Cars

Global Car Culture Since 2008

There’s something irresistibly fun about tiny vehicles designed to look like supercars. They’re guaranteed to put a smile on your face every time. Specifically, I’m talking about wild kei car creations like this Honda Today from 1988, which has gull-wing doors and a 12A rotary engine swap, built by RE Amemiya and Bomex. I’m not […]

The post Small Packages, Big Things: Tokyo Auto Salon 2025’s Top Kei Car Creations appeared first on Speedhunters.

Poignant words from history’s most dangerous dragon, Bruce Lee. But this story isn’t about the ‘Little Dragon.’ It’s about another dragon, the Toyota Sera ‘Twin Dragon.’ A fitting title, given to it by its mad scientist creator, Takuro Watanabe of Circuit & Dreams CLR. Not just because this is the year of the snake in the […]

The post Twin Dragon: The 1,000+hp Dual-Engine Toyota Sera appeared first on Speedhunters.

This was the hashtag photographer Ken Saito used on his Tokyo Auto Salon Instagram post. No caption. While the sea of black suits and middle-aged men creates an austere atmosphere at TAS, there are always pockets of madness. But is that madness fading? I’m not a big fan of crowds at the best of times, […]

The post The Not-So-Weird & Wacky Cars Of Tokyo Auto Salon 2025 appeared first on Speedhunters.

TAS reigns supreme as the pinnacle event of Japanese car culture, drawing over 200,000 visitors to the Chiba convention centre every year. With that kind of foot traffic, it’s no surprise that the car parks hide some real gems. So, let’s take a look at what I found during my Friday visit to Tokyo Auto […]

The post Tokyo Auto Salon 2025: Exploring The Car Parks appeared first on Speedhunters.

Of course, credit for that goes to our resident Dino-san. While he may not have used those exact words, he did explain that most Japanese guests at TAS tend to visit the halls in numerical order. So, if you’re prepared to hit Hall 11 first, you might just find it empty. I say this because […]

The post First Look: Tokyo Auto Salon 2025 appeared first on Speedhunters.

This shift isn’t limited to the aftermarket world. Nearly every major auto manufacturer now offers a level of customisation beyond just optional extras – think BMW’s M Performance, Mercedes-Benz’s AMG Line, or Toyota’s GR series. In fact, today you can order an unpainted carbon fibre bonnet for your 2.5-tonne Range Rover Sport directly from Land […]

The post Party Up Front, Business Out Back: Higuchi-san’s W126 500 TE appeared first on Speedhunters.

But before we get stuck into Japan’s largest aftermarket tuning show and all the car gatherings surrounding it, let’s start with a tradition that’s been firmly cemented over the last decade: the unofficial New Year Meet at Daikoku Parking Area. While enthusiasts flock to Yokohama’s most iconic car meet-up spot from the first day of […]

The post Welcoming In 2025 At Daikoku PA appeared first on Speedhunters.

Because it’s a brand-new year, we wanted to check in with you – our Speedhunters audience – to give you an insight into what’s coming throughout 2025, as well as hear what you’d like to see more (or less) of. Can any more cars be wide-bodied? Will the next-gen Dodge Hellcat feature a ‘Takeover’ mode? […]

The post Countdown To Tokyo Auto Salon: Speedhunters’ Japan Month Starts Now appeared first on Speedhunters.

Sure, the same can be said for almost any culture and subculture. But there is something particularly fascinating about car culture, largely because of the sheer effort we put into our silly hobby. It takes far more effort to change a body kit than an outfit, and respraying a car costs a whole lot more […]

The post Big Drag Energy: R44 Performance’s 1,500hp xDrive M2 appeared first on Speedhunters.

In just one week, all eyes will turn to the Makuhari Messe in Chiba, Japan, for the highly anticipated 2025 edition of the Tokyo Auto Salon. Now in its 43rd year, TAS has become more than just a cornerstone of the JDM tuning scene – it’s a global celebration of car culture. We’ve attended every year since […]

The post Throwback: Inside The 2015 Tokyo Auto Salon appeared first on Speedhunters.

Daily BMW News and BMW Reviews, BMW Videos and Photos

BMW’s first-ever all-electric M3 has been spotted testing in the snowy landscapes of Arjeplog, Sweden, a well-known location for cold-weather development. This comes shortly after BMW teased the performance capabilities of its electric M3 prototype,...

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BMW’s first-ever all-electric M3 has been spotted testing in the snowy landscapes of Arjeplog, Sweden, a well-known location for cold-weather development. This comes shortly after BMW teased the performance capabilities of its electric M3 prototype, marking a key step toward the brand’s electric future. The heavily camouflaged prototype shows strong design ties to BMW’s Neue Klasse Vision Concept, unveiled last year. Up front, illuminated details in the kidney grille and headlights hint at the brand’s futuristic “phygital” styling. The car’s clean, sharp side profile sticks closely to the concept’s three-box sedan shape, while flared fenders and wide wheel arches give it the unmistakable stance of an M car. At the rear, the large trunk lid and upright design follow the Neue Klasse’s minimalist approach, but sporty touches like the wide tires and aerodynamic tweaks signal its high-performance potential. Other notable features include pop-up door handles and large wheels. Performance and Platform Details Codenamed ZA0, the M3 Electric is being developed on BMW’s Neue Klasse platform, which it will share with the i3 sedan launching in 2026. The electric M3 is scheduled for release in 2027 and will debut as an all-wheel-drive sports sedan with a starting output of around 700 horsepower. While BMW has explored ultra-powerful quad-motor EVs with over 1,300 horsepower, the initial M3 Electric models will focus a balance between driving dynamics and power. This new platform includes BMW’s cutting-edge Heart of Joy supercomputer, which integrates the car’s advanced driving dynamics and all-wheel-drive system. These technologies are designed to deliver precise handling and control, essential for a car carrying the iconic M badge. Two BMW M3s Planned: ICE and EV BMW M won’t forget the purists. A new M3 combustion-powered model, codename G84, will arrive sometimes after 2027. The new M3 builds upon the current G80 generation, sitting on the same CLAR platform and using a 3.0 liter six-cylinder engine. There is a twist though: BMW could include the 48 volt mild-hybrid tech within the eight-speed automatic transmission of this new M3. Therefore, plans for a six-speed manual M3 have been scrapped. At the same time, the BMW M plans to offer a range of electric performance models, starting with the M3 and M4 EVs under the ZA0 and ZA2 project codes. Additional vehicles, like the iX3 M SUV, are set to arrive as early as 2026, showcasing BMW’s broader push into electric high-performance vehicles. First published by https://www.bmwblog.com

Get ready for an electrifying podcast episode that blends car talk, YouTube insights, and a whole lot of BMW conversations! We’re thrilled to host Thomas Holland from Throttle House, the popular YouTube channel known for...

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

Get ready for an electrifying podcast episode that blends car talk, YouTube insights, and a whole lot of BMW conversations! We’re thrilled to host Thomas Holland from Throttle House, the popular YouTube channel known for its in-depth car reviews, creative content, and engaging style. Whether you’re a BMW enthusiast or curious about the behind-the-scenes of content creation, this episode promises to deliver. A BMW Bonanza We kick things off with Thomas sharing stories about his first BMW and his journey through the world of Bavarian engineering. From the legendary F87 M2 to the controversial G87 M2, we cover it all, diving into debates like the N55 vs. S55 engines and the best mods for the M2. Thomas even opens up about his infamous G87 M2 review, giving listeners a deeper understanding of what makes BMW enthusiasts so passionate. And the BMW love doesn’t stop there. We discuss the new BMW XM, its controversial styling, and performance capabilities, as well as the BMW M5, diving into whether customers will actually take this powerhouse to the track. Plus, we ask Thomas the ultimate question: What’s his all-time favorite BMW? The World of YouTube Content Creation Switching gears, we venture into the realm of YouTube. Thomas offers valuable insights into what it takes to grow a channel like Throttle House, sharing tips on building an engaged audience and creating content that resonates. He pulls back the curtain on the challenges and joys of being a top automotive content creator, revealing what’s next for Throttle House and how they continue to innovate. Want to know why people trust YouTubers, or what it’s like filming misadventures? Thomas has stories to share that will entertain and inspire. Whether you’re an aspiring creator or just love great content, this segment is packed with advice and anecdotes. The Big Questions We tackle some thought-provoking topics, too. Are lightweight cars still possible in today’s market? What’s Thomas’s opinion on electric cars and the ever-divisive kidney grille designs? And for Lotus fans, we even explore why the Lotus Emira captured his attention. Grab your headphones, buckle up, and tune in for a ride you won’t want to miss! First published by https://www.bmwblog.com

2024 wasn’t exactly a good year for BMW’s branch in China. Deliveries decreased by a rather significant 13.4% to 714,530 units. Despite this major setback, China was still by far the largest individual market for...

