package that appears to be taking inspiration from one of Buick’s most famous performance cars. Throwback in Black Called the Obsidian Black Racing Package, the option bundle brings together moody black exterior paint, a black grille to help the red GS badge really pop, black alloy wheels and a rear spoiler, again in stealthy black. The 1980s Buick Regal-based Grand National and GNX must have been on the designer’s minds when they created this one. Related: Buick Regal Gets An Update In China, Adds Sporty GS Moving inside you might expect to see more unremitting darkness, but in fact Buick’s designers opted to lift the tone, contrasting the black exterior with some red leather upholstery. It’s more of a wine red than lipstick red, but certainly adds some brightness and interest to what is at heart a pretty boring cabin. The door panels feature a honeycomb-patterned leather design with French double stitching, while the leather continues across the dashboard surfaces in black. There’s also wing-shaped ambient lighting along the carpets. The ‘Super Enjoyable Edition’ No changes under the skin, mind, so if you were hoping the transformation might include a GNX-style engine overhaul, you’re going to be disappointed. The base engine, badged 25T, though hilariously referred to as the “25T Super Enjoyable Edition” per the translation, is a 1.5-liter GM Ecotec inline four pushing out just 166 hp (169 PS) and 184 lb-ft (250 Nm). Doesn’t sound that enjoyable to us, so we’ll take the optional 28T, thanks. That’s a 2.0-liter inline four capable of generating 233 hp (237 PS) and 258 lb-ft (350 Nm), and like the little motor is bolted to a nine-speed automatic. Not exactly GNX-grade stuff, but the Black Package is only meant to be a bit of visual fun. According to Buick, the package is officially priced at ¥7,899 (around $1,110), with a limited-time discount of ¥3,000 (about $421) available. Pricing for the Regal starts at 106,900 yuan (approximately $15,000) and rises to over 200,000 yuan ($28,000 ) for higher trims. Buick

The wild electric homage to the ‘80s hot hatch thrills with power and style but disappoints with one big omission

2027 Renault 5 Turbo 3E made its dynamic debut at the Tour de Corse. 547-hp electric hyper hatch impressed with its pace and retro presence. Fans loved the looks but mocked it for its completely silent powertrain. Renault might not have a single performance model in its current range right now, but the company was crazy enough to create the R5 Turbo 3E, a fully electric, limited-production hyper hatch that channels the spirit of the 1980s classic. The electric hatch made its first public run at the historic Tour de Corse rally on the French island of Corsica, giving us a taste of its tire-burning capabilities. However, it also attracted negative comments for an unexpected reason; its near-total silence. The demonstration marked 40 years since Jean Ragnotti’s 1985 Tour de Corse victory with the legendary Maxi 5 Turbo. That car inspired the prototype’s striking livery, blending blue with red and white graphics that stand out against the R5 Turbo 3E’s angular form. The new model was driven by Renault ambassador Julien Saunier, who also took part in the rally’s historic class behind the wheel of the original mid-engined rally car. “It’s a true rallying beast,” he said. “I was blown away by the acceleration, which doesn’t fade when you gather speed, the braking that’s ultra-powerful yet easy to modulate, and its ability to perform spectacular but controlled drifts. I Overwhelming Looks, Underwhelming Sound Two advanced prototypes were shown in Corsica as part of ongoing development and fine-tuning ahead of production, which begins in 2027. Beyond rally stages, the EV demonstrated its agility before a crowd at the port of Calvi, with Saunier performing 360- and 180-degree spins that highlighted the rear-wheel-drive layout, compact dimensions, and hydraulic handbrake. More: Alpine’s New A290 Rallye Throws Mud And Sparks At $70K While Renault’s official footage was cut to music, a short clip posted by Autocar on Instagram revealed a different story. The Turbo 3E’s electric powertrain is so quiet that only tire squeal and gravel pinging off the underbody could be heard. View this post on Instagram A post shared by Autocar (@autocar_official) One viewer joked, “My phone was on mute. I turned on the sound and it feels the same as before,” while another asked, “Where is the turbo?” Many comments centered on the absence of engine noise, with one suggesting that even an artificial soundtrack would “immensely improve” the experience. Others went further, calling for Renault to add a combustion engine or at least a hybrid system to restore some of the original R5’s spirit. Not Your Average Hot Hatch The R5 Turbo 3E is not a beefed-up version of the production R5 E-Tech, but a bespoke “mini-supercar” engineered with the help of Alpine. This is evident in the exterior design, combining an ultra-wide stance and modern LEDs with retro cues from its predecessor. More: The Next Fast Renault Is Coming Soon And It Might Not Be What You’d Expect The EV rides on a new chassis made of aluminum with a carbon superstructure. It fitted with dual in-wheel electric motors mounted at the rear, delivering a combined 547 hp (408 kW / 555 PS). That output allows a sprint from 0 to 62 mph (100 km/h) in under 3.5 seconds. It features double-wishbone suspension and a near-ideal 43/57 front-to-rear weight distribution. A 70 kWh battery provides a WLTP range of more than 400 km (249 miles) and can recharge from 15 to 80 percent in just 15 minutes. Renault You Can Still Buy One Renault will build 1,980 units of the R5 Turbo 3E between 2027 and 2029, with around 1,000 already reserved. The electric hyper hatch is priced at €160,000 (equal to $185,000 at current exchange rates) and is available in Europe, the UK, the Middle East, Japan, and Australia. More: You Can Buy An Ioniq 5 N, An M2 And A Golf GTI For The Price Of Renault’s Electric Hot Hatch From early 2026, prospective buyers will be able to personalize their Turbo 3E with help from Renault’s design team. Options will include historic racing liveries or more restrained “gentleman driver” themes, while the cabin can be customized with various materials and color combinations. Final specifications will be confirmed in the first half of 2027 before deliveries begin later that year. Michael Grosjean, Renault 5 Turbo 3E Project Manager said: “This incredible project has sparked a huge sense of excitement, not only internally but also among the public, with 500 reservations in the first three days! … We’re now keen to move on to the next stage, which will be to show customers the personalisation programme that we’ve put together for them. It promises to be a detailed and highly attractive line-up!” Renault officials have hinted that the R5 Turbo 3E could be followed by other limited-production specials celebrating key moments from the brand’s past. Renault

Limited edition M2 Turbo Design Edition costs almost $15k more than base M2 and brings carbon roof and stripes, but no more power

BMW has revealed a special edition M2, the $84,075 Turbo Design Edition. Every car is finished in Alpine White with a manual and a striped carbon roof. Graphics package and reverse ‘Turbo’ lettering recall the classic 2002 Turbo. BMW M is celebrating one of its earliest and most distinctive performance cars with a special edition. The 2026 M2 Turbo Design Edition mixes visual cues from the 1970s with technology from today and comes with a price that seems to be from three years in the future. Related: BMW’s Most Driver-Focused M2 Drops The One Thing Real Drivers Care The Most Because at $84,075 including the $1,175 destination fee, the new Turbo is almost $15,000 more expensive than a stock $69,375 M2, and even when you factor in the extras it comes with, that’s a hefty markup. However, you are getting a limited edition car (how limited, BMW isn’t saying) and plenty of buyers are going to fall head-over-heels for a package inspired by the legendary 2002 Turbo launched in September 1973. Stripes, Carbon, And Nostalgia Every example comes finished in Alpine White, topped with a carbon roof. That roof is a $2,600 option on a regular M2, but this one is a little different because it features colored M stripes running front to back. You also get M stripes on the hood and trunk, which are hand-painted, helping to explain the price premium. I can’t help thinking how much more epic it would have looked with hockey-stick side stripes like the original 02 had, but having the word ‘Turbo’ spelled out in reverse on the hood, as it was on the front spoiler of some original 02s to terrorize drivers looking in their rear-view mirrors, is a nice touch. $84k is just the start Be warned though, because a standard Turbo Design Edition won’t look quite like the one in the pictures. The gorgeous Matte Gold Bronze Style 1000M rims are an expensive $6,266 option – the stock M2’s black 930Ms are standard – and if you want to upgrade the ordinary Black Vernasca Leather sports seats for carbon buckets, that’ll cost you $4,500. But you do get a M Performance carbon fiber rear spoiler, M Shadowline lights with adaptive LEDs, carbon interior trim, and a heated M Alcantara steering wheel, all of which would cost extra on a run-of-the-mill M2. Other now-standard features include a wireless phone charger and a head-up display, but overall, there’s got to be less than $6k of bonus kit onboard. Same engine, mandatory manual There are also no changes to the S58 3.0-liter turbocharged six-cylinder engine, which makes the same 473 hp (480 PS) and 406 lb-ft (550 Nm) as all manual M2s have done since the model was updated for 2025. The good news though, is that it is available with a six-speed manual transmission. In fact, that’s the only transmission available, so if you don’t like shifting your own gears, you’ll have to settle for a production-line M2 and maybe dress it up with some of the same bits from the M Performance catalog. Performance, as you’d expect, is unchanged. Sixty (100 km/h) is done and dusted in 4.1 seconds, and the limiter intervenes to stop the fun at 155 mph (250 kmh), unless you’ve splashed $2,500 on the optional M Driver’s Package. That raises the limiter to 177 mph (285 kmh) and also gets you a day’s high-performance driving course at a BMW Performance Center. M2 Turbo or M2 CS? Is the M2 Turbo Design Edition worth $15k more than an M2? We’ll let you make your own mind up about that, though it’s not the only pertinent question here. Because for just under $15k on top of that, you could get into the new M2 CS. At $99,775, or almost $30k over a base M2, that really is into silly money territory, but the CS weighs 97 lbs (44 kg) less and gains an upgraded 3.0-liter S58 inline-six engine producing 523 hp (530 PS) and 479 lb-ft (649 Nm) of torque. Throw in the chassis upgrades, a killer ducktail rear spoiler, and standard M Carbon buckets, and the M2 CS looks damn appealing, despite the price. What could be the dealbreaker for some people though, is the fact that the CS is auto-only. Which M2 would get your cash? BMW

US-traded shares in Ferrari slipped more than 15 percent after the company tempered expectations