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2024 wasn’t exactly a good year for BMW’s branch in China. Deliveries decreased by a rather significant 13.4% to 714,530 units. Despite this major setback, China was still by far the largest individual market for the Bavarian brand. The world’s biggest luxury automaker is confident that it still has a lot to offer in an increasingly challenging market. We spoke with BMW Group’s Head of Design about the tremendous rise of Chinese car manufacturers. Adrian Van Hooydonk is optimistic about BMW’s future in China. Some of the models from the upcoming lineup of electric vehicles based on the Neue Klasse will be localized. Not only will EVs be built there, but some will also be penned at the new Designworks studio in Shanghai. “With the Neue Klasse, we are going to give the Chinese customers what they want. Something that is very modern, even if you don’t know our heritage, that can hold its own among all the other new players. Certainly also in terms of digital aspects of the cars.” There’s more to it than styling and technology. Adrian Van Hooydonk told us another major advantage is that none of the newcomers “drive like a BMW.” However, customers will ultimately decide, and they will do so with their wallets. The company certainly has its work cut out, given how the likes of SAIC, Geely, and BYD are growing stronger each year. Meanwhile, the Munich-based firm caters to its Chinese customers with several cars you can’t buy in most parts of the world. The 2 Series Gran Coupe, 3 Series, and 5 Series sedans are sold in China with stretched wheelbases, as are the X1 and X5 SUVs. The fully electric iX1 and i5 have also been elongated in the People’s Republic. Speaking of EVs, China is the only country where BMW sells an i3 sedan. The BMW Group makes cars in China not just for the local market but also for export. The iX3 is sold in Europe and other regions, although not for long. This year, the CLAR-based model will be discontinued to make way for a Neue Klasse-based model manufactured in Debrecen, Hungary. The electric crossover will also be assembled in Mexico, but not until 2027. The electric MINI Cooper hatch (J01) and Aceman crossover (J05) are also built in China. However, they were recently hit by the European Union’s massive tariffs, which are a double-edged sword because they also hurt some Euro brands. CEO Oliver Zipse described tariffs as “shooting yourself in the foot,” calling them “shadowy protective functions that essentially harm ourselves.” He even went so far as to say they’re a “fatal signal for the European automotive industry.” First published by https://www.bmwblog.com

If you regularly check BMW’s sales charts, you’re aware that the numbers aren’t broken down for each car. Frustrating, I know. However, we know that of the 206,582 vehicles sold by M in 2024, the...

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If you regularly check BMW’s sales charts, you’re aware that the numbers aren’t broken down for each car. Frustrating, I know. However, we know that of the 206,582 vehicles sold by M in 2024, the i4 M50 was the most popular. It’s actually the third consecutive year that the sporty electric 4 Series Gran Coupe has topped the charts. I know what you’re going to say – the i4 M50 isn’t a real M car. Indeed, it’s a lesser M Performance model, but BMW has been bundling the two M flavors for a while. Hence why the Bavarian brand is happy to report sales of BMW M have been growing for no fewer than 13 consecutive years. That’s right – 13! With an abundance of M Lite cars, it’s no wonder that the “world’s most powerful letter” is breaking record after record. 2025 BMW i4 M50 Ruby Star https://www.instagram.com/haberkornphotography/ What lies ahead? For 2025, BMW M is planning “various special models and model revisions with innovations for combustion engines, plug-in hybrids, and electric drives alike.” But it’s the next sentence that really caught our attention: “The development of the new all-electric BMW M3 is progressing.” There you have it, written in black and white, an M3 without a combustion engine is coming. It’s a reiteration of what some of the higher-ups have said. However, we won’t see it this year. The Neue Klasse-based electric M3 (“ZA0”) is likely due in 2027. In the meantime, the i4 M50 could be renamed in the coming months. We’re hearing BMW will adopt the i4 M60 moniker to reflect a powertrain upgrade. The M Performance i4 is expected to inherit the dual-motor setup from the larger i5 M60. The change is likely to take place with the cars manufactured from July 2025. With styling tweaks brought by last year’s Life Cycle Impulse and a more potent powertrain, the i4 M60 could continue to top BMW M’s sales charts. Source: BMW First published by https://www.bmwblog.com

The BMW 8 Series is facing retirement, but not before ALPINA launches the ultimate version of the Gran Coupe. The B8 GT borrows the upgraded twin-turbo V8 4.4-liter engine from the B5 GT, with an...

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The BMW 8 Series is facing retirement, but not before ALPINA launches the ultimate version of the Gran Coupe. The B8 GT borrows the upgraded twin-turbo V8 4.4-liter engine from the B5 GT, with an identical 625 hp and 850 Nm (627 lb-ft). You won’t see much of this car on the open road since only 99 units are planned. The ones with a two-tone paint will be even rarer. Just 20 vehicles will combine Black Sapphire with either Blue or Green II. To make the hotter GT variant stand out from a regular B8, ALPINA is adding carbon fiber goodies. The air ducts in the front apron and the rear diffuser are different. In addition, the Buchloe-based company changed the side dive planes and some of the exterior trim. Eagle-eyed readers will also spot the “B8 GT” lettering on the B-pillars, while Burkard Bovensiepen’s signature is on the door sills. Known by its full name as the ALPINA B8 GT Hommage Burkard Bovensiepen, the special edition sits on gorgeous 21-inch ALPINA Classic wheels. You can have it in the classic colors Blue and Green II. Alternatively, customers can opt for special hues like Arctic Race Blue, Purple Silk, Enigmatic Black, Verdant Green Pearl, and Crystal Casserit Black. Retro-flavored side decals in Carbon Metallic are also available. Inside, leather covers nearly all surfaces. There’s even leather piping for the floor mats and the cargo mat. To sweeten the pot, ALPINA wraps the headliner in Alcantara and mounts aluminum shift paddles. Speaking of which, the eight-speed automatic transmission gets a software update to handle the additional torque. As for performance, the ALPINA-tuned BMW N63 engine makes the B8 GT seriously quick. Despite weighing 2,175 kilograms (including a 68 kg driver, 7 kg worth of luggage, and a 90% gas tank), the car needs just 3.3 seconds to reach 62 mph (100 km/h). It takes 10.5 to reach 124 mph (200 km/h) from a standstill. On an unrestricted section of the Autobahn – which is the ideal road for this type of car – the posh sedan hits 205 mph (330 km/h). As you can imagine, it’s not exactly cheap. Prices in Germany start at €225,000, but you can add nearly €50,000 worth of options. A fully loaded ALPINA B8 GT can be had for over €271,000 in its domestic market. Two pricey options stand out. The two-tone paint is €11,150, while the naturally tanned LAVALINA leather upholstery is an extra €19,200. Source: ALPINA First published by https://www.bmwblog.com

Rolls-Royce reveals today the Phantom Dragon, a unique commission inspired by Chinese dragon legends. The one-of-one Phantom Extended was curated by the Private Office Shanghai and designed for a client in China. This bespoke project...

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Rolls-Royce reveals today the Phantom Dragon, a unique commission inspired by Chinese dragon legends. The one-of-one Phantom Extended was curated by the Private Office Shanghai and designed for a client in China. This bespoke project marks the start of celebrations for the centenary of the iconic Phantom nameplate, which debuted in 1925. The Phantom Dragon pays tribute to the Year of the Dragon, blending traditional Chinese motifs with Rolls-Royce’s signature craftsmanship. The centerpiece is the intricate marquetry in the Gallery, a unique interior glass that runs across the dashboard. This artwork, made of 297 hand-cut wood pieces, depicts two dragons guarding a pearl, a symbol of purity and perfection in Chinese culture. The design took three months to complete and includes materials like Smoked Eucalyptus, Sycamore veneer, and Ash burr. 1,344 Lights For Shooting Stars The interior combines black and Ardent Red leather on reclining Serenity seats, with the client’s family name embroidered on the headrests in ancient Chinese calligraphy. Natural open-pore wood finishes and high-gloss elements further enhance the bespoke design. Another standout feature is the Starlight Headliner, which portrays two dragons in red and white fiber-optic lights. The 1,344 individual lights are arranged to create an abstract representation of the mythical creatures, surrounded by shooting stars for added drama. Externally, the Phantom Dragon is finished in Iced Diamond Black, a satin paint that shimmers in the light. The striking appearance complements the luxurious interior while celebrating the symbolism of the dragon and the pearl. Martina Starke, Head of Bespoke Design at Rolls-Royce, said the project showcases the brand’s ability to integrate cultural iconography respectfully and creatively. Shuai Feng, Lead Bespoke Designer at the Private Office Shanghai, emphasized the importance of blending Chinese culture with Rolls-Royce’s international aesthetics. Private Design Studios Around The World Rolls-Royce also launched a U.S. Private Office last month in the heart of New York where American customers can explore an extensive selection of sample fabrics, paints, leathers, and textiles. Once ready, clients meet with U.S.-based Rolls-Royce designers and a specialist client experience manager to begin crafting their dream car. After finalizing the design, the NYC team works closely with the team in Goodwood to transform the concept into a one-of-a-kind Rolls-Royce. The Shanghai office is one of the four Private Offices in the world, the others are located in Goodwood, Shanghai, Dubai, and the aforementioned New York. First published by https://www.bmwblog.com

BMW’s design has stood out over the years, thanks to a series of iconic elements which stood the test of time. From the kidney grille and double headlamps to the shark nose and the Hofmeister...