Ferrari’s stock plunged over 15 percent after its Capital Markets Day event. The fall followed weak financial guidance rather than the new EV’s unveiling. Analysts said the cautious outlook disappointed investors across both markets. Moments after Ferrari revealed the first details of its long-awaited EV, currently known as the Elettrica, the company’s shares took a sharp dive on the Italian stock market, marking its worst trading day on record. However, the sell-off wasn’t triggered by the car’s reveal or by news of fewer electrified models in Ferrari’s future lineup, but by weaker-than-expected financial results and a cautious outlook that rattled investors. Markets React Sharply The Italian brand’s shares plunged 16.1 percent after its annual Capital Markets Day and ended the day down 15.4 percent on the Milan stock exchange. They also fell by a considerable 15 percent on the New York Stock Exchange, higher than its previous largest single-day decline of 12.4 percent from February 2016. Read: Ferrari Found A Way To Make Fake EV Noise Sound Honest The company said it expects a net revenue of at least €7.1 billion ($8.2 billion) this year, slightly higher than a previous forecast of more than €7 billion. It also confirmed that its net revenue is expected to increase to roughly €9 billion ($10.4 billion) in 2030 and predicts an EBITDA (Earnings Before Interest, Taxes, Depreciation, and Amortization) of at least €3.6 billion ($4.1 billion) by 2030. As reported by CNBC, analysts from Citi commented that Ferrari’s updated guidance “falls below our ‘lower growth case’ estimates from our CMD preview and reflects conservatism from management, we think.” Ferrari Elettrica Lower EV Ambitions Perhaps the most noteworthy announcement made by Ferrari is related to its electrification plans. In 2022, Ferrari announced that 40 percent of the vehicles it sold would have battery-electric powertrains by 2030. However, like many other car manufacturers, it has been forced to wind back these ambitions due to a slowdown in EV uptake in key global markets. Now, Ferrari believes that pure-ICE models will account for approximately 40 percent of its sales, hybrid-powered ones for another 40 percent, and EVs for the remaining 20 percent in 2030. This means that Ferrari now expects to sell half as many EVs in 2030 as it had initially anticipated. The company attributed the change to its “client centricity approach, the current environment and its expected evolution.” The reception to the Elettrica may force Ferrari to adjust EV sales targets in the near future. The upcoming model’s underpinnings were shown during the event, alongside confirmation that it will deliver over 986 hp and have more than 329 miles (530 km) of driving range. Ferrari says it’ll hit 62 mph (100 km/h) in 2.5 seconds and reach a 193 mph (310 km/h) top speed. Found beneath the skin of the new model will be a sizeable 122 kWh battery pack with an energy density of 195 Wh/kg at pack level and 305Wh/kg at cell level. It will also feature an 800-volt electrical architecture that supports 350 kW DC fast charging.

A futuristic three-wheeler debuts in Tokyo, combining electric power, three-wheel steering, and sensory design

Yamaha’s Tricera prototype pairs electric power with three-wheel steering. Concept version first revealed in 2023, now closer to production reality. Debuts alongside Yamaha’s futuristic Motoroid and Proto BEV concepts. Although Yamaha has long been known for building some of the world’s finest motorcycles, its ventures into the car world have been surprisingly limited and often under the radar, like when it helped develop iconic engines such as Toyota’s 4A-GE and 2ZZ-GE, the Lexus LFA’s V10, Ford’s Taurus SHO V6, and even Volvo’s 4.4-liter V8. That might soon change, as the Japanese brand prepares to showcase something unexpected at the upcoming Japan Mobility Show in Tokyo: a three-wheeled trike that looks like a cross between a Morgan 3-Wheeler and a Polaris Slingshot. New Take On Three Wheels Called the Tricera, the project was first previewed three years ago with a sleek-looking concept. The design of the three-wheeler has progressed since then and now looks far more suitable for real-world road use. However, don’t get too excited just yet, as there’s not yet any confirmation that Yamaha will actually produce and sell it to the public. Read: Yamaha’s Tricera Is A Morgan Super 3 For 2033 The design of the Tricera shares some similarities with Yamaha’s current range of motorcycles, including its circular headlights and two small DRLs running horizontally on the fascia. It also sports a complex nose and small covers over the front wheels. Yamaha has then added a pair of small wind deflectors at the front and a set of tiny wing mirrors, which were not present on the original concept. The interior now looks much more suitable for the road and sports a set of dark red bucket seats, a steering wheel, and gold paddle shifters. Powering the Tricera is an electric motor, although it’s unclear how much power it has or how large its battery pack is. What we do know is that Yamaha has developed a three-wheel steering system for it, aiming to achieve “a whole new level of unity” between the vehicle and the driver. The company has also equipped it with an adaptive sound device that modifies the tone of the electric powertrain, adding a layer of sensory engagement that electric vehicles often lack. More Concepts On The Way Alongside the Tricera, Yamaha will display several other innovations at the Tokyo show. Among them is the Motoroid, a two-wheeled concept capable of bending and twisting like something out of a sci-fi film, as well as the Proto BEV, an all-electric sports bike concept that hints at where Yamaha’s electric design language might be headed next.

Capricorn’s $3.15M 01 Zagato brings analog thrills back with a manual V8, handcrafted design, and a focus on pure driving emotion

Capricorn’s first hypercar was designed by Zagato. It rides on a carbon monocoque and packs a V8. Limited to 19 units, each priced from $3.15 million. Even in a world overflowing with limited-production supercars and hypercars boasting astonishing numbers and intricate design, there’s always space for another to make its mark. Enter the 01 Zagato, an “ultra-driver-focused” creation conceived by Germany’s Capricorn Group and shaped by the storied Italian design house. It stays refreshingly pure, pairing a non-electrified V8 with a manual gearbox. More: Your New Favorite Supercar Weighs Less Than A Miata And Has A Manual V12 While this is the first model to wear the Capricorn badge, the company’s background in performance engineering runs deep. Its lightweight components have proven their durability across some of the toughest motorsport arenas, supporting teams such as Porsche in LMP1, Peugeot Sport in Le Mans and Dakar, Mercedes, Lotus, and Caterham in Formula 1, and Volkswagen in WRC. Capricorn Founder and CEO Robertino Wild is also a close friend with Zagato President Andrea Michele Zagato, resulting in a project that combines “German engineering discipline with Italian design flair”. Their goal was to create a road-legal hypercar that is “meant to be driven, felt, and remembered”. Function Meets Heritage The exterior carries signature Zagato touches such as the double-bubble roof, almond-shaped headlights, and sculpted fenders. Yet its side profile hints at Ford GT inspiration, the wraparound glass with a single wiper brings a Koenigsegg-like silhouette, and the slim LED tail lamps subtly recall Rimac’s minimalism. Rather than relying on active aerodynamic trickery, the 01 Zagato uses its carefully shaped intakes and outlets to deliver consistent and predictable downforce. The focus was on making the car approachable for skilled enthusiasts and accessible for drivers without racing experience. Capricorn A Timeless Cabin The interior was designed by Capricorn itself. The centerpiece is a cluster of analog instruments behind a round steering wheel, dominated by the central rev counter. There’s no infotainment screen to date the layout, just a small display for the rearview camera that retracts when not needed. That’s something we mentioned in a recent QOTD, comparing the post-Quartz Crisis watch world to what’s unfolding with digital displays today. Back then, mechanical watches made a comeback as luxury status symbols, and it’s hard not to see history repeating itself. The more screens invade our mainstream dashboards, the more the pricey stuff seems to circle back to old-school analog dials. QOTD: We Need To Talk About The Screen Overload In Cars. How Do You Feel About It? Switchgear is machined from solid titanium and aluminum, paired with generous use of exposed carbon fiber, Alcantara, and Connolly leather. The fixed seats feature adjustable cushioning, while the steering column, pedal box, and manual gear lever can all be fine-tuned to achieve the ideal driving position. The interior, Capricorn notes, can accommodate a wide range of body types and even includes a 110-liter frunk for luggage. Analog Driving Experience Under the carbon bodywork sits an LMP1-style monocoque chassis, which is also made of carbon fiber, as are the front and rear subframes. The suspension comprises double wishbones and pushrod Bilstein dampers with three selectable driving modes (Comfort, Sport, and Track) and a four-wheel lift system. More: What’s It Really Like Driving Your First Ever Supercar? An electric power-assisted steering setup provides easy maneuverability at low speeds, then disconnects at higher velocities for a direct, mechanical feel. The 21-inch wheels, available in lightweight alloy or carbon fiber, hide Brembo carbon-ceramic brakes. Capricorn Ford Power And that leads us to the powertrain, which goes against the trend of electrification. The mid-mounted supercharged 5.2-liter V8 is based on a Ford engine that has been further developed by Capricorn with various bespoke components and custom tuning. The result is a powerhouse delivering over 888 hp (662 kW / 900 PS) and 1,000 Nm (737.6 lb-ft) of torque, all pushing a car that weighs less than 1,200 kg (2,646 lbs) dry, which is about the same as a top-end Miata RF with the retractable hardtop. More: The World’s Most Famous Design House Just Let AI Take The Pencil All that power is sent exclusively to the rear wheels through a five-speed dog-leg manual gearbox, a choice that preserves the hypercar’s analog character. According to Capricorn, the 0–100 km/h (0–62 mph) sprint takes less than three seconds, with top speed pegged at 360 km/h (224 mph). The 01 Is Just The Beginning Production will be limited to just 19 units, each hand-built in Germany and sold in the EU, UK, Switzerland, Japan, Mexico, Canada, and the Middle East. Pricing starts at €2.95 million ($3.15 million) before taxes, placing it alongside offerings from Pagani, Koenigsegg, and Gordon Murray Automotive. Capricorn plans to expand its Nurburgring facilities in 2026, increasing the production capacity. This will allow them to handle future projects in batches of 100-200 vehicles per year, opening the door to more supercars and hypercars. “This project is not a one-off – it is the beginning of a new lineage of Capricorn-branded high-end cars”, Wild said. “And in addition, we are also open to taking on limited-series contracts for other OEMs and building fully bespoke hypercars for private clients.” View this post on Instagram A post shared by capricorn CAR (@capricorn.car)

It appears that Toyota's mysterious project for the Japan Mobility Show includes the unveiling of the GR GT performance flagship

Toyota teased its upcoming GR performance flagship at Japan’s Fuji Speedway. The LFA’s successor will wear GR badges in roadgoing and racing versions. Power comes from a hybrid setup featuring a twin-turbocharged V8 engine. Toyota is gearing up for a series of announcements tied to a new mysterious project that brings together its Gazoo Racing, Lexus, Century, and Daihatsu sub-brands. Ahead of the October 13 press conference, the company has released an early glimpse of a much-anticipated supercar set to carry the GR emblem. The news broke out on X where the official account of Toyota Motor Corporation shared photos of a new sign at the Fuji Speedway track in Japan named the “GT Corner”. This shows the classic Toyota 2000GT from 1967, the Lexus LFA from 2010, and a new supercar with the GR emblem on its nose. Whether the GT Corner name is simply symbolic or hints at the car’s official title, potentially GR GT, remains to be seen. More: Something Sinister Is Coming From Toyota GR To Challenge Ferrari The accompanying caption reads: “On the right is the 2000GT, next to it is the LFA, and next to that is…?” The teaser suggests Toyota has moved away from the rumored Lexus LFR name for the LFA’s successor, instead developing it as a pure Gazoo Racing creation. Photos of camouflaged prototypes, both track and road versions, indicate this new flagship builds on the 2022 Toyota GR GT3 concept. Over the past few years, the car has been spotted repeatedly during development testing and even made appearances at the 2025 Goodwood Festival of Speed. The latest teaser shows LED headlights, a black stripe, and bumper intakes that align closely with the roadgoing prototype. The racing version adds sharper aerodynamic elements, additional LED clusters, and side-mounted exhausts for a more focused profile. Toyota Motor Corporation / X Goodwood Road & Racing / YouTube The upcoming supercar is expected to sit on an aluminum chassis wrapped in carbon fiber bodywork, pairing lightness with rigidity. Power is rumored to come from a twin-turbo 4.0-liter V8 engine supported by electric motors as part of a self-charging hybrid system. This combination would place the new GR machine squarely in the realm of modern hybrid supercars, bridging Toyota’s racing expertise with its electrified technology. More: Toyota Century Rumors Heat Up As Brand Could Split And Go Global Toyota is tipped to reveal the GR GT on Monday, October 13, ahead of its public debut at the 2025 Japan Mobility Show later this month. Toyota Beyond the GR GT The press conference, however, will cover more than just the new supercar. It’s expected to outline a broader vision that connects the Century, Lexus, Toyota, and Daihatsu brands under the same performance-inspired initiative. While details are scarce, Century is rumored to evolve into a global brand in its own right, potentially expanding beyond its current sedan and SUV lineup. Lexus could share more details about future models including the stunning Sport Concept that debuted at The Quail as a potential electric successor for the aging LC, or preview a new generation of the LS flagship sedan. Finally, Toyota may shed light on the future GR Celica project, which is believed to adopt a mid-engine layout. Whatever unfolds, the October 13 event is shaping up to be a significant moment for Toyota’s performance and luxury divisions. 右と左まちがえました… 正しくは ——- 右は2000GT その隣はLFA その隣は…？ ——- です！！！！ みなさまご指摘ありがとうございます…！ https://t.co/l5ja7rBEbp pic.twitter.com/A5oAxIymn5 — トヨタ自動車株式会社 (@TOYOTA_PR) October 10, 2025

You don’t usually hire Land Rover tuners to build a 911, but maybe you should after seeing this

ECD transforms a Porsche 911 with a tuned 500 hp turbo flat-six. The restomod features Bilstein suspension and Brembo brakes. Recaro seats and Focal audio modernize the 993’s classic cabin. Known for its meticulously reimagined Land Rovers, ECD Automotive has recently expanded its craft beyond British off-roaders. After unveiling an upgraded Jaguar E-Type and a 1967 Ford Mustang earlier this year, the company has now taken on a new challenge: the 993-generation Porsche 911. Dubbed Project Gravette, this creation is more than just a cosmetic restoration. ECD has gone deep beneath the surface, pairing its design expertise with a series of serious mechanical upgrades. Slotted behind the passenger cell is an original M64 3.6-liter turbocharged six-cylinder from Porsche that’s been tuned to deliver 500 hp. We don’t know what changes have been made to increase grunt, but ECD says the car has a new sport exhaust system and an upgraded six-speed manual transmission. Read: Classic Land Rover Packs 700 Hp And A Manual Gearbox Just To Show Up The Defender Alongside the extra power, this Porsche 993 now features a comprehensive chassis update. Brembo brakes and Bilstein suspension components have been fitted, improving both ride and stopping power. It rides on 18-inch RS-style wheels wrapped in Michelin tires, grounding the car’s performance credentials in modern engineering without compromising its heritage. Plenty of work has been done to the car’s bodywork that’s now finished in Icy White with Agate Gray metallic elements. Perhaps the most obvious modern touches made are the fitment of new headlights with LED DRLs, as well as new taillights and a light bar, which suit the car perfectly. It still looks like a 993, but is now just a little fresher. It’s hard not to fall in love with the interior of the restomodded Porsche 911, either. It’s been equipped with new Recaro Cross Sportster CS seats trimmed in black leather with metal grommet inserts and a custom fabric weave. ECD has also added a black suede headliner, billet silver hardware, and new white gauges. Moreover, a modern infotainment display has been neatly incorporated into the dashboard, complete with Bluetooth connectivity and linked to new Focal speakers. Price? Likely Not a Concern ECD hasn’t shared pricing for Project Gravette, though it’s safe to assume this kind of craftsmanship doesn’t come cheap. Still, for those who dream of a restomodded 911 blending analog charm with modern performance, it’s hard to imagine cost being a deal-breaker.

A police SUV allegedly crashed after its steering locked, sparking a legal battle as Ford refuses to honor the warranty.

A police officer crashed a 2022 Ford Explorer after the steering locked suddenly. City officials are suing Ford and are seeking a full refund for the faulty Explorer. The Massachusetts city spent around $400,000 on six new Explorers for its fleet. A Massachusetts police department has taken Ford to court after one of its cruisers reportedly developed a mind of its own. The Holyoke Police Department claims that the steering in one of its Ford Explorers suddenly locked up, sending the SUV straight into a utility pole. According to the lawsuit, Ford has refused to honor its warranty, repair the vehicle, or issue a refund. The Incident Behind the Claim Holyoke police officer Craig Zolendziewski was behind the wheel of a 2022 Explorer on June 25, 2023, when things went sideways – literally. As he exited a parking lot, a warning chime sounded. Moments later, the steering wheel allegedly froze, leaving the officer unable to turn before the cruiser struck a pole. The impact injured his shoulder and left the SUV with significant front-end damage, reports Mass Live. The city notes that the department invested in six new Explorers in June 2022, spending around $400,000 in total. The specific cruiser involved in the crash cost about $67,000 and came with a premium care warranty intended to cover mechanical issues, including steering problems like this one. Read: Ford Sued Over ‘Band-Aid’ Fix For Alleged Defective Engines The damaged vehicle was transported and inspected at the nearby Marcotte Ford dealership, where a technician concluded that the “steering had failed and locked.” According to the lawsuit, the technician tried to uphold the vehicle’s warranty, but was informed by Ford that it would need to “verify the condition” of the vehicle before approving the warranty claim. When a company representative looked over the vehicle, they asserted the “steering system… was not defective,” and that the dealer “would not uphold the warranty.” Waiting for an Answer Mass Live reports that the city requested evidence supporting Ford’s conclusion approximately six months after the crash, but did not hear back. Last September, the city again contacted the automaker and filed a formal claim under the car’s warranty. “Since the crash occurred because of a steering defect and since the plaintiff purchased a premium care warranty, which covers steering defects, the defendant has a contractual obligation to either pay for the repair of the cruiser free of charge, provide the plaintiff with a new cruiser free of charge, or give the plaintiff a complete refund,” the lawsuit states. While Ford says it doesn’t comment on pending litigation, the city appears determined to see matters through. Attorneys representing Holyoke argue that Ford has had ample opportunity to fix or replace the defective steering system but has failed to act. The suit now seeks a full refund of the Explorer’s purchase price, along with reimbursement of all legal fees.

The 325iS and 333i Homage Editions honor the past with a handful of retro touches including special wheels, graphics, and upholstery

BMW has unveiled the 325iS and 333i Homage Editions in South Africa. Both models honor the original icons, based on the M240i and M2. The limited editions will be sold through an exclusive charity auction. The BMW 2-Series is essentially a modern day E30 and the German carmaker is acknowledging that with a pair of special editions. Each pays tribute to South Africa’s performance heritage, though only 33 examples of each will be built. And yes, they’re exclusive to that market. That’s a bummer, but the 325iS Homage is based on the M240i xDrive and features dual rear spoilers as well as 20-inch M Performance wheels with a retro-inspired design. The coupe also sports a front splitter and contrasting black door handles that echo those found on the original car. They’re joined by the M Sport Pro package as well as an M Performance exhaust. More: The 2025 BMW M2 Gains More Power, Keeps Manual The upgrades continue inside as drivers will find M Sport seats with contrast stitching. They’re joined by an awesome armrest wrapped in Überkaro tartan upholstery, the same pattern featured in several sporty E30 models such as the 318iS, 320iS, and, of course, the 325iS. Last but not least, there’s a commemorative plaque that says “Born for the track” and “Specially crafted for South Africa.” Power is provided by a familiar 3.0-liter TwinPower Turbo six-cylinder engine that produces 382 hp (285 kW / 387 PS) and 369 lb-ft (500 Nm) of torque. It enables the coupe to accelerate from 0-62 mph (0-100 km/h) in 4.3 seconds. An M2-Based Tribute The 333i Homage is more extreme as it builds on the M2 and features retro-inspired graphics as well as 20-inch wheels from Alpina. They’re joined by a carbon fiber splitter and spoiler as well as a four-tailpipe M Performance exhaust. Customers can also choose from five colors including Alpine White, Sapphire Black, Brooklyn Grey, Zandvoort Blue, and Fire Red. The interior echoes the 325iS Homage as it has the same armrest as well as a slightly different plaque. However, the 333i goes a step further as it adds carbon fiber bucket seats. More importantly, there’s a 3.0-liter TwinPower Turbo engine with 473 hp (353 kW / 480 PS) and 442 lb-ft (600 Nm) of torque. This enables the rear-wheel drive sports car to hit 62 mph (100 km/h) in four seconds flat. A Tribute In More Ways Than One The cars honor the original 325iS and 333i, which are billed as “products of BMW South Africa’s unique autonomy in the 1980s and 1990s, a period when local engineers operated with a near skunkworks-like spirit.” The 325iS was conceived to meet Group N racing regulations, while the 333i was created to fill the gap left by the absence of the first-generation M3, which wasn’t offered in South Africa. Offered Via Auction The cars will be offered as part of an auction and interested buyers can register now. Proceeds will benefit one of five charities, selected by the bidder, and winners have to promise not to sell or transfer the vehicle to someone else for at least one year. The auction starts on October 21 and bidding starts at R1,435,000 ($83,413) for the 325iS Homage and R1,960,000 ($113,930) for the 333i Homage.

Welcome to r/Formula1, the best independent online Formula 1 community!