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BMW’s design has stood out over the years, thanks to a series of iconic elements which stood the test of time. From the kidney grille and double headlamps to the shark nose and the Hofmeister Kink, BMWs have always been instantly recognizable on the street. Yet, there’s one design cue that’s often overlooked: the driver-oriented dashboard. But did you know when BMW started incorporating this feature in their cars? Back in 1975, BMW made a bold move with the launch of the E21, the first-ever 3 Series. It wasn’t just the car’s sporty look or nimble handling that caught people’s attention—it was something inside the cabin that quietly changed everything. For the first time, BMW angled the dashboard and center console toward the driver. It was subtle, but it spoke volumes about the kind of experience BMW wanted to create: The Ultimate Driving Machine. Built For The Driver E30 Interior Think about it: the way a car’s interior is laid out says a lot about who it’s built for. By tilting the controls and displays toward the driver, BMW wasn’t just making a car easier to use; they were looking to differentiate themselves from Mercedes-Benz as well. BMW honed on the idea that the E21 3 Series wasn’t just a car getting you from point A to point B, this was a car made for the sheer joy of driving. The E21 3 Series put the driver at the center of the experience, ensuring every button, every gauge, and every control felt like it was made just for them. Sorry, co-driver—but not really sorry! But the driver-oriented dashboard wasn’t just about convenience. That simple angled dashboard was BMW’s way of saying, “Hey, we get it. You love driving, and so do we.” It created a connection between the driver and the car, making the cabin feel like a cockpit. Over the years, that unique design cue became a signature for BMW. It evolved, of course. Even though today, you’ll see plenty of screens inside, the essence of the driver-oriented dashboard remains in most models. For example, the latest generation 6 Series which came out in 2010 featured one of the most driver-oriented dashboards. At the time, BMW said the idea was to feel as low and seamless as possible with the car, creating a smooth flow between the exterior and interior. This approach emphasized a driver-oriented layout, with a focus on making the driver’s space distinct from the passenger’s comfort area. Will this design survive in the Neue Klasse models, or will BMW reinterpret this iconic design cue? Only time will tell. One thing is certain, though: the new iDrive X has already given us a glimpse of a display angled toward the driver. First published by https://www.bmwblog.com

MINI Australia is pulling the plug on its cheapest electric cars—the 2025 MINI Cooper E and 2025 MINI Aceman E—just months after they hit showrooms. According to the local branch, the brand is shifting its...

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MINI Australia is pulling the plug on its cheapest electric cars—the 2025 MINI Cooper E and 2025 MINI Aceman E—just months after they hit showrooms. According to the local branch, the brand is shifting its focus to more expensive models, leaving buyers with one last chance to snag a bargain before these entry-level EVs disappear. Big Discounts to Clear Stock To help move the remaining stock, MINI Australia has slashed prices on the Cooper E and Aceman E. The Cooper E now starts at 49,990 AUD, down by $7500, while the Aceman E drops by 11,500 AUD to 51,990 AUD. These discounts are huge—up to 23% off—and will stick around until all units are sold. Despite finding success in some markets, the launch of the J01 and J05 electric MINIs has faced challenges. One major setback is their absence in the U.S., one of the world’s largest potential EV markets, leaving the burden of sales to other regions. Adding to the pressure, steep tariffs on China-made cars have driven up prices globally, making these EVs more expensive at a time when the overall demand for electric vehicles is declining. The SE models in Australia will be the new entry point for, starting at 58,990 AUD for the Cooper SE and 60,990 AUD for the Aceman SE. For buyers looking for even more performance, MINI will continue to offer the high-performance John Cooper Works (JCW) versions of both models. Targeting Premium Buyers MINI Australia hasn’t said exactly why they’re ditching the cheaper models, but it’s likely a combination of slow sales and a shift toward a premium image. MINI’s Alexander Brockhoff, General Manager for Australia and New Zealand, told Drive Australia that the discounts are meant to help clear stock and are not part of the brand’s long-term pricing strategy. “These special drive-away prices for the Cooper E and Aceman E are designed to give buyers an attractive offer on our entry-level electric cars before production ends,” said Brockhoff. “Once they’re gone, we’ll focus on offering higher-spec SE and JCW models.” The future of the MINI Cooper Electric and Aceman remains uncertain, with some sources suggesting they may be limited to a single generation before being replaced by a new lineup in 2030. Whether that future MINI range will be fully electric or a mix of EVs and ICE models is still unclear. First published by https://www.bmwblog.com

It’s the first year of availability for the G90 M5 so there’s a lot that’s new. The 2025 BMW M5 debuts with a plug-in hybrid powertrain and even gets a coveted M5 Touring (G99) variant...

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It’s the first year of availability for the G90 M5 so there’s a lot that’s new. The 2025 BMW M5 debuts with a plug-in hybrid powertrain and even gets a coveted M5 Touring (G99) variant that blends the practicality of wagon with, well, M5-ness. The G90/G99 M5 is the seventh generation in a series that dates back to the early 1980s. 2025 BMW M5 Engine, Transmission, and Performance The newest M5 is the first ever to utilize a plug-in hybrid powertrain, but the centerpiece is the S68 V8 under the hood. This 4.4-liter twin-turbo unit teams up an electric motor to offer 717 horsepower, 738 pound-feet of torque, and a claimed top speed of 190 mph. That’s 535 kW, 1,000 Nm, and 305 kmh for you metric types. An eight-speed automatic transmission is the sole gearbox choice for both the M5 Sedan and M5 Touring models. BMW’s conservative 0-60 mph (0-100 kmh) times have enthusiasts worried; BMW claims the car makes it from zero to 60 mph in 3.5 seconds. The last generation M5 required only 2.8 seconds to complete the deed. It will almost certainly be quicker than that, largely thanks to standard all-wheel drive. Comparatively, the CT5-V Blackwing dashes from rest to 60 mph in 3.4 seconds; the RS 6 Avant from Audi does it in 3.4 seconds. 2025 BMW M5 Fuel Economy and MPG The hybrid components under the sheet metal might lead you to believe that maybe, just maybe, this M5 super sedan (or wagon) is a practical, fuel-sipping selection. We aren’t sure yet, because as of this writing the EPA hasn’t tested the 2025 BMW M5. We think the hybrid will improve slightly on the outgoing generation’s woeful performance – 15 city, 21 highway. But don’t expect a miracle. The M5 offers around 25 miles of all-electric range. Interior and Cargo Space The M5’s price tag dictates a lofty interior space, and it delivers. Merino leather comes standard, although trim choices are somewhat limited and BMW shouldn’t be nickel-and-diming us $300 for carbon fiber trim. Wood or aluminum are no-cost. The $1,850 Executive Package is worth it at this price point, adding power rear sunshades, rear heated seats, and front ventilated seats. The M5 Touring is the one you want for true utility in the cargo space department. The Touring offers 18 cubic feet of cargo space, or 58 cubic feet with the seats folded down. The Sedan still does okay, offering 17 cubic feet of trunk space. AMG’s C63 and S63 offer 9.8 cubic feet and 18.9 cubic feet, respectively. 2025 BMW M5 Technology and Connectivity Every M5 comes with the usual assortment of BMW connectivity. Apple CarPlay and Android Auto, built-in navigation, voice commands, and app compatibility are all standard. The 2025 BMW M5 relies on iDrive 8.5 software powering a 12.3-inch information display, head-up display, and 14.9-inch center display. Safety and Driver Assistance Features Frontal Collision Mitigation, Lane Keeping Assistant, Active Blind Sport Detection, Cross Traffic Warning with Brake Intervention, and Rear-End Collision Prep all come standard on the 2025 BMW M5. So does BMW Assist – BMW’s automatic collision notification and emergency contact system. You could shell out $1,700 for the Driving Assistance Professional Package, which includes Steering Assistant, Lane Change Assistant, and camera/radar cruise control. But we think we’d rather drive the M5 ourselves. 2025 BMW M5 Pricing The M5 Sedan starts at $119,500, and you’ll need to tack on $2,000 more for the M5 Touring model. Probably the biggest rival the M5 has is the RS 6 Avant, which Audi will take $126,600 for. Mercedes is in a weird spot these days, and you’d need to step up to the nearly $190,000 S 63 for comparable performance. 2025 BMW M5 FAQ Is the M5 Touring coming to the US? Yes, the G90 M5 will be the first time a Touring M model has officially come to the US. Why is the 2025 BMW M5 so heavy? The newest M5 adds a ton of complexity and powertrain components that weren’t there before, and the vehicle also grows in dimensions. Furthermore, European car companies have to quote curb weight figures “in running order,” which includes stuff like a spare tire and the driver themselves. Where is the M5 made? All G9X M5 models are built in Dingolfing, Germany. First published by https://www.bmwblog.com

BMW has developed a healthy habit of presenting retro-flavored cars annually at the Concorso d’Eleganza Villa d’Este. We’re not just talking about the most recent ones: Skytop (2024) and the Concept Touring Coupe (2023). Who...

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BMW has developed a healthy habit of presenting retro-flavored cars annually at the Concorso d’Eleganza Villa d’Este. We’re not just talking about the most recent ones: Skytop (2024) and the Concept Touring Coupe (2023). Who can forget the 328 Hommage from 2016 or the M1 Hommage from 2008? Other relevant examples that spring to mind include the 3.0 CSL Hommage (2015) and the 2002 Hommage (2016). Oh, we mustn’t omit the stunning Gran Lusso Coupe penned together with Pininfarina in 2013. However, cars like these will continue to be the exception rather than the rule. In an exclusive interview with BMWBLOG, Adrian Van Hooydonk said future designs will mostly embrace modernism. BMW Group’s Head of Design told us he prefers to look toward the future while respecting the company’s heritage. He added there’s going to be some retro-inspired DNA in the upcoming Neue Klasse era, with nods to the 2002 and the CSL (E9). However, BMW’s styling will be “90% modern and new, and 10% heritage.” Adrian Van Hooydonk reckons that doing it the other way around “probably not get you far enough.” He believes now is the right time for the Bavarian brand to “push toward more modern designs” without neglecting heritage. As a refresher, BMW overhauled its design team last year. However, the first cars penned by the restructured organization won’t come out until around the end of the decade. Meanwhile, the many Neue Klasse models scheduled to arrive before 2030 were all created under Domagoj Dukec’s supervision. He has since moved on to Rolls-Royce to lead its design department. Former MINI design boss Oliver Heilmer and his team will style future compact and midsize BMWs. Ex-Polestar design chief Maximilian Missoni will design the 5 Series / X5 and up, including ALPINA-branded cars. The lineup will undergo significant changes in the following years. As previously reported, the Z4 and 8 Series are likely to disappear without replacements. Before that happens, the X4 dies this year. Even the 4 Series with combustion engines could face retirement. We’ve heard the 2 Series Active Tourer minivan is also living on borrowed time. In addition, the iX is likely to be replaced by a fully electric iX5, while the XM’s future is uncertain. A true entry-level car might arrive closer to the end of the decade as the i1 or i2. First published by https://www.bmwblog.com

After the 2020 M4 and 2022 i4 M50, the third car jointly created by BMW and Kith broke cover last month. The XM customized by Ronnie Fieg will be limited to 47 units globally, but the...