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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. submitted by /u/AutoModerator [link] [comments]

Source: https://www.instagram.com/p/DPoZ7zpDBUV/?igsh=NTc4MTIwNjQ2YQ== “This lego portrait of Roscoe really touched me. The amount of detail in it is incredible and I can't imagine how long it took. Thank you to Karen and Ilona for making this and sending it to me. I also want to take a moment to thank all of you for the outpouring of love that there's been since Roscoe's passing. It's still very painful and will be forever, but all of the support is helping me through this tremendously. I can't thank you all enough. Many of you out there have also lost a pet so I know wherever Roscoe is he's got tons of friends. He's surrounded by love and good vibes, just as he was when he was alive.” submitted by /u/ZiggyPalffyLA [link] [comments]

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Well. Thank you to the Reddit user who suggested doing Magikarp in a Ferrari. The devil works hard but I have nothing to do at work. The thing is, I wanted to make the car crash into the wall, but I'm pretty shit at the rest of the stuff... (I should take more art lessons for perspective and backgrounds and such). I will probably change the background at a later date. Maybe I'll make all of the teams and combine them into one big poster. I was going to do Sid the sloth in a Redbull car (I'm a Redbull fan), but I'll wait til I get more inspiration. Here's the proof it's not AI :/ I made some of the lines clean, and then you can see the mess of colour underneath the clean lines OK So I don't like the background so I changed it thanks for the suggestion to the reddit user to sent me inspiration! New background: https://imgur.com/a/PwMPgNt submitted by /u/binkabonka [link] [comments]

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Been looking for a decent and clean Scuderia Ferrari flag (like the one they fly at Maranello when the teams win something). It's been difficult to find one out there that doesn't also have giant FERRARI logotext and which is also from what is clearly a decent retailer. So I just fired up my Cricut and heat press, got a $6 flag from Amazon, and tried it out. I think it turned out pretty well. A few places where it could have been cleaner (and the black outline on one side is pretty warped) but when it's on the flagpole it looks great! (And no, I won't make one for you. My process isn't good enough to make them consistently enough to sell, and I'm pretty sure someone might have a problem with it, anyways. But there's a decent SVG of the logo out there that'll work really well for you to try it yourself!) submitted by /u/JasonEll [link] [comments]

I tried to preserve the detail, squared everything off, and enhanced the artist's signature and date (added to the bottom right corner as well). Thanks to u/Lazy074 for the upload! submitted by /u/travisofarabia [link] [comments]

WCC: McLaren's 3-4 was more than enough for them to clinch the constructors championship - in fact either drivers finishing position alone would have been sufficient to clinch the title. Not only was McLaren able to clinch with 6 races to go, tying Red Bull's 2023 record; but they have enough points that even when separating the drivers they would be P1 and P3 in the WCC (Piastri on 336, Mercedes on 325, Norris on 314). McLaren is also still on track to beat Red Bull's points record of 860 points. The soonest they could do so would be in the Qatar Sprint. WDC: There were no eliminations in WDC, and very few changes in position. The soonest Piastri could clinch the title is now the Brazil GP. This would require that Norris scores no more than 30 points and Verstappen scores no more than 71 points between now and the end of the race. If Piastri were to win everything between now and the Brazil Sprint while Norris scored 0 points, followed by Norris winning everything for the remainder of the season and Piastri scoring 0, then they would tie on points and on wins. Norris would end up winning on count-back of 2nd places, with his 7 vs Piastri's 3. If Piastri wins every GP (and scores 0 in all sprints), he would clinch in the Qatar GP, even if Norris comes 2nd in every GP and wins every sprint. If Verstappen were to win every race, and Piastri finished 3rd in all races, then Verstappen would win in Abu Dhabi by 3 points. Consequently, so long as Piastri finishes top 3 in all remaining races, and Verstappen has one result of 2nd or worse, Verstappen would not be able to win. submitted by /u/bi-nerds [link] [comments]

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Alright, after the Singapore GP broadcast, it’s pretty clear that the TV direction was a mess. Even drivers like Carlos Sainz and Fernando Alonso mentioned it afterwards. Too many random celebrity shots, too many cutaways, and missing key moments on track. I understand that directing an F1 race is a very hard and stressful job, and that mistakes can happen. But I want to discuss how it could be done better. Here are a few points on how the TV direction should work during a race: When an overtake is about to happen, show it from an off-board camera. That way we can see both cars in one shot and properly follow the move. Also, the onboard feeds often come in with slight latency — that’s why when they switch to an onboard mid-battle, the cars suddenly look further apart. If there’s no other option, onboard is fine, but off-board should always be the priority. Don’t cut away immediately after an overtake. We don’t need to see a cheering celebrity or a girlfriend in the garage right away. Give viewers a second to enjoy the moment, maybe show the tail end of the move, and then cut to the crowd or celebs. Those shots are fine — even good for promotion — but use them after the racing action, or in a replay. That’s also the perfect moment for a commentator to say something like, “and Carlos’s girlfriend seems to appreciate that one.” Know your track and the race narrative. It felt like in Singapore the director had no idea Norris would be stuck behind Verstappen for ten laps. That’s plenty of time to show other elements — the atmosphere, celebs, fans, or pit wall shots. But when there’s a fight on track, stay with the action. I’m sure others here have more suggestions — what would you change about F1’s live direction? submitted by /u/HaagsuhPleurisleijah [link] [comments]

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Little Thea (Williams' biggest little fan that requested Carlos wear her unicorn sticker) and her family will be getting a percentage of the proceeds. I liked Sprinkles better than Sparkles 😔 Photo of Thea was from her mom's Instagram, live reaction to Carlos' podium in Baku. So cute. submitted by /u/SharlRaikkonen5 [link] [comments]

Alternative link: https://www.bbc.com/audio/brand/p0dg9kj4 A lot of people seem to wish to hear more about 2007 season, well this is a really nice chunk of history about it. Have fun! submitted by /u/lukebars [link] [comments]

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Context: Valtteri Bottas will run the W13 at the Peaches Run Universe event in South Korea this weekend, at the AMG Speedway. https://www.newsweek.com/sports/racing/formula-one-returns-south-korea-peaches-run-universe-event-2131179 submitted by /u/The_Skynet [link] [comments]

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From past 3-4 years I've always been hearing Verstappen complaining about his downshift problems, 1 race a year at least. Never heard such from his teammates, nor from the other drivers on the grid. Is it because Verstappen is highly sensitive when it comes to car handling and changes in the steering? If not why Red Bull can't fix these problems? submitted by /u/Crazy-Ad8465 [link] [comments]

Global Car Culture Since 2008

What do we love so much about naturally aspirated engines? Perhaps the musicality, or the responsiveness, or the combination of both that creates an emotionally rewarding experience with every stab at the throttle pedal. Well, whatever underpins that appeal, I can say for sure that nothing turns it up to 11 quite like a set of […]

The post A How-To Guide To ITBs With Project NSX appeared first on Speedhunters.

That’s what Cornes & Co did here in Japan, and with that, we’re left with The Magarigawa Club. The Magarigawa Club is not hot off the press news, it’s actually been open for a little over 18 months now, but since it’s doors have opened, I had yet to have the chance to visit and see what […]

The post 3 Days At The World’s Most Luxurious Race Track appeared first on Speedhunters.

Not so long ago, restomods were almost exclusively reserved for big dollar classics and vintage supercars. But exclusivity no more, just in the last couple of years we’ve seen the JDM space sprout a few of its own resto-mods; the Built By Legends GT-Rs and TOM’S’ Supra just to name a few. That’s where the Prodrive P25 […]

The post Modernising A WRC Legend: The Prodrive P25 appeared first on Speedhunters.

And rightly so, there’s so much to see, visit, do and of course eat, oh and if you happen to be a car guy or gal, then you’re in luck as there’s never been a better time to actually see the car culture in all its glory. With famed parking areas like Daikoku and Umihotaru […]

The post 8 Cars In 1 Day: A Day With Drivers Lounge appeared first on Speedhunters.

That might sound like a lot, but it manages some 82 million vehicles in some of the world’s most densely populated cities daily. As a country, it should be at a perpetual standstill. Yet, ever since the 1950s, the Japanese have held a tiny little ace up their sleeves… Kei-jidõsha, or ‘kei car’ as it’s […]

The post Kei & Mighty: Exploring Japan’s WAZUKA Microcar Museum appeared first on Speedhunters.

But finally, after the stars recently aligned, I managed to get the cool guys at Car Shop Glow (CSG) to bring their time attacking Mazda to a quiet location away from the hustle and bustle of Tokyo’s daily chaos. I can remember the first time I laid eyes on this RX-7 – it was probably […]

The post 10-Year Throwback: For The Love Of Rotary appeared first on Speedhunters.

Corner balancing a car has been one of those things that seemed off-limits to the average automotive DIY enthusiast. You can find a wide range of electronic scales from a speed shop like Summit Racing; however, a ‘decent’ set will set you back at least $1,000, and a higher-quality set will cost double that. You […]

The post Project Rough: DIY Corner Balance Take 2 – With Physics! appeared first on Speedhunters.

Car meets are a rare occurrence in Scandinavia’s cold months, but with the arrival of spring and the clearing of salted roads, enthusiasts begin bringing out their cars. After a long, dark, and freezing winter, not one clear, warm day is wasted. While there are a few well-known spots for gatherings, on Thursday evenings over […]

The post Nifsta Classic Cars: Stockholm’s Summer Delight appeared first on Speedhunters.

I could name a few, but one that stands out is a 21-second clip of a bright yellow MkIV Toyota Supra built by JUN, power-sliding at Tsukuba Circuit. I’m not sure where I first saw it online, but in 2001 – four years before YouTube was a thing – you can bet I risked the prospect […]

The post Who Remembers The JUN Akira Supra? appeared first on Speedhunters.

‘Give a man a body kit, and he’ll look cool for a day. Give him a sheet of raw carbon fibre, and he’ll look cool for a lifetime.’ Masato Nitta lives by this philosophy, and he’s built a one-piece carbon front cowl for his EK9 Honda Civic Type R to prove it. Of course, while this […]

The post From The Garage To The Loop: A Kanjo-Spec Civic Type R appeared first on Speedhunters.

Latest BMW News, Reviews and New Models

Although it’s already been a month since BMW unveiled the iX3, it’ll still be a while before deliveries begin. In fact, series production hasn’t even started yet at the new Debrecen plant in Hungary. The...