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After the 2020 M4 and 2022 i4 M50, the third car jointly created by BMW and Kith broke cover last month. The XM customized by Ronnie Fieg will be limited to 47 units globally, but the fashion house’s founder has a one-off concept just for himself. We initially saw it in early December at Art Basel Miami. Now, the unique SUV has traveled to South Korea. It has undergone more changes than the XM special edition. The one-of-a-kind concept stands out with illuminated side accent strips featuring 363 LEDs. At the front, the low-beam headlights, thanks to LED matrix displays, can show the Kith logo on the glass covers. Ronnie Fieg’s car has purple daytime running lights to match the Individual Frozen Techno Violet metallic paint. The kidney grille’s contour also has a light-up purple contour. The XM Concept is 30 millimeters (1.18 inches) lower at the front and 35 millimeters (1.37 inches) at the back. In addition, BMW widened both tracks by 40 millimeters (1.57 inches). Inside, Ronnie Fieg opted for a pair of carbon bucket seats you can’t have on the namesake special edition. As you can imagine, there’s plenty of Kith branding inside and out. BMW South Korea is showcasing the XM Concept at its Driving Center in Incheon. The car and BMW x Kith merchandise will be on display until February 16. Both the concept and the production car are based on the XM Label, BMW’s most powerful production vehicle ever. If you’re interested in one of the 47 cars, they’re also available in Individual Frozen Black. Fewer than 10 units are earmarked for the United States, while Australia is getting just one. In the US, it’ll set you back a hefty $199,000 before destination and handling fees. As a refresher, Ronnie Fieg also took delivery of a fully restored and personalized M1, which you can’t have either. First published by https://www.bmwblog.com

The three-row luxury SUV segment is more popular and competitive than ever. That means that a new BMW X7 has to feel every bit worth its demanding price tag – which comes in at over...

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The three-row luxury SUV segment is more popular and competitive than ever. That means that a new BMW X7 has to feel every bit worth its demanding price tag – which comes in at over $80,000 before you touch a single option box. A historic rival – Mercedes-Benz – comes well prepared with a three-rower of their own: the GLS. Which is the one you really want? Design and Interior Dimensions From the outside, it’s clear that the new BMW X7 takes a more aggressive and attention-grabbing approach than the GLS. A split-headlight look that debuted for the 2023 model year couldn’t be more different from the Mercedes’ very classic look. Technically, the GLS got a refresh for the 2024 model year, bringing new body work in the front and rear, a new grille, and new lighting signatures. The GLS is overall the larger of the two. It’s an inch wider and around an inch and a half longer, though stands an inch shorter. Those larger dimensions translate to the interior. The X7 offers more front head room than the Benz, but the Mercedes has it beat everywhere else. It boasts over two inches more third-row head room and shoulder room. In the second row, the GLS offers a solid four inches more leg room. Perhaps because of these impressive passenger capacity figures, it trails the X7 in terms of cargo area. A new BMW X7 can offer 90.4 cubic feet of cargo space, while the GLS has 84.7 cubic feet of cargo space. Technology and Towing Screens dominate the interior of both the new BMW X7 and new GLS. The GLS comes packaged with dual 12.3-inch screens housing instrumentation and infotainment. Hop into a new BMW X7 and you’ll see a similar 12.3-inch gauge cluster and slightly larger 14.9-inch center display. We unfortunately haven’t had any seat time with a GLS to discuss how usable the latest version of MBUX is, but iDrive 8.5 in the X7 is as intuitive and snappy as ever. Both offer Apple CarPlay and Android Auto, though, so you might not even spend much time twiddling with their native software. Towing with both is easy because their respective OEMs offer a factory-installed trailer hitch. BMW rates the X7 at 7,500 pounds of max towing capacity, and Mercedes claims the GLS can tow up to 7,700 pounds. Both come with trailering-specific features (Mercedes names their’s Trailer Stability Assist, but BMWs do it too) that ensure each SUV can handle the added rigors of towing without unduly stressing the engine. Car and Driver even towed with their long term X7 back in 2021 – 5,800 pounds over a 2100-mile excursion – with no drama. Suspension and Dynamics Both the GLS and X7 utilize a front double-wishbone and multi-link rear paired with two-axle air suspension. Both come included with adaptive damping, too, offering you a variety of different suspension settings for different driving experiences. Some variant of Comfort and Sport Modes exist in both luxury SUVs, and both allow you to raise or lower the SUV with the touch of a button. When it comes to dynamics – at least in the base cars – the spec sheet continues to read similarly. The GLS’s turbocharged 3.0-liter six makes 375 horsepower and 369 pound-feet of torque. The new BMW X7 delivers identical horsepower and 398 pound-feet of torque from the B58 engine, also a 3.0-liter turbo-six. Both come with all-wheel drive as standard, and weigh within 100 pounds of one another. Curb weight for the GLS is 5,489 pounds, and the BMW X7 tips the scale at 5,417 pounds. For the standard SUVs, Mercedes says the GLS 450 can race from zero to 60 mph in 5.8 seconds, while BMW says the X7 xDrive40i takes only 5.6 seconds. Those figures are an excellent summary of the comfort and dynamics comparison. A new BMW X7 will feel slightly sprightlier than the standard Benz, but otherwise, the two will perform and feel very similar. New BMW X7 and GLS High Performance Options At the top of the lineup, MB offers the AMG GLS 63. This 603-horsepower monster accelerates from zero to 60 mph in 4.1 seconds, and utilizes a twin-turbocharged 4.0-liter V8 engine. You also get a collection of AMG goodies, like an electronic limited-slip diff (eLSD), sportier suspension tuning, bigger brakes, and the like. A new BMW X7 M60i boasts nearly all the same changes. But, it is down on power; it makes the same zero-to-60 dash in 4.5 seconds, and only has 523 horsepower to work with. The ALPINA XB7, however, is perhaps a more direct comparison. Its ALPINA-tuned twin-turbo 4.4-liter V8 – similar, on the surface, to the unit powering the M60i – generates 631 horsepower. BMW says the ALPINA will reach 60 mph from a standstill in under four seconds. Performance junkies will likely want to stick with BMW. THE GLS 63 currently starts at $149,500, close to $40,000 more than the X7 M60i ($111,900). The ALPINA XB7 starts at $152,400 – just under $3,000 more. We’d recommend either sticking with the X7 M60i and saving a ton of money while making negligible performance trade-offs or going all-in on the XB7. The New BMW X7 Wins – As Long As You Can Look at It We’re not alone in thinking that a new BMW X7 compares quite favorably against the Mercedes-Benz GLS. But, we have to admit that it’s tough to fall in love with a vehicle that doesn’t get your heart racing every time you look at it. The polarizing exterior aesthetics, therefore, will likely be the make or break in your buying decision. Either way, there’s hardly any losers at this price point. Hopefully this makes your decision between the new BMW X7 and Mercedes GLS a little bit easier. First published by https://www.bmwblog.com

BMW Group UK has wrapped up 2024 with a strong performance, securing its place as the leader in the UK premium car market. The BMW and MINI brands sold a total of 172,240, over a...

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BMW Group UK has wrapped up 2024 with a strong performance, securing its place as the leader in the UK premium car market. The BMW and MINI brands sold a total of 172,240, over a quarter of them were fully electric. BMW registered 125,265 cars in 2024, a 12% increase compared to the previous year. This performance gave BMW UK a 22.6% share of the segment. Fully electric models made up 26.9% of BMW’s sales, with 33,785 BEVs registered—a growth of 18% year-on-year. Key models driving this growth included: BMW i4: Up 45%. BMW i5: 3,825 were registered BMW iX1: Registered 5,790 units BMW iX2: A newcomer with 2,819 registrations from March to December The traditional lineup also saw success. The new F70 BMW 1 Series remained the brand’s best-seller with 24,450 registrations (+7%). The updated 3 Series saw a 31% jump in registrations, boosted by improved plug-in hybrid options. The BMW 7 Series, including the all-electric i7, saw registrations rise by 48%. Even the controversial BMW XM, a car not really destined for European roads, recorded a massive 184% jump in sales. Performance cars from BMW M were also in high demand, with 17,191 registrations (+7%). The updated BMW M2 had a standout year, with registrations more than doubling to 1,505 units. MINI: Big Gains in Electric MINI registered 46,975 cars in 2024. While overall sales dipped slightly by 1% due to model changes, electric sales surged by 55%. This was driven by new models like: All-electric MINI Cooper: 6,141 units sold since its spring launch. MINI Countryman: 12,342 registrations, up 7%, helped by its first-ever electric version. Globally, BMW showed a drop in sales of 2.3% to 2,200,177 units. Except for China, BMW deliveries increased in all markets worldwide. In addition, shipments of purely electric cars jumped by 11.6% to 368,523 EVs. The Munich-based marque increased its market share in Europe after recording double-digit growth in Italy, France, and the UK. First published by https://www.bmwblog.com

BMW announced the X5 Silver Anniversary Edition a few months ago. BMW splashed pictures of the limited edition X5 traipsing throughout the trails, covered in dirt but without missing a beat – thanks, in part,...

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BMW announced the X5 Silver Anniversary Edition a few months ago. BMW splashed pictures of the limited edition X5 traipsing throughout the trails, covered in dirt but without missing a beat – thanks, in part, to trim-specific off-road spec tires. Mysteriously, however, your Silver Anniversary Edition X5 won’t show up to the dealership wearing that off-road rubber. We chatted with a BMW insider and learned a little more about the details and possibilities BMW considered – and didn’t consider – for the model’s 25th anniversary. But First: Wasn’t There Another Offroad Package? It’s not proof positive of the Mandela Effect – BMW has offered an off-road package once before, briefly, on the G05 X5. Called the xOffroad Package, it was available for model year 2019 and 2020 vehicles. It was discontinued for 2021, due to low customer demand. Our insider says that demand was low “possibly due to its fairly high price and lack of visual differentiation.” Discontinuation of a low-take package also simplified ordering in general. Homologation, A/T Tires, and More That only matters because it ties into our follow-up question, which was – essentially – was there any serious consideration for more purposeful off-roading X5 packaging? While the additional underbody protection, roof rack, and specialized drive modes are cool, it’s still a bit shy of what some other automakers have done – like Lexus and their GX Overtrail. Unfortunately, it doesn’t seem like it was in the cards, at least not on BMW’s side. Nothing more aggressive was planned for the Silver Anniversary or xOffroad Package. According to our source, “It would have amounted to a lot of effort and expense disproportionate to such a limited production vehicle. Suspension designs that could have offered even greater off-road capability were outside the scope of the Anniversary Edition owing to cost (development and impact on MSRP), complexity, timing, and potential homologation obstacles for a limited production model.” Related Should BMW Sell An Off-Road SUV? We also were curious why the X5’s all-terrain tires don’t ship with the vehicle. In case you didn’t know, they’re technically a dealer-installed option. One good reason is that not all buyers (we’d guess most) need or want the tires. But the reason from BMW’s side makes sense, too. Despite being the same size as the selections on the normal X5’s tire menu, they were not homologated for sale. Homologation is length and not inexpensive – it’s no wonder BMW didn’t want to go through with it. Of course, from here, the natural follow-up question might be “why celebrate 25 years of the X5 with a package that had a historically low take rate?” But, we’ll let that one slide. We’d rather have a little off-road capability – and sense of occasion – than none at all. And the X5 Silver Anniversary Edition is exactly that. Happy 25th birthday, X5! First published by https://www.bmwblog.com

LARTE Design has introduced a new performance kit tailored for the BMW 7 Series (G70). The new offering combines striking design elements with functional upgrades, giving BMW’s flagship sedan a unique and personalized touch. The kit...

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LARTE Design has introduced a new performance kit tailored for the BMW 7 Series (G70). The new offering combines striking design elements with functional upgrades, giving BMW’s flagship sedan a unique and personalized touch. The kit includes several key components engineered to enhance both aesthetics and functionality. Among the standout features o this BMW 760i are a front bumper lip made from high-quality German carbon fiber, aerodynamic side skirts, and a striking rear diffuser with side fins and an integrated spoiler. According to the tuner, these additions improve the car’s airflow dynamics. Of course, at the same time this BMW 760i luxury limousine gets a more aggressive, head-turning look. Lots of Aero Upgrades Other enhancements include a trunk spoiler, lightweight carbon fiber hood with expressive air intakes, and custom mirror caps that are both stylish and impact-resistant. To complete the transformation, exclusive wheel caps are included, designed to resist corrosion while complementing the overall look of the vehicle. For added safety, the package integrates additional brake lights, ensuring improved visibility without compromising the car’s sleek design. The tuning company says the Larte Performance kit is aimed at drivers who seek individuality and exclusivity. The company describes the package as perfect for confident, successful individuals who want their vehicle to reflect their personality and lifestyle. Naturally, the BMW 7 Series is not the first choice when it comes to car tuning, but in certain markets, customers will want to enhance the looks of their luxury sedan. V8 Under The Hood With Plenty Of Power There are no power upgrades, so the BMW 760i, using the 4.4 liter V8 TwinTurbo (S68) engine, still makes 536 horsepower at 5,500 rpm and 553 lb-ft of torque between 1,800 and 5,000 rpm. This engine incorporates a 48-volt mild-hybrid system to enhance efficiency and performance. Paired with an 8-speed automatic transmission and BMW’s xDrive all-wheel-drive system, the 760i accelerates from 0 to 60 mph in approximately 4.1 seconds. There are no words on pricing yet, but interested customers can reach out to LARTE Design via their website. First published by https://www.bmwblog.com

Obsessed With The Culture Of Cars

When people talk about the “New York accent,” they really ought to be more specific. There’s the near-midwestern voice of Western New York, the New England-tinged sound of the Capital Region, and the various cultural influences that make up the Manhattan, Brooklyn, Bronx, Queens And Staten accents. We’ve also got Long…

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The most recent stop of the promotional tour for “A Complete Unknown” featured a unique twist. Timothée Chalamet, star of the Bob Dylan biopic, arrived at the London premiere on Tuesday riding on a Lime rental bike. Despite the torrent of free publicity, he later revealed that the e-bike provider levied a $79 fine for…

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Honda proposed a merger with Nissan at the end of last year that was accepted soon after, and as with any proposed merger of two industry giants, there is bound to be some collateral damage. Hondahas expressed interest in merging with Nissan and Mitsubishi, but Honda reportedly has no interest Renault, the French…

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On January 16 David Lynch died at age 78 after a lengthy illness. To many, including myself, he was one of the best directors and creative minds Hollywood has ever seen. I could go on for hours about his projects like Twin Peaks, “Mulholland Drive,” “Eraserhead” and “Blue Velvet.” But this is a car blog, and that’s…

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The Lexus RC has been on sale for over a decade with nearly 100,000 of the luxury coupes sold. Now, it’s time to say goodbye as the Japanese automaker prepares to let it drive off to the great dealership in the sky. To celebrate a job well done, Lexus has come up with a special edition of the RC F and some small…

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After suffering a seven-percent sales decline, Porsche is now reportedly considering a move to extend internal combustion production for much longer than initially intended. This extension would require launching new ICE-powered models, potentially including a new Macan. The rethink is seemingly based on trends in…

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After basically the whole thing had already been leaked online and by vendors at CES, today Nintendo announced the Switch 2, the follow-up to the original Switch that debuted in 2017 and has since become the third best-selling video game console of all time. There’s a lot to be excited about with the Switch 2, from…

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During the design phase for the Cybertruck, Elon Musk put together his perfect car: A massive truck to assuage his crippled ego, bulletproof doors to keep out his imagined attackers, a huge battery for self-sufficiency in an unrealistic apocalypse, and an impractical and inherently compromised design because he can’t…

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Usually, when you get held up going through security at the airport, it’s because some dingus wants to fight about whether or not toothpaste counts as a liquid, or the guy in front of you decided to carry $50 in assorted coins in his pockets. Every now and then, though, the Transportation Security Administration…

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Jeep may add an all-electric model to its lineup here in the U.S. sooner than expected if a new report is to be believed. The Stellantis-owned brand is said to be bringing up the release of its Recon EV, which could now launch with a hybrid powertrain as well as battery-powered options.

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Racing in the grueling two-week desert endurance spectacle known as the Dakar Rally is not for those weak of constitution. You have to be at the top of your game, mentally, physically, and emotionally, just to make it to the end of the race, and that’s if you have zero on-course issues. You might think you can handle…

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Marie lives in Seattle and after years of driving “hand me down” rides, she can finally treat herself to something nice. She wants a hybrid because her commute is long, it has to have a good stereo and needs to be somewhat stylish. With a budget up to $40,000, what car should she buy?

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If you’re talking about the world’s rarest vehicles, your mind might wander to things like the Ferrari 250 GTO, of which less than 40 were ever made, or the Lamborghini Veneno, with only five of these ultra-rare models ever built. Both of these are put to shame by a wacky Citroën bus, however, as just three were made…

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The custom car world is genuinely overflowing with LS swaps, 1JZ and 2JZ swaps, and Hellcat swaps, but it’s not every day that you see content creators manage to squeeze a 6.8-liter Ford Triton V10 under the hood of a 2017 Lincoln Continental. I first saw the inaugural start-up of this Frankenstein build on Instagram…

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Elon Musk hates trains. We’ve long known this about the man, but it seems his cars don’t quite share the same animosity. In fact, they don’t see any difference between them and trains at all — to a Tesla, trains are just cars. Long, flat cars.

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The manual transmission isn’t dead after all. The last few years have actually seen an increase in the take rate of manuals across multiple brands. Even with just a handful of models on sale that still offer the ability to row your own gears, there’s still a number of buyers out there who are keeping the manual alive.

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The wildfires in the Los Angeles area have caused and continue to cause truly horrifying levels of devastation to nearly 40,000 acres of land, leveling homes, apartment buildings, assisted living facilities, cars, and virtually everything else in their path. Thousands of structures have been destroyed, with estimated…

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More and more automakers are assuaging concerns of EVrange anxiety by conducting real-world range tests, and the latest brand to smash its own range figure is Volkswagen. An electric ID 7 sedan was recorded driving nearly 600 miles on a single charge at a Porsche test facility in Europe, going almost 150 miles longer…

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Alongside threatening to annex the Panama Canal and buy Greenland, Donald Trump is defending his proposed 25-percent tariff against Canada. The soon-to-be-again president stated last week that we didn’t need cars produced north of the border. However, effectively cutting off Canada’s automotive industry would hurt…

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Subaru was ahead of the curve when it came to selling car-based all-wheel-drive crossover vehicles. Its lifted off-road capable wagons were seen as quirky novelties back in the 1980s, but once the crossover craze struck the car-buying public Subaru was ready with decades more experience than most other car makers. Its…

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Good morning! It’s Thursday, January 16, 2025, and this is The Morning Shift, your daily roundup of the top automotive headlines from around the world, in one place. Here are the important stories you need to know.