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Although it’s already been a month since BMW unveiled the iX3, it’ll still be a while before deliveries begin. In fact, series production hasn’t even started yet at the new Debrecen plant in Hungary. The first customer vehicles won’t roll off the line until the end of this month, with early adopters in Europe set to receive their cars next spring—followed by the U.S. later in the summer. In the meantime, BMW is keeping busy. As expected for such a major product launch, the luxury automaker is pulling out all the stops to properly introduce the first modern Neue Klasse model worldwide. As part of its global tour, the 2026 iX3 is currently in Belgium for its local debut at the Zoute Grand Prix. The five-day event is more than just a traditional car show, featuring rallies, parades, and an invitation-only auction. Munich’s most important electric vehicle to date will remain on display until October 12. Naturally, BMW is putting its best foot forward by presenting the iX3 in a high-end specification. The 22-inch aerodynamic wheels stand out as an obvious upgrade, an optional two-tone Individual set. BMW is showcasing the first Neue Klasse SUV in Space Silver Metallic with the M Sport Package Pro, which adds black exterior accents for a more upscale appearance. While chrome used to symbolize luxury for decades, it’s steadily disappearing with each new model. We don’t necessarily miss it, but some traditionalists might scoff at the idea of a luxury car without the design element that defined premium vehicles for so long. These fresh images from Belgium highlight BMW’s radical shift toward cleaner, smoother surfaces. Even the iconic roundel has been subtly updated, though you’ll need a keen eye to notice the differences. It’s just a shame there aren’t any photos of the interior, where the transformation is even more dramatic. The “less is more” approach reaches new heights inside, now dominated by the iDrive X and Panoramic Vision. While this iX3 is technically a near-production prototype, the customer car will be virtually identical. What you see is what you’ll get, provided you’re ready to take the plunge and buy one. Photos: BMW Belgium First published by https://www.bmwblog.com

The MINI Superleggera concept thrilled designers and captivated onlooker’s hearts back in 2014. Just yesterday, we brought you a little insight into how the car came to be. And apparently, MINI hasn’t forgotten about it...

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The MINI Superleggera concept thrilled designers and captivated onlooker’s hearts back in 2014. Just yesterday, we brought you a little insight into how the car came to be. And apparently, MINI hasn’t forgotten about it either. The MINI Superleggera made a rare appearance on the company’s classic Instagram page wearing a bright new shade of (unspecified) metallic gold. A commenter suggested Sunburst Gold, but it’s equally likely to be Solid Gold metallic, a color that’s appeared on MINI vehicles in the past. The photos show the car’s folding soft top lowering in a series of 19 pictures. View this post on Instagram A post shared by MINI CLASSIC (@official_miniclassic) The new color, which is reportedly a vinyl wrap rather than actual paint, replaces the car’s initial hue of Cosmo Blue. The blue paint was developed solely for application on the MINI Superleggera. So, it makes sense that MINI would wrap the car rather than repaint it. The new color isn’t the only thing that’s changed since the last time we saw the car. Like at Ville d’Este 2014, the car wears black-painted wheels. But instead of the multi-spoke design we last saw, the MINI Superleggera now rocks John Cooper Works alloys. The MINI Superleggera Is Truly Unique While the MINI Superleggera is fairly recognizable as something special, its cool design does little to hint at the unique powertrain underneath. The MINI Superleggera is, in fact, one of MINI’s earliest EVs. It’s a clear philosophy mash-up of the two companies that made the MINI Superleggera a reality: MINI, of course, and Carrozzeria Touring Superleggera, a Milan-based shop specializing in body work. Touring Superleggera has worked on everything from small-batch hypercars to specialty one-offs and everything in between. The MINI Superleggera features high-end materials, including leather and aluminum, and even dons a small front splitter made from carbon fiber reinforced plastic (CFRP). When the MINI Superleggera launched, Adrian van Hooydonk, then BMW’s Senior VP of Design, arguably said it best. He claimed that both companies “attach great importance to their history and this is something which defines their outward appearance. These elements are merged in the MINI Superleggera Vision to create an elegant automobile which interprets a British roadster under the influence of Italian style and hand craftsmanship.” Even more than a decade later, the commentary holds up — to say nothing about the car’s design. With enhanced electrification abilities at MINI’s disposal, maybe the MINI Superleggera still has a life to live. Though this innocuous feature on the brand’s classic page is likely nothing to look that far into, who knows? Perhaps the higher-ups are giving it a second look. First published by https://www.bmwblog.com

If your goal is to buy a manual M5 in the U.S., your options are limited, but not terrible. After all, we got the manual-equipped F10 M5 and E60 M5. Most of the rest of...

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If your goal is to buy a manual M5 in the U.S., your options are limited, but not terrible. After all, we got the manual-equipped F10 M5 and E60 M5. Most of the rest of the world was cheated out of both. And you can always go retro; certainly a case can be made that the best M5s only came in manual. But if you’re in the U.S. and looking for a manual M5 wagon, well…you might as well build one yourself. And if you’re doing that, why use anything less than the biggest and baddest motor ever shoehorned into an executive sedan, the 5.0-liter S85 V10 engine? V10 Manual vs. Hybrid Power Not the car that sold. The car we’re talking about sold on online auction site Bring a Trailer earlier this week. Ultimately, it cost the buyer $72,975, which is around but slightly more than half what a new M5 will set you back. That car starts at $125,175 after destination fees and the gas guzzler tax. Anyway, the E61 M5 Touring sold on BaT started life as a 535i wagon. After a thorough and costly conversion performed by a shop in Connecticut, though, it dons true M5 running gear. And while the M5’s aesthetic improvements are nice, like quad exhaust tips and fender vents, real beauty is more than skin deep. The 5.0-liter V10 engine under the hood is good for 503 horsepower and 383 pound-feet of torque. This one might make a little more, as the seller mentioned a tune on the car. But arguably far more important is the six-speed manual transmission it connects with. None of that SMG nonsense here, thank you very much. Factor in the fact that this converted M5 is rear-wheel drive, and you end up with a car that shares a badge and little else with the modern M5. The modern M5 Touring, by comparison, uses a twin-turbo V8 and battery to deliver 717 horsepower and 737 pound-feet of torque. All-wheel drive and an automatic transmission are all you get. Half the Price, Half the Torque… We hope you weren’t expecting a comment about weight here. It is interesting, though, that despite working with around half the torque of the G99 M5 Touring, the E60 M5 managed to put down a 0-60 mph time of just 4.1 seconds. That was fast as all get out in-period, and today it’s still damn impressive. Case in point: the G99 M5 Touring touts a 0-60 mph time around 3.5 seconds. What we’re left with, then, is an M5 that costs around half what the new one does. Adds around half a second to the zero to 60 time, and powers half the wheels. But somehow, we doubt that “half-off” feel translates to the driving experience. Whether it’s the histrionics from the glorious power plant or the satisfying shifts courtesy of the unique ZF manual box, we think this half-priced M5 Touring was exceptionally well-bought. You can check out the auction link for additional videos and info about the car. Auction link: Bring a Trailer First published by https://www.bmwblog.com

BMW is closing out the year with a wave of nostalgia. Following the 325iS and 333i Homage Editions for South Africa, the U.S. now gets its own throwback: the 2026 BMW M2 Turbo Design Edition....

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BMW is closing out the year with a wave of nostalgia. Following the 325iS and 333i Homage Editions for South Africa, the U.S. now gets its own throwback: the 2026 BMW M2 Turbo Design Edition. Built in extremely limited numbers, it revives the spirit of the iconic 2002 turbo with hand-painted M stripes and a manual gearbox. You can have it in any color as long as it’s Alpine White. The retro vibe is immediately obvious, starting with the hand-painted M stripes wrapping around the hood and trunk lid. To drive the point home, BMW M also applies its iconic blue, purple, and red colors to the carbon fiber roof. The hood bulge comes in black with a mirrored “turbo” graphic, harking back to Europe’s first turbocharged production car. The 1970s theme continues at the rear with a “turbo” badge below the M2 logo. Inside, a similar plaque, this time with M colors, adorns the lid covering the cup holders. As a finishing touch, BMW dresses up the side sills with a “turbo” script in the same retro font. Up next Five Things You Probably Didn’t Know About the BMW 2002 Turbo Hommage BMW is closing out the year with a wave of nostalgia. Following the 325iS and 333i Homage Editions for South Africa, the U.S. now ... Beyond the 2002 connection, this is a well-equipped 2026 M2. The carbon roof mentioned earlier is standard, as is the Lighting Package with adaptive full-LED headlights and automatic high beams. BMW also includes a carbon rear spoiler, a heated Alcantara steering wheel, carbon fiber trim, and wireless charging. A regular M2 with these options would cost around $75,000, but the 2002 turbo-inspired details push the price to $84,075, including destination and handling fees. Add the optional $2,500 M Driver’s Package, $4,500 carbon bucket seats, and $6,266 Matte Gold Bronze wheels, and you’re looking at $97,341. The sticker puts it uncomfortably close to the $99,775 M2 CS. Much like its source of inspiration, the Turbo Design Edition comes exclusively with a manual gearbox. It has six gears instead of the four or five fitted to the 1,672 examples of the original 2002 turbo. The US-only M2 is based on the regular model with 473 hp rather than the automatic-only CS’s 523 hp. For perspective, that’s still about 2.8 times more than what the 2002 turbo offered roughly half a century ago. Production begins in the first quarter of 2026, with deliveries to follow early in the next quarter. Standard equipment. Alpine White paint with hand-painted 2002 turbo-inspired graphics M Carbon fiber roof panel with integrated M striping M Performance carbon fiber rear spoiler 6-speed manual transmission M Shadowline Lights Lighting Package Adaptive Full LED Lights Automatic High-Beams Carbon fiber interior trim Heated M Alcantara steering wheel Wireless device charging Live Cockpit Professional with Head-Up Display M Sport Seats in Black Vernasca Leather with M Color Highlight 19-in / 20-in M Dual-spoke wheels Style 930M in Black Optional equipment. 19-in / 20-in M Performance wheels Style 1000M in Matte Gold Bronze – $6,266 M Carbon bucket seats in Black Vernasca Leather with M Color Highlight – $4,500 M Driver’s Package – $2,500 First published by https://www.bmwblog.com

Strange times indeed. While BMW simultaneously issues a profit warning, primarily citing woes in China and U.S. tariffs major pain points, the brand also has cause for celebration. Bavaria managed to reclaim its sales throne...