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There have been a lot of very gloomy days over the past week, filled with freezing temperatures, gray skies and drizzle. Maybe it’s a sign of things to come, or maybe it’s a sign that we need to be listening to more gloomy music. I can’t say which it is for certain, but I’m assuming it’s the latter.

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Mergers have been in the news a lot lately. Whether it’s the announcement that Honda and Nissan are joining forces or rumors that Stellantis may end up selling off some of its brands, automakers working together have been at the forefront of a lot of people’s (read: my) minds. That’s what led me to today’s question.

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Trucks are big business in the U.S., and we’re not just talking full-size pickups such as the F-150 and Chevrolet Silverado. Midsize trucks have also been popular enough that Chevrolet brought back the Colorado and Ford revived the Ranger. For some reason, though, Ram still has yet to give us a new midsize pickup…

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It’s safe to say that today’s Nice Price or No Dice Focus brings the goods when it comes to driving fun. Let’s see if this oft-forgotten hot hatch is priced to make good on those performance promises.

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When it comes to having fun and going fast, minimalism is often the name of the speed game, and the old-school lightweight speed ethos is on full display in this Ariel Atom track car. Instead of the 205-horsepower supercharged General Motors four-cylinder found in the Brammo-imported Atoms of the era, this wild…

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Firefighters in the Los Angeles area are slowly containing the Palisades fire, and local residents have started returning to some affected areas to sift through the rubble. Folks are finding their cars covered in this weird pink sludge, and they’re beginning to wonder: Is this bad?

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Despite concerns over energy-intensive production and fossil fuel powering the electrical grid, electric vehicles don’t hold a candle to generative artificial intelligence in terms of environmental damage. A recent CalTech and UC Riverside study estimates AI will produce more air pollution than all of California’s…

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There aren’t enough convertibles on sale these days, let alone purple oneswith exposed suspension components and a matching trailer. Luckily, this perfect 1997 Plymouth Prowlerpainted Prowler Purple provides the pinnacle of topless turn-of-the-century retrorevival motoring, and with just over 1,000 miles on the…

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We’re big fans of the updated Aston Martin Vantage around here. It may have an AMG-sourced V8 instead of one developed in-house, but who cares? It’s absolutely gorgeous. The part where it makes 656 horsepower and can top 200 mph isn’t bad, either. For an entry-level car, the Vantage sure doesn’t feel very entry-level.…

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Since its revival efforts and re-joining the North American market in mid-2015, the Royal Enfield brand has grown leaps and bounds by focusing on building good stuff and expanding its product lines. In 2015 the company’s products weren’t anywhere as polished as they are today, and it still managed to shift just over…

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Los Angeles has been rocked by some of the worst forest fires in the city’s history over the past week, with an estimated 40,000 acres burned across five fires. As the city prepares to start its cleanup effort, experts are now warning of the increased risk that abandoned electric vehicles could pose to the region’s…

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Amid the devastation caused by wildfires across Greater Los Angeles, a fabricator in Pasadena stayed behind to save his beloved lowriders with the help of friends and neighbors. Despite the Eaton fire destroying over 14,000 acres as of January 15, every classic car escaped the flames. The only sign of damage was one…

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Buying a car with the express intent of keeping the miles low is perhaps the single worst investment anyone can make. Collector cars have not proven to appreciate significantly, and regular daily-driver-grade NPC-ass traffic cars like this 2009 Dodge Challenger SRT-8 definitely aren’t worth the space they take up in…

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If you’re a Jeep Wrangler or Ford Bronco owner who just wants to maximize your freedom and cruise around with your doors off, here’s how to do so without breaking any laws in your state. That way you can rid yourself of any worry next time a cop suddenly appears in your rearview mirror, with mirror being a very…

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After fourteen seasons in the Formula One paddock Mexican ace driver Sergio Perez doesn’t have a job. The 34-year-old was given his walking papers ahead of Christmas in 2024, replaced by Liam Lawson, despite having a contract with Red Bull Racing to run with the team in 2025. Following the poor on-track performance…

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A Boeing 737 Max was forced to make an emergency landing back at Chicago O’Hare Airport on January 13 shortly after takeoff because of damage it sustained on the runway. The issue? It was damaged during takeoff when the United Airlines plane hit a coyote on the runway.

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American automakers have long feared Chinese competition, worrying that cheaper cars built just as well would knock the floor out of a profitable industry. Now, regulators have found a way to protect American brands by outright banning Chinese cars — or automotive hardware or software — used for communications or…

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Acura recently brought back the Integra name, and the result is a Type S that’s an absolute riot to drive. It isn’t as track-focused as the Honda Civic Type R that it’s based on, but who cares? Most people don’t take their car to the track anyway. Now, Acura has announced that it’s bringing back another name — RSX.…

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I’ve come across something we’ll likely never encounter again: a wrecked 2005 Bentley Continental GT that has been driven more than 500,000 miles.

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If there’s one thing that the electric car revolution has brought to the world, it’s the democratization of performance. Regular family sedans are now capable of delivering the kinds of speeds previously only reached by seven-figure hypercars. You can daily drive something with 1,000 horsepower and a sub-two-second…

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When we asked you earlier this week for the prices you paid for your first car, we didn’t quite know what to expect. The sellers were just as surprised as the prices, from disused post office vehicles to deals from parents’ friends. You all made every dollar count on these cars. Obviously, remember to account for…

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Hardcore off-roaders aren’t a particularly open-minded group. In fact, one group was so averse to the new school that they started a car company dedicated to producing a new old-fashioned off-roader called the Ineos Grenadier. Thus, the announcement of the revival of vintage American truck maker Scout as an…

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New cars are so expensive these days, and it certainly hasn’t helped that the pandemic sent the cost of a new SUV through the roof. Thankfully, things are improving, so it isn’t nearly as common to pay above MSRP for vehicles that aren’t in short supply. That said, some SUVs are definitely going to be better deals…

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Wildfires have devastated the Los Angeles area. Many have taken to helping the victims of the fire both in person and online by doing things most reasonable people would do, like donating or offering words of support. However, the same can’t be said for everyone. Since this awful situation is happening specifically in…

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Good morning! It’s Wednesday, January 15, 2025, and this is The Morning Shift, your daily roundup of the top automotive headlines from around the world, in one place. Here are the important stories you need to know.

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Here in the United States, purchasing a vehicle is treated like buying a gun and bulletproof vest all in one. A car is meant to protect you in a crash, sure, but it’s also meant to make sure you win that crash — meaning your car needs to be bigger than the other guy’s, and his next car needs to be bigger than yours,…

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Trackhouse Racing bought the flailing RNF Racing MotoGP team at the end of the 2023 season. As the satellite team for Aprilia, it struggled across its premier 2024 season. The American squad, headquartered in Nashville, Tenn., finished the season ninth in the Teams Championship with a pair of sixth-place finishes…

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Pairing still-handsome styling with VW’s sweet VR6 engine, today’s Nice Price of No Dice Corrado looks quite the package. The downside is that it’s a British model and, hence, that package includes RHD. Let’s see if a decent price makes that annoyance potentially palatable.

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It makes perfect sense for a private space company to down its rockets over the ocean. However, it can still sometimes get in the way of human activity on and over the water. Falling debris from SpaceX rockets delayed Qantas flights over the Indian Ocean this month. Australia’s flag carrier was given little warning…

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A former Lexus dealership employee is celebrating a legal win after he was fired over his wife’s online porn videos. A federal judge ruled that he can take legal action against the dealership for firing him.

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Hino Motors, a Toyota subsidiary, will plead guilty to conspiracy charges and pay penalties for deceiving regulators about its diesel engines, the E.P.A. said.

Rules for a $7,500 tax break for electric vehicle purchases and leases recently changed, but more far-reaching changes are expected when President-elect Donald J. Trump takes office.

Gov. Gretchen Whitmer addressed the Detroit Auto Show, saying that tariffs should not be used “to punish our closest trading partners,” like Canada.

More car buyers are expected to eventually pick battery-powered cars and trucks as prices fall and technology improves, even if Biden-era incentives disappear.

The United Automobile Workers union asked a federal labor regulator to conduct an election at a factory Ford jointly owns with a South Korean battery company.

General Motors was the biggest winner in U.S. sales in the final quarter, with a gain of 21 percent. It more than doubled its electric vehicle sales.

Turo, which investigators say was used to acquire the vehicles involved in the attack in New Orleans and explosion in Las Vegas, was emerging as an alternative car-rental service.

The electric-car company led by Elon Musk no longer has the market to itself. Investors are focusing on autonomous driving and other new technologies.

He built Suzuki Motor into a Japanese global brand making small vehicles and motorcycles. Entering India’s market in the 1980s was one of his early successes.

The Japanese companies are considering joining forces to survive in a rapidly changing auto industry, but auto history is filled with troubled and failed marriages.

The automaker agreed to keep all 10 of its factories in Germany open and to guarantee workers’ jobs until the end of 2030.

The supplier fired dozens of prisoners after some of them said they felt they had no choice but to take those jobs.

The National Highway Traffic Safety Administration changed an existing rule to expand and enhance seatbelt warning requirements.

Changing technology, political turmoil and competition from China are cutting into profits and forcing carmakers to cut jobs and close factories.

Sales of the company’s cars are flagging, but investors are focusing on the potential of autonomous driving and Mr. Musk’s ties to President-elect Donald J. Trump.

Max Verstappen won the title again, but it was a fight, as was the team championship, taken by McLaren at the last race.

Its season began with so much promise, but the team was unable to keep up with the leaders.

From street circuits like Monaco to challenging courses like Suzuka International, some tracks stand out.

The company said it would now focus its efforts on developing fully autonomous vehicles for personal use.

The Ferrari driver is confident about 2025 as he teams with Lewis Hamilton.

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"We overestimate people's knowledge", says Pigounakis

MG dealers are now busier than Vauxhall’s, Peugeot’s, Skoda’s or Renault’s

The whole MG Motor UK operation consists of just 68 people.

Its head office in London includes a styling studio and a showroom but still has not just empty desks but empty floors, while the engineering team at Longbridge is just a few people tasked with setting up the Chinese company’s cars for British roads – and this is all through choice.

For a brand that entered the top 10 in the UK for the first 11 months of 2024 with almost 75,000 cars sold, overtaking Vauxhall, it’s a remarkably lean operation.

In 2017, only one model generation ago, MG sold fewer than 5000 cars here. It now has 100,000 sales in its sights in what has become its biggest market globally – a figure that Kia didn’t achieve until 2022 and Hyundai has yet to reach.

An industry veteran in his fifth decade of service, Guy Pigounakis is enjoying life as commercial director at MG Motor UK, a place he says is refreshingly “free of politics” and straightforward in its approach, with the Chinese management leaving the experienced UK team to it.

“Most people wouldn’t believe or want to believe it, but we have a huge amount of autonomy,” he told me.

Pigounakis is aware that MG’s Chinese ownership and manufacturing is seen as giving it an unfair advantage on costs, but he says: “When people start talking about our ‘unfair’ advantage, I wonder why they have 350 people in the head office of a national sales company…”

According to Pigounakis, MG’s past absolutely helps it today by giving it such strong brand recognition.

While marketers might think they sell cars to people straight out of university, the fact of the matter is most people are buying new cars in their late forties, fifties or early sixties”, says Pigounakis, and people of those ages are “always affectionate” in the way they talk about MG.

As for whether or not it bothers people that MG is now Chinese, Pigounakis says “we overestimate people’s knowledge and interest in the industry” and states: “The average customer doesn’t care.”

“Nine times out of 10, you [as a buyer] are just looking for the best deal in the market at that time”, he says, once you are at the end of a finance contract.

MG’s sales growth in the UK has come so fast that its aftersales operations haven’t caught up, and Pigounakis is in the process of enacting a plan with dealers to resolve this.

A wider industry shortage of technicians is offered as one reason, but Pigounakis knows that “as a conquest brand, we can’t afford for any part of that experience that a customer has to fall short of their expectations”.

He reasons: “If you’ve driven a Honda for 25 years and been looked after, with the cars reliable, it’s a big psychological step to come out of that relationship.

“If we don’t offer a service that’s at least as good, why would they buy another MG? That’s the challenge, but it has been exaggerated by us having grown so quickly.”

Local roads comprise 98% of England's total network, and many are in a terrible state

Department for Transport is failing to take the problem 'sufficiently seriously', according to new report by MPs

The Department for Transport (DfT) is failing in its responsibility to care for local roads such that their condition is now a “national embarrassment”.

That's according to a damning new report published by the House of Commons’ Public Accounts Committee – the group of MPs responsible for overseeing the value for money and services provided by government programmes.

Its inquiry found that “the state of England’s local roads is declining” yet “the DfT neither knows exactly how authorities spend its funding, as it is not ring-fenced, nor what it wants to achieve with it”. 

Among the issues identified in the report are a failure to take policy and the use of taxpayer funds “sufficiently seriously” when looking at the 183,000 miles of local roads across England – 98% of the total network.

It added that the DfT has insufficient knowledge of the condition of the local road network and that its approach to funding their maintenance is too focused on short-term repairs.

The report comes after the National Audi Office (NAO) last year reported that the government “does not know” whether £1.6 billion of taxpayer money is actually making a difference to the state of English roads.

The NAO said the DfT does not have a good enough understanding of the condition of local roads, nor does it allocate funding to local authorities “as effectively as possible”.

The Public Accounts Committee's chairman and Conservative MP for the North Cotswolds, Sir Geoffrey Clifton-Brown, said: “The declining state of England’s local roads is a national embarrassment.

“As well as harming the prospects for our economy and communities’ own social wellbeing, highways riddled with potholes pose an increasing safety threat to road users. 

“Alarmingly, however, not only is the state of our local roads on the downslope, [but also] our inquiry shows government are having to find out about these issues from industry bodies and road users themselves, due to their own patchy data.”

In turn, the Committee has made nine key recommendations.

On the failure to take the condition of local roads seriously, it said the DfT should “clearly set out its roles and responsibilities”, because it "has not taken enough responsibility, given the declining conditions of local roads across England”. 

On the DfT’s insufficient knowledge of the condition of roads, it suggested the DfT should work with the Ministry for Housing, Communities and Local Government to better its odds of achieving a reliable dataset.

The DfT said it doesn't ask local authorities for information such as the condition of walkways and cycle paths so as not to create a “large burden of work”.

However, the Committee was “unconvinced” by whether doing so would actually create further work, as local authorities may already have such data.

It added that the DfT should revise funding to ensure it more accurately reflects the wear and tear of routes according to their usage, as well as make clearer where the funding is derived from.

The other recommendations include revising the DfT’s recommended practices for local authorities in consideration of future developments, such as the introduction of heavier electric lorries and autonomous vehicles; and reviewing how funding is spent.

Edmund King, president of The AA, commented: “The poor state of our roads is the number-one transport concern for 96% of drivers. This report reinforces many things The AA has been calling for. 

“We have highlighted the need for longer-term, ring-fenced investment using innovation and technology to permanently repair local roads rather than the short-term patchwork approach.

“The Committee is right to highlight the inconsistency of councils inspecting and repairing the highway. Whilst funding shouldn’t just be based on length of roads, equally we need to ensure that extra funding isn’t just given to failing highway authorities who continue to get it wrong.”

Swedish firm targets significant sales growth with expanded line-up led by crucial new electric SUV

The new Polestar 7 will be a Range Rover Evoque-sized premium SUV and the firm’s first model produced in Europe.

The Swedish firm has confirmed early details of the new EV as part of a revised strategy, which includes a target to grow sales by 30-35% in the coming three years.

The forthcoming 7, previously announced as due in 2027, will essentially serve as a successor to the Polestar 2 liftback, although it won't be a direct replacement, with this announcement hinting it will take more of an overtly SUV-like form.

Polestar boss Michael Lohscheller said that the model would sit in the "biggest and fastest growing" market segment for electric cars, making it a key model in the firm's new growth strategy.

Its new head of design, Philipp Römers, said: “Polestar is known for its progressive design, with each car standing out and creating its own buzz. So too will [the] Polestar 7.”

He added that the new model will be “everything our customers expect from us, both in terms of design and performance”.

Römers said that "every Polestar has a USP" and said that the 7 would have its own strong unique element but declined to give any details.

Polestar has yet to give details on where in Europe the 7 will be produced, but it's known to have been looking at an under-construction Geely plant in Slovakia.

Polestar's profitability target

Former Opel boss Lohscheller was recently named as Polestar's new CEO after Thomas Ingenlath resigned last August after seven years in charge of the Geely-owned brand.

He has now revealed an updated business strategy that involves "significant changes" to improve the firm's operations and financial performance.

Lochscheller said that 2024 had been a transition year for the brand, but he argued that it had strong foundations with "the right cars" in its model line-up, and the focus now was on trying to improve on sales and distribution and also cost-reduction.

The new 3 and 4 EVs accounted for more than half of Polestar's orders in the final quarter of last year, and the firm's line-up will continue to expand with the launch of the Porsche Taycan-rivalling 5 GT due this year.

Lochscheller described the UK-developed 5 as an "amazing sports car". It will be followed at some stage by the 6, a limited-run 2+2 roadster.

Polestar said that plus the arrival of the 7 will help achieve its ambitious plans to boost sales volume by around a third.

Former boss Ingenlath said the 7 was due to arrive in 2027, but Lochscheller gave no details on its intended launch date during his presentation.

Polestar is also aiming to have a positive free cash flow by 2027.

Notably, Polestar will eventually move all of its models onto a single vehicle architecture, which it says will reduce "complexity, costs and investments".

It's unclear whether Polestar will develop a bespoke new platform or use existing platforms. The 2 uses Geely and Volvo's CMA platform (also used by the Volvo EX40), the 3 shares the SPA2 platform with the Volvo EX90 and the 4 uses a version of Geely's SEA architecture. The 5 and 6 are also tipped to use variants of the highly flexible SEA, suggesting it's the most likely candidate to be the focus of Polestar's future line-up.

Lohscheller said: "We are building on the strong Polestar brand with design and performance at its core – but significant changes are needed to make this well-respected progressive brand a successful and viable business."

The firm is also speeding up its retail expansion, with the goal to increase its number of showrooms ('Spaces') by 75% by the end of next year, expanding to 130 locations in Europe and 57 in North America. Lochscheller said that Polestar's emphasis will also shift from a 'storytelling' to help customers learn about the brand to active selling.