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Strange times indeed. While BMW simultaneously issues a profit warning, primarily citing woes in China and U.S. tariffs major pain points, the brand also has cause for celebration. Bavaria managed to reclaim its sales throne in Q3 2025, usurping Lexus as the number one luxury automaker in the United States. The brand moved 96,886 vehicles, a fairly wide gap from 91,609 Lexus sold. The third quarter sales represent a 25% increase from this time last year. What drove growth? Well, like with BMW’s global sales results — which were similarly strong — the brand’s excellent hybrid models did a lot of the heavy lifting. Plug-in hybrid models rose 37% in the U.S. in Q3. It’s a remarkable feat, considering BMW only sells a handful of PHEVs. Furthermore, most of them are hardly high-volume badges — e.g., no 3 Series or X3. In the U.S., the brand offers the 550e xDrive, X5 xDrive50e, 750e xDrive, M5, and BMW XM Label. Regardless, enough well-heeled shoppers were clearly convinced, and the gain in PHEVs offset a 16% drop in EV sales. That’s not to say that BMW hasn’t sold any EVs, though. Nationally, the brand started Q4 with a 28-day supply of EVs, down from 65 days in mid-2025. Lexus, meanwhile, is on track for a record year, with outlooks currently sitting at 355,000 vehicles total. The redesigned GX, a body-on-frame mid-size SUV with off-road capabilities, and the even larger Lexus TX are credited with doing most of the legwork for the brand. TX sales numbers surged 86% year-over-year, hampered last year due to an airbag issue. Even GX sales are up 35%, which is incredible when you consider the truck has been out for three model years already. The Other Guys Of course, both brands absolutely trounced another German brand — Mercedes-Benz. Mercedes only managed to move 73,500 vehicles last quarter, a downturn of 13% relative to last year. The brand still occupies third place, albeit with an enormous gap of almost 20,000 cars. The gap stays consistent as we move down to fourth and fifth place; both Audi and Cadillac sold around 46,500 vehicles in Q3. That actually represents a dramatic increase for Cadillac. The GM-owned automaker celebrated its best third quarter ever. Overall, BMW looks good heading into Q4 2025, or at least as good as an automaker can in these crazy times. With sales lagging in China and no real end in sight, the success in Europe and the Americas has to be welcome. While BMW has already updated guidance for the remainder of 2025, we expect to learn even more when BMW releases its Q3 Quarterly Statement in November. Source: Automotive News First published by https://www.bmwblog.com

The BMW 2002 Turbo Hommage commanded headlines when it burst onto the scene at Villa d’Esta in 2016. While nearly univerasally enjoyed, there were tons of little details about the car that went largely unreported...

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The BMW 2002 Turbo Hommage commanded headlines when it burst onto the scene at Villa d’Esta in 2016. While nearly univerasally enjoyed, there were tons of little details about the car that went largely unreported on. Now, thanks to BMW By Design, one of Steve Saxty’s excellent BMW books, we have insight like never before into every aspect of the Hommage. It’s just a sampling of what you can expect from these truly worthwhile reads. From hardware to special paint, there are at least five things you probably didn’t know about this epic concept car. Redefining a “Parts Bin Car” Why make something from scratch when you have stuff that already does the job? BMW took a number of components directly off existing vehicles to bring the 2002 Turbo Hommage to life. “We used a BMW i8 door handle,” a designer told Saxty, “which allows this area to twist around behind it to form a flared rear fender.” He’s talking about the strakes running alongside the side of the car, and the “pocket” between where the handle is and the rear fender flare begins. More obviously, this design choice also allowed the Hommage to have, outwardly, no door handles. Underneath it all, of course, the Hommage is just an F87 M2. In fact, the concept was entirely drivable, primarily because BMW changed so little from the production car. The Hommage even contributed back to the parts bin. The Style 759M wheels the concept donned were eventually put into production. Bringing the Light Piggybacking on the car’s “parts bin” focus, the car borrowed its exterior lighting entirely from existing vehicles. But, of course, you couldn’t really tell by looking at it. “Behind the smoked lenses were BMW i3 rear lamps,” a designer says to Saxty. In front, the 2002 Hommage’s gold-painted lamps looked like nothing else on the road. But they were in fact derived from the contemporary MINI. The yellow hue pays homage to Le Mans race cars. Directionally Challenged Speaking of lights, a cursory look at the 2002 Hommage may not immediately make it clear where the car’s turn signals are. They’re nestled above the two round headlights, “following the concept of the original 2002,” a designer tells Saxty. “These worked well with our ‘Precision and Poetry’ design language.” Interestingly, that design language debuted on the G11 7 Series — only for the next generation G70 7 Series to take it to the next level and split the headlights entirely. In a way, the 2002 Hommage did it first. Asymmetry is Beautiful There’s one area where the original silver/blue 2002 Hommage is obviously asymmetrical. The “turbo” logo in the front air dam is mounted asymmetrically, just as it was on the original 2002 Turbo. But there’s a tinier detail that you might have missed, too. The door mirrors are asymmetrical, with one side sporting M colors and the opposite donning exposed traditional carbon fiber and paint. Racy Paint The color on the original 2002 Turbo Hommage was dubbed “Space Race,” a light blue metallic color. “I had wanted a milkier grey,” Alexey Kezha says. “But the blue represented a feeling like that of the custom end of the Porsche and BMW scene.” Kezha designed the Hommage that actually made it to Concept production level. You may also remember an orange “Turbomeister” car; that livery came later. In between the two, at Goodwood 2015, BMW added an M tricolor stripe to the paint and a cool “turbo” logo on the side. First published by https://www.bmwblog.com

For most people, the closest they’ll get to a GT3 car is watching one fly past at Spa or Bathurst. But this October, a lucky bidder will have the chance to own the real thing...

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For most people, the closest they’ll get to a GT3 car is watching one fly past at Spa or Bathurst. But this October, a lucky bidder will have the chance to own the real thing — the very BMW M4 GT3 raced by Valentino Rossi and Team WRT across Europe and beyond. BMW M Motorsport is auctioning off Valentino Rossi’s #46 BMW M4 GT3, a car with genuine race-winning pedigree, through RM Sotheby’s prestigious Munich sale on October 18, 2025. A Dream Machine with a Proven Record Chassis 22-046 isn’t just another GT3 car—it’s one with history. Raced by Valentino Rossi, Maxime Martin, Augusto Farfus, Charles Weerts, Raffaele Marciello, and Ahmad Al-Harthy, this machine competed in some of the world’s toughest endurance events. Its résumé includes 27 races across the GT World Challenge Europe, Intercontinental GT Challenge, and FIA World Endurance Championship. Highlights include a victory in the Road to Le Mans, a Sprint Cup win at Misano, a class podium at Imola, and an impressive 2nd place overall at the 2025 Bathurst 12 Hour—its final race. That Bathurst result capped a hard-fought career and secured a memorable 1-2 finish for Team WRT. Preserved in “End-of-Race” Condition Unlike typical race cars restored to pristine display spec, this M4 GT3 wears its battle scars with pride. Every stone chip, tire mark, brake-dust stain, and splash of tar remains from its last outing at Mount Panorama. To preserve that authenticity, BMW Art Car legend Walter Maurer coated the entire body in a special matte clear lacquer and added his signature alongside those of Rossi, Marciello, and Weerts. The car’s distinctive neon-yellow livery and number 46 make it instantly recognizable to Rossi fans. Beneath the surface sits BMW’s race-proven P58 3.0-liter twin-turbo inline-six, paired with a sequential six-speed gearbox and a chassis tuned through years of racing experience. A Rare Collector’s Opportunity Offered directly from BMW M Motorsport, lot #138 carries an estimate of €435,000 to €485,000, a figure that goes in hand-in-hand with the car’s performance and also its provenance. For comparison, the limited-run BMW M4 CS VR46 Edition—a road-legal tribute to Rossi’s racing legacy—sold out immediately, leaving this GT3 as the only way to own a true Rossi-driven BMW. The sale will take place at Motorworld Munich and marks RM Sotheby’s fourth Munich auction. For collectors, BMW enthusiasts, and Rossi fans alike, it represents a once-in-a-lifetime chance to own a genuine piece of modern racing history—sealed in time, still wearing the dust of Bathurst. First published by https://www.bmwblog.com

BMW is reviving the i3 name for its first Neue Klasse sedan — a car that promises up to 900 km of range, 400 kW charging, and M-level performance. Here’s why the 2026 BMW i3...

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BMW is reviving the i3 name for its first Neue Klasse sedan — a car that promises up to 900 km of range, 400 kW charging, and M-level performance. Here’s why the 2026 BMW i3 could redefine what a sport sedan feels like in the electric era. The new i3, internally known as NA0, will arrive in 2026 and sit on BMW’s all-new Neue Klasse architecture, the same platform that debuts next year with the iX3 SUV. The name was confirmed by BMW CEO Oliver Zipse during the iX3’s world premiere in September, ending speculation about whether BMW would revive the i3 badge. And if the early details are any indication, this could be one of BMW’s most exciting electric cars yet. A Full Lineup — From a Rumored i3 20 to i3 M60 BMW isn’t launching just one i3. Expect a full lineup, starting with the entry-level i3 20 and topping out with the i3 M60, which will act as a preview for the first electric M3 (ZA0). While official specs haven’t been released, it’s reasonable to expect the M60 to use a dual-motor setup producing around 620 to 630 horsepower. That figure fits right in with today’s i5 M60, i4 M60, and iX M60, all of which deliver roughly 600 horsepower. Neue Klasse models should take things slightly higher — partly for bragging rights, but also to create space for the lesser versions like the i3 40 and i3 50. It’s a smart strategy that mirrors how BMW has long structured its combustion models. Up next BMW i3 Sedan Reveals Production Lights In New Spy Photos BMW is reviving the i3 name for its first Neue Klasse sedan — a car that promises up to 900 km of range, 400 kW charging, and M-... Gen6 Tech: More Range, Faster Charging Underneath it all is BMW’s latest Gen6 battery and motor technology, which promises big gains in both range and performance. Depending on the model, the new i3 could travel up to 900 kilometers (about 559 miles) on the WLTP cycle. That’s not wishful thinking — BMW’s new cells are 20 percent more energy-dense and 30 percent faster to charge than before. Speaking of charging, the i3 will likely match the 400 kW rate of the upcoming iX3. In real-world terms, that’s roughly 372 km (231 miles) added in 10 minutes, or about 175 miles on the EPA cycle. Even the rumored sportier i3 M60, which will trade some range for performance, should be comfortably efficient thanks to lighter, more compact drive units and better thermal management. Design: A Modern Nod to the E30 If you’ve seen the Vision Neue Klasse Concept, you already have a sense of what’s coming — and spy photos suggest BMW isn’t straying far from it. The new i3 will have classic three-box proportions, a low stance, and an upright rear that instantly recalls the E30 3 Series. At the front, BMW is bringing back a shark-nose profile with smaller, illuminated kidney grilles and a modern take on the dual-headlight design. Around back, the car adopts a thin light bar that stretches across the trunk lid, flanked by slim taillights possibly integrated into the rear spoiler — just like the concept car. It’s clean, purposeful, and refreshingly BMW. A Segment with Room to Grow It’s been almost ten years since the Tesla Model 3 arrived (2017), and surprisingly, few true rivals have followed. Apart from the Polestar 2 and Hyundai Ioniq 6, the midsize electric sedan market is still wide open. There’s a reason for that: margins. Automakers have focused on electric SUVs and high-end models because they’re easier to sell at higher prices. Mid-range sedans like the i3 are tougher to make profitable, especially under the $50,000 mark. But that’s exactly what gives BMW an opening. The i3 could fill a gap that enthusiasts have been waiting for — a driver’s EV that doesn’t feel like a compromise. Driving Feel: The Heart of Joy Lives On Earlier this year, I spent time behind the wheel of the iX3 prototype built on the same Neue Klasse platform. Despite being a tall SUV, it was shockingly composed. The Heart of Joy central computer — BMW’s new system that coordinates power delivery, chassis control, and steering — made the car feel more alive than any EV I’ve driven from the brand so far. Now, imagine that technology in a lighter, lower sedan. That’s where the i3 comes in. It’s being designed not just to be quick, but to feel connected, responsive, and fun in the way that makes BMWs special. I even like its codename: NA0, signaling the start of a new era for BMW. The iX3 might be the family car I’d buy with my head. But the i3? That’s the one I’d buy with my heart. At least until the electric M3 shows up. First published by https://www.bmwblog.com

BMW Italy has marked its ongoing partnership with AC Milan — where it serves as Premium Partner and Official Automotive Partner — with an exclusive preview of the new BMW iX3 for head coach Massimiliano...

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BMW Italy has marked its ongoing partnership with AC Milan — where it serves as Premium Partner and Official Automotive Partner — with an exclusive preview of the new BMW iX3 for head coach Massimiliano Allegri and the club’s first team. During the event, AC Milan players were introduced to BMW’s next-generation all-electric Sports Activity Vehicle, which is the first of many Neue Klasse electric vehicles to arrive in the near future. The presentation is the latest chapter in BMW’s deepening involvement with Europe’s biggest football clubs, where the brand uses the sport’s global reach to highlight its technological evolution and commitment to electrification. Alongside the AC Milan partnership, BMW’s collaboration with Real Madrid CF continues to be one of the brand’s most visible alliances, alongside the BMW Spain partnership with Carlos Alcaraz. In Spain, the partnership with Real Madrid has also placed the BMW iX3 at the center of its marketing campaign. The all-electric SUV has featured prominently in promotional content with the club’s players. In Italy, BMW’s relationship with AC Milan has grown into one of the brand’s most successful and enduring sports partnerships. Over the years, BMW Italia has used the collaboration to celebrate major milestones and product launches. In 2024, the company famously handed over 26 BMW XM plug-in hybrid SUVs to AC Milan’s players and staff in a spectacular ceremony inside a hangar at Milan Malpensa Airport, with each vehicle uniquely configured for its recipient. In 2025, the partnership was renewed for another season, extending BMW’s role as Premium Partner. Now, with the unveiling of the new BMW iX3 to the AC Milan squad, BMW Italia is showcasing the first of a new generation of electric vehicles built on the brand’s Neue Klasse architecture. Set to arrive in Italy in 2026, the BMW iX3 50 xDrive is already available for configuration on bmw.it, starting at €69,900. [Source: BMW Italia] First published by https://www.bmwblog.com

Those familiar with BMW are likely aware of some of the wild concepts the brand has brought to life over the years. But MINI’s been with BMW a while now, and occasionally, some of the...

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Those familiar with BMW are likely aware of some of the wild concepts the brand has brought to life over the years. But MINI’s been with BMW a while now, and occasionally, some of the novelty spills over. One of the best examples? The wild “MINI Ferrari,” or as you might know it, the MINI Superleggera. The open-top two-seater looks like nothing else from the brand — and it almost made it onto a production line. Thanks to Steve Saxty’s BMW books, we have more insight than ever into what it took to make the roadster spring off the page and into reality. Origins of the MINI Superleggera In 2006, Anders Warming, then BMW Group’s creative lead, had a brainwave. Now a few years after the BMW Z8 came to market, he thought it might be a good idea to show the smaller brand some love and bring a car with similar halo power wearing a MINI badge. It didn’t happen until nearly a decade later, but the “MINI Ferrari,” as Anders envisioned it, would eventually see the light of day. Funny enough, it would in some ways end up sharing more with BMW’s electric offerings than the Z8. For Ville d’Este 2014, Adrian van Hooydonk reached out to Touring Superleggera. BMW teamed up with the Milanese coachbuilder in the past to develop the 328 Touring Coupe. It wasn’t hard to convince van Hooydonk to do the MINI Ferrari project. “We do the Minarri — imagine that with all the Dusenbergs,” Warning said. Considering most of the point of Ville d’Este was telling unique automotive stories, van Hooydonk went for it. It was the perfect opportunity to bring to life a separate project, currently dubbed the i4. While not exactly the electrified 4 Series we know today, it was an EV — sans roof and sporting roadster lines. Why the “i4” badge? The car’s design was originally intended to parallel the relationship between the Porsche 911 and Boxster. Except, in this case, the i8 takes the place of the 911. Ultimately, the MINI Superleggera ended up leaning heavily on existing MINI design language. Working side by side, MINI and Touring Superleggera developed the concept, retaining brand hallmarks like the hexagonal grille. It even used F56 headlights and Union Jack taillights, the latter which later debuted in production MINIs. Shockingly, it even retained the electric powertrain that its predecessor touted. Why MINI Superleggera Never Made It MINI initially planned to build the Superleggera. BMW had even built a second car, presuming everything was greenlit. But it never happened. But BMW was serious about the car, even probing motorcycle manufacturers to see if a low-volume run was possible. Sadly, it all fell to the wayside. Today, BMW’s electric offerings are much more streamlined — they had almost zero electrification when the Superleggera debuted — which was allegedly some of the reason the MINI Superleggera never came to fruition. A crowded lineup with too many models meant no room for the Superleggera. So…maybe we have a better shot today? Quotes and some information for this story came from BMW by Design, which we always recommend picking up. Inside, you’ll find stories like these in even more detail. Even better, you’ll enjoy images you can’t find anywhere else. Go get yours! First published by https://www.bmwblog.com

A collaborative effort between BMW, BMW Motorsport, and ALPINA, the 333i was an E30 exclusive to South Africa. Developed as a substitute for the M3, which was never sold there, it was built in just...

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A collaborative effort between BMW, BMW Motorsport, and ALPINA, the 333i was an E30 exclusive to South Africa. Developed as a substitute for the M3, which was never sold there, it was built in just 204 units between 1985 and 1986. At its heart was the M30B33, a 3.2-liter engine not fitted to any other second-generation 3 Series. Even more intriguing was the choice customers had to make between power steering or air conditioning due to packaging constraints. Buyers won’t have to worry about that limitation with the new 333i Homage. The name might suggest it’s based on the 3 Series, but it clearly isn’t. Instead, BMW South Africa is introducing an M2 in one of the most spectacular G87 configurations to date. Yes, those are ALPINA wheels on an M2, making us wonder what took so long for this combo to happen. It’s a special nod to its ancestor, which also wore alloys from Buchloe. Another classy retro touch is the M stripe running across the car’s profile and trunk. The famous blue, purple, and red motif also appears in one of the kidney grilles. As if the M2 weren’t striking enough, it adds a center-exit exhaust with stacked tips as an upgrade from the M Performance Parts catalog, featuring a titanium silencer that saves about 8 kilograms (18 pounds). The carbon fiber add-ons also come from BMW’s lineup of M accessories. Although shown here in Zandvoort Blue, the 333i Homage is also available in Alpine White, Sapphire Black, and Fire Red. Inside, it’s a typical G87 affair, but with a twist. BMW covers the center console in Überkaro tartan to echo the 325iS, an M240i xDrive special edition also unveiled today. Similarly, a commemorative plaque denotes its exclusivity: 33 cars. BMW South Africa isn’t selling this car on a first-come, first-served basis. Instead, it will host an online auction with a reserve price of R1,960,000 or approximately $115,000 at current exchange rates. The company won’t make a profit on any of these cars, as all proceeds will go to local charities. The auction goes live on October 21. Photos: BMW South Africa First published by https://www.bmwblog.com

It’s 2025, but BMW is partying like it’s 1990 by celebrating South Africa’s iconic 325iS. Despite the name, this E30 tribute isn’t based on the 3 Series but on the smaller 2 Series. Then again,...

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It’s 2025, but BMW is partying like it’s 1990 by celebrating South Africa’s iconic 325iS. Despite the name, this E30 tribute isn’t based on the 3 Series but on the smaller 2 Series. Then again, today’s 2er is still considerably larger than the second-generation 3er because car bloat hasn’t slowed down over the years. But that’s a story for another time. The modern-day homage to the car affectionately known as “Gusheshe” starts life as an M240i xDrive. Then come the retro-inspired touches. The original’s double rear spoiler gets a modern interpretation using M Performance Parts for the trunk lid and upper rear glass. Black door handles also pay tribute to the 325iS, while the M Performance wheels are said to feature a heritage-inspired design. We’re not entirely convinced about the resemblance, but the alloys certainly make this M240i stand out. BMW South Africa enhances the all-wheel-drive coupe further with the M Sport Pro Package and a carbon fiber front splitter. Buyers can choose the Fire Red paint shown here or opt for Skyscraper Grey, Sapphire Black, or Mineral White. Inside, the nostalgic theme continues with an armrest wrapped in Überkaro tartan. It’s a subtle nod to the Anthracite cloth upholstery of the original 325iS. A commemorative plaque completes the transformation. Up next The BMW M240i Carbon Edition Is Only For Mexico It’s 2025, but BMW is partying like it’s 1990 by celebrating South Africa’s iconic 325iS. Despite the name, this E30 tribute... Unlike its predecessor, which received mechanical upgrades, this tribute doesn’t go beyond visual changes. The 325iS Homage Edition retains the turbocharged inline-six engine rated at 382 hp and 369 lb-ft (500 Nm). The B58 sends power to all four wheels via an eight-speed automatic transmission. The hardware is good for a 0-62 mph (100 km/h) sprint in 4.3 seconds and a top speed of 155 mph (250 km/h). The M division is building just 33 examples, sold exclusively through an online auction starting Tuesday, October 21. BMW South Africa set the reserve price at R1,435,000 (about $84,000 at current exchange rates) and will donate the proceeds to its supported charities. Photos: BMW South Africa First published by https://www.bmwblog.com

Porsche’s decision to withdraw from the FIA World Endurance Championship after the 2025 season has sent shockwaves through the racing world. After years of being one of endurance racing’s defining forces, the Stuttgart brand will...

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Porsche’s decision to withdraw from the FIA World Endurance Championship after the 2025 season has sent shockwaves through the racing world. After years of being one of endurance racing’s defining forces, the Stuttgart brand will no longer compete in the Hypercar class. For BMW, which is preparing a major push for 2026, that news is both an opportunity and a warning. BMW M Motorsport is deep in development on a refreshed M Hybrid V8, the brand’s flagship endurance prototype. Set to compete in both the FIA WEC and IMSA series, the 2026 car introduces a series of meaningful updates aimed at sharpening performance across an increasingly competitive field. Beyond the slightly smaller kidney grilles — which still retain contour lighting — the M Hybrid V8 now features a redesigned front splitter and reworked bodywork to improve aerodynamic efficiency and cooling performance. The changes are subtle but functional: airflow has been rerouted for better heat management, allowing the car to maintain consistent performance over longer stints and at a wider range of tracks. The front headlights have also been updated and now appear more compact, while additional camouflage hides tweaks that will debut officially before the 2026 season opener at Daytona. In short, BMW isn’t standing still. The company is methodically building on what it learned through its return to top-level endurance racing in 2024 and 2025. The next evolution of the M Hybrid V8 marks a turning point: from proving it belongs, to proving it can win. A Changing Landscape in Endurance Racing Photo by Porsche Newsroom That mission just became a little more achievable. Porsche’s withdrawal from WEC removes one of BMW’s toughest rivals — and one of endurance racing’s most decorated brands. Few names carry the kind of weight Porsche does at Le Mans. Their factory 963 Hypercars, run by Penske, have been consistent front-runners and podium contenders. Without them, BMW’s odds of climbing higher in the standings improve noticeably. But Porsche’s exit is also a loss for the sport. It takes away a familiar name, a passionate fan base, and one of the storylines that make endurance racing so compelling. Much like Formula 1 thrives on its major rivalries, WEC benefits when the heavyweights go head-to-head. Porsche versus Ferrari, Toyota, BMW — these are the matchups that give Le Mans its grandeur. Without Porsche, the Hypercar grid feels a little less complete. Up next BMW Commits To Racing The M Hybrid V8 For Years Ahead Porsche’s decision to withdraw from the FIA World Endurance Championship after the 2025 season has sent shockwaves through the r... Still, BMW’s timing is uncanny. The brand’s full-season WEC effort with BMW M Team WRT is ramping up just as the competitive landscape begins to shift. The Belgian team has already demonstrated its capabilities in GT racing, and the collaboration with BMW M Motorsport has grown into a cohesive works partnership. That alliance will be central to BMW’s 2026 campaign, particularly at Le Mans — where the company hasn’t claimed an overall victory since 1999 with the V12 LMR. The duo will also run the 2026 IMSA championship after BMW parted ways with its long-time partner Rahal Letterman Laningan Racing. The Stakes of Le Mans 2026 For BMW, Le Mans remains unfinished business. The company’s last overall win came more than two decades ago, in an era before hybrids and balance-of-performance debates. That history adds emotional weight to every return. Porsche’s departure doesn’t guarantee success, but it does make the path to a major result more open than it has been in years. The 2026 race could become BMW’s best shot yet at reclaiming endurance glory. A strong result — or a long-awaited victory — would validate years of investment and justify keeping the program alive amid growing cost pressures. But it’s also a season that will test BMW’s long-term resolve. The company recently issued more cautious financial guidance, citing market uncertainty and potential headwinds in China. In such a climate, even a brand as committed to motorsport heritage as BMW has to weigh every investment carefully. Motorsport is part of its DNA, but it’s not immune to boardroom scrutiny. A Window of Opportunity — and Responsibility BMW’s engineers and leadership now face a rare moment in time. With Porsche gone, the brand’s M Hybrid V8 program has a clearer lane to define itself — but also greater responsibility to carry the torch for manufacturer-backed competition. It must not only deliver performance, but uphold the prestige of the category itself. At the same time, new players are entering the field. Genesis is expected to join WEC next year, adding another manufacturer to the mix. Toyota, Ferrari, and Cadillac continue to refine their prototypes, while Alpine pushes forward with renewed factory backing. BMW will face fierce opposition, but for once, it won’t be fighting from the back foot. The Future Beyond 2026 It’s unclear how long BMW will commit to its LMDh program beyond 2026. Officially, the company has reaffirmed its long-term engagement, even as it transitions away from its long-standing partnership with Rahal Letterman Lanigan Racing in IMSA. What is certain is that 2026 will be a defining season. The updated M Hybrid V8 represents a more mature and refined race car, backed by a team growing in experience and confidence. Porsche’s exit gives BMW a wider stage — and perhaps a clearer path to the top step of the podium. But it also raises expectations. If BMW can deliver at Le Mans, it won’t just be a symbolic victory; it will be proof that the company can thrive at the highest level of endurance racing in a new era. And if it does, perhaps the story of Le Mans 2026 won’t be about who left — but about who finally arrived. [Porsche photos provided by Porsche Newsroom for editorial use] First published by https://www.bmwblog.com

BMW is heading back to the Rebelle Rally, the eight-day off-road competition that trades GPS systems for maps and compasses. From October 11 to 17, Rebecca Donaghe and Rebecca Dalski will take a BMW X5...

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BMW is heading back to the Rebelle Rally, the eight-day off-road competition that trades GPS systems for maps and compasses. From October 11 to 17, Rebecca Donaghe and Rebecca Dalski will take a BMW X5 xDrive40i through roughly 1,700 miles of California and Nevada desert, competing against 67 other all-female teams. The Rebelle Rally is less about speed and more about precision. Competitors have to locate hidden checkpoints across vast stretches of desert using only analogue navigation. Getting it wrong can cost hours — or worse, a chance to finish. Maps, Compass, and a Stock X5 Rebecca Dalski, a BMW product manager based in the U.S., is taking on navigation duties for the first time. Her teammate, Rebecca Donaghe, is a Rebelle veteran who has driven everything from purpose-built off-road rigs to luxury crossovers. “Adventure is worthwhile in itself”, said Dalski. “With an off-road package featuring xSand, xGravel, xSnow and xRock modes, the BMW X5 is well-equipped for this challenge. Add to that Rebecca Donaghe’s excellent driving skills, along with the analog navigational techniques I’ve been sharpening, and I’m sure that we’ll cross the finish line proudly in October. The Rebelle Rally was described to me as a game of chess played out in the world and I cannot wait to see what we’ll encounter.” The X5 competing in this year’s event is almost completely stock. Aside from off-road tires, camping gear, and recovery tools, nothing major has been changed. Under the hood is BMW’s 375-horsepower inline-six with a mild-hybrid system, running power through the brand’s xDrive all-wheel drive setup. Putting the X5 to the Test The Rebelle Rally is a reminder that the X5’s abilities extend well beyond asphalt. Over its 25-year lifespan, it’s been called everything from a family hauler to a track-day SUV. But when you strip away the electronics and GPS systems and point it at a 1,700-mile dirt maze, you get to see a different side of it — one that still carries a bit of the original “Sport Activity Vehicle” spirit that BMW launched back in 1999. Is it a true off-roader? Not in its basic definition, but it can certainly hold its own and now we will have a chance to see it in action. This year’s event will run through remote parts of California and Nevada, where the X5’s blend of comfort and traction control will face everything from rocky trails to loose dunes. BMW’s involvement in the Rebelle Rally has grown steadily over the past few years. After debuting in 2023 with an X2 M35i that finished second in its class, it was followed by an X3 M50 entry in 2024 that continued to showcase how capable BMW’s crossovers can be when pushed off pavement. The 2025 return with the X5 xDrive40i brings things full circle — same driver, new co-driver, and the same goal of proving that a nearly stock BMW can take on 1,700 miles of desert the hard way. First published by https://www.bmwblog.com

Few concept cars capture the essence of both brands behind them quite like the BMW Zagato Coupe. Revealed in 2012 at the prestigious Concorso d’Eleganza Villa d’Este, this one-off creation merged BMW’s engineering precision with...

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Few concept cars capture the essence of both brands behind them quite like the BMW Zagato Coupe. Revealed in 2012 at the prestigious Concorso d’Eleganza Villa d’Este, this one-off creation merged BMW’s engineering precision with Zagato’s unmistakably Italian flair. While built on the bones of the E89 Z4, the Coupe introduced something far more sculptural and exclusive. Every surface, vent, and line spoke to the collaboration’s dual mission: honoring BMW’s design language while channeling Zagato’s tradition of hand-crafted, aerodynamically honed beauty. What emerged was a grand tourer that looked as fast standing still as it did in motion — a design study that bridged heritage and experimentation in equal measure. Diving Deep Into the Zagato Coupe’s Style Perhaps the most subtle changes came in the front, where the Zagato Coupe almost screams Z4. The E89’s grille is replaced with a Z-pattern grille, serving as subtle forward-facing badging. Notably, the grilles featured matte-painted surrounds, a feature that would later find itself on series production BMW models from the M Performance family (M240i, etc). The hood gets more pronounced hood bulges and air outlets a la the E90 M3, although the BMW roundel retains its old position. The headlights, too, are unique. They integrate smoothly into the front three-quarters panel, whereas the E89 Z4’s simply ended at a body line. Along the side, Z badging replaces the Z4’s traditional badges. Zagato also fitted unique five-spoke wheels that were never put into series production, unfortunately. The wheel “artfully combines concave and convex surfaces to achieve a lightweight, dynamic, and solid expression,” says Zagato designer Norihiko Harada. BMW went to great lengths to ensure the Zagato Coupe popped at its Villa d’Este premier. That included the paint, a shade which BMW says “ranges from something close to black all the way to a brilliant red.” Head of Zagato’s wife, Marella Rivolta-Zagato, says the paint gave the car a look “like a can of Coke just taken out of the fridge.” Ultimately, the shade is called Rosso Vivace, and was applied in six ultra-thin shades. That was in addition to a primer coat and a layer of metallic silver paint. Party in the Back The rear three-quarters view is arguably where the Zagato Coupe thrives. Changes are more pronounced here, largely thanks to a double-bubble roof design that replaces the Z4’s folding hardtop. “Zagato’s design language emphasizes functional forms such as the prominent rear fender,” says Norihiko. A transparent rear panel punctuated the car’s striking Kamm-tail (or K-tail) layout. It’s a design element stemming from coda tronca (short tail) bodies made famous by the Alfa Romeo Giulietta Sprint Zagato — and, even more obscure, the BMW 328 Kamm Coupe. The benefits to this design are twofold. Perhaps secondary to amazing looks, BMW touted “very efficient aerodynamics” because of the Kamm design. A roundel sits in the middle of it all, above two unique exhaust finishers. Many of the quotes above come from Steve Saxty’s incredible book, BMW by Design. We’ve said it before and we’ll say it again: we can’t recommend the book enough. For more insight and exclusive pictures, grab a copy for yourself. Or, browse his other BMW books — they all give one of a kind insight you won’t find anywhere else, even online. First published by https://www.bmwblog.com