Polestar is also set to start selling cars in France, where its launch was delayed by a dispute with Citroën over its logo design.

Adding a European manufacturing presence will also help Polestar to expand the base of its 'asset-light' business model. Originally it made cars exclusively in China, but the 3 is now built alongside the Volvo EX90 in the US and the firm has a production presence in South Korea. 

Polestar is also aiming to capitalise on its EV-only line-up by selling CO2 credits to other manufacturers that are striuggling to hit their European Union emissions targets – a tactic that has proven highly profitable for EV-only firms such as Tesla. Lochscheller said that he anticipated that to be worth "triple digit millions" in revenue.

Just 99 examples will be built, each priced from €225,000

Overhauled BMW 8 Series with 625bhp V8 is final Alpina model before BMW takes full ownership of the brand

Alpina has revealed the B8 GT, its final model as an independent entity.

The company formally known as Alpina Burkard Bovensiepen GmbH + Co KG will cease to exist after 31 December 2025, with ownership of the Alpina brand transferring to BMW.

The B8 GT is therefore the final 'proper' Alpina, following the similarly conceived B3 GT and B4 GT.

Based on the BMW 8 Series, it represents the culmination of the brand’s engineering capabilities, packing the most powerful engine it has ever fitted in a production car.

Its 4.4-litre twin-turbocharged V8 (shared with the B5 GT) is fettled to put out 625bhp and 627lb ft, yielding a 0-62mph sprint time of just 3.3sec. It will hit 124mph just 7.2sec later and go on to a top speed of 205mph.

Alpina said it has also modified the 8 Series’ four-wheel drive system and electronic differential for greater agility, sending a greater share of the engine’s power to the rear wheels.

A new bulkhead strut is said to boost front-end feel and responsiveness and the suspension is tauter for improved body control at higher speeds.

As well as the modifications under the skin, the B8 GT brings a number of aesthetic changes, with carbonfibre trim elements around the car and a new set of canards flanking the front splitter.

The B8 GT rides on Alpina’s signature 21in wheels shod in Alpine-specific Pirelli P Zero tyres, measuring 245mm wide up front and 285mm wide at the rear.

Inside, there are a number of references to Alpine founder Burkard Bovensiepen: his signature is embroidered into the front bucket seats and features along the door sills with backlighting. 

The interior is upholstered primarily in Merino leather, while Alcantara features along the seat centres and headlining. 

Just 99 examples of the B8 GT will ever be built, each priced from €225,000 (£190,000). That makes it the rarest and most expensive of the firm’s final three cars.

Deliveries are earmarked to begin in July 2025 and production is expected to end before winter.

Thereafter, Alpina will become a sub-brand of BMW in the same sense as its M motorsport division.

Former Polestar designer Maximilian Missoni was named the new design boss of Alpina in September 2024.

BMW has yet to clarify what form future Alpinas will take, whether they be highly modified BMWs (as they are today), bespoke models or simply variants of mainstream models.

Peugeot now offers an electric version of each of its cars

CEO Linda Jackson says "there are only so many things we can do as a manufacturer" to boost EV uptake

Peugeot CEO Linda Jackson says the government should find ways to “stimulate” the market for new and used electric cars, in order to accelerate the transition from ICE to EV power.

Speaking to Autocar at the Brussels motor show, Jackson said Peugeot’s eight-strong passenger EV line-up is the “largest of any European manufacturer”, and hailed the 400-plus-mile ranges of the new e-3008 and e-5008 as a sign of the real-world usability of the brand’s electric cars. 

She also highlighted that Peugeot was compliant with the UK’s zero-emission vehicle (ZEV) mandate last year – both as part of the Stellantis group and in its own right, notching up an EV sales mix of more than 22%. Thirty-one per cent of sales of the new 3008 have been for the electric version in the UK.

Peugeot has “all the tools to attack 2025”, said Jackson, but added that state support is still needed to help grow EV sales.

“There are only so many things we can do as a manufacturer,” said Jackson. “We've got the products, we've got the ranges, we've got the customer experience and we've got competitive offers in the market – because we wouldn't be achieving the mandate and achieving a level of market share on BEVs if we didn't have the right level of competitiveness.

“But I think then we need some help from governments, don't we? I mean, there are only so many things a manufacturer can do. I think inevitably we need a little bit of help from the government to stimulate the market. So hopefully we may see something.”

Currently, there are no government-backed incentives for private electric car buyers in the UK, despite the ZEV mandate requiring manufacturers to achieve a 26% EV sales mix in 2025, rising to 33% in 2026 and then in increments to 80% in 2030 – when the sale of new pure-combustion cars will be banned.

Last year, although the UK overtook Germany to become Europe’s biggest EV market, electric vehicles accounted for just 19.4% of new car registrations, some way short of the 22% mandate. 

Jackson said bumping up that share to the levels mandated over the coming years will require a degree of state support, which has been effectively non-existent since the plug-in car grant was axed in 2022.

Asked what sort of support she would like to see, Jackson said: “I'm not going to go into whether it's tariffs or whether it's incentives – I don't know what it is, and I don't want to enter that debate at the moment, because there are many discussions going on, and I'm not part of those discussions specifically for the UK. But I think it's obvious that what we're looking for is something to stimulate the market.”

Other industry bosses who have advocated for government support of EV sales include former VW Group UK managing director Alex Smith, who said last year he supports “well-targeted, specific and realistic incentives to signal that decarbonisation of road transportation is the aim and that battery-electric vehicles are a very, very significant tool in achieving that”.

Vauxhall MD James Taylor concurred, arguing: “The government should redistribute some of the benefits of company car taxation, which is vast and heavily weighted towards more expensive cars, and put that into some form of incentives for private retail customers for more affordable small and family cars.”

Peugeot and Vauxhall's sibling brand Fiat, meanwhile, introduced its own electric car 'grant' in 2023, slashing £3000 from the price of the electric 500 in a bid to drive uptake.

And Mike Hawes, CEO of the Society of Motor Manufacturers and Traders, has long called for more incentives to be put in place to encourage private buyers into EVs – namely reduced VAT on public EV charging.

Jackson said there is a particular need to stimulate the second-hand electric car market, “because that's also a way to introduce people into electric vehicles, and I think that's important”.

Peugeot itself is on a drive to bolster the appeal of second-hand EVs by attaching an eight-year warranty to each electric car it sells – which transfers from owner to owner – and avoiding discounting in an attempt to shore up residual values.

Jackson said the eight-year warranty is part of a drive to give “reassurance” to prospective EV buyers and “make moving to electric not stressful”.

“Going back to how we persuade customers to move into electric vehicles – when you talk to customers, there are a number of considerations,” she said.

“One is the range – well, I think we've answered that one – but also they're unsure about maintenance. We all say there's less maintenance but is it true or not?

“We just thought that this is the right time for us to be really looking after our customers and give them that reassurance that they haven't got to worry about it.”

"Herky-jerky" behaviour of current autonomous cars will take time and advanced hardware to resolve

"If one firm makes one mistake, the whole industry gets pushed back a few years," says tech giant expert

Fully autonomous cars are “not close” and unlikely to go into full use on public roads until well into the next decade, according to the automotive boss of tech giant Nvidia.

The Californian firm produces the advanced computing systems and software that are being used by a large number of leading car firms, including JLR, Mercedes-Benz and Volvo, to underpin self-driving technology in next-generation vehicles.

Nvidia has invested heavily in expanding its presence in the car industry in order to capitalise on the growth in demand for its chips, driven by autonomous technology. But speaking exclusively to Autocar, Ali Kani, head of Nvidia’s automotive division, said truly autonomous cars will “not appear in this decade”.

He added: “It’s a next-decade marvel. We’re not close. It’s super-hard.”

While several cars offer limited autonomous capability in certain controlled situations, Kani said the ability for cars to truly drive themselves requires another step forward in computing power and technology.

“The software we’re developing right now is so different than the software we were developing last year,” he said. “We’re working on large-language models now, like ChatGPT with video, and nobody was doing that in automotive three years ago.

“That kind of model needs a lot more computing power, a lot more memory bandwidth. You need more sensors like lidar and radar, and you need redundant algorithms to ensure it’s safe – and those need to run in parallel, which means more computing.”

Kani said that while the current generation of driver assistance systems works through planning software that pre-defines actions in certain situations, truly autonomous cars will be required to behave more naturally. “When the car is following planned rules, you get this herky-jerky behaviour and ghost braking. And you’re like: ‘I don’t like this car. I don’t feel safe.’ But the next generation of cars will learn behaviour, so it’s a natural understanding. That’s when you start to say: 'Whoa, this car is driving so calmly and smoothly.’”

Kani also stressed the need for caution in pushing development of self-driving technology. He said: “The industry needs to go slowly with this. If one firm makes one mistake, the whole industry gets pushed back a few years. So we have to act in the most responsible way and not take any shortcuts. You can only do it when you have proven that it is really safe.”

Elaphe's motors feature in the radical Italdesign Quintessenza

Slovenian firm Elaphe's new in-wheel motors are said to be the first compatible with large performance brakes

Slovenian firm Elaphe Propulsion Technologies has revealed what it claims is the first in-wheel electric motor that is compatible with high-performance brakes – and the technology has been previewed in a 2000bhp supercar concept.

The new Sonic 1 is a thin electric motor capable of producing 268bhp and 737lb ft of torque and it can be mounted within the rim of a 21in wheel. It is designed to be used on both electric and hybrid vehicles.

Unlike other in-wheel motors, its thin design means there is still room for a disc brake of up to 400mm in size, making it suitable for use on race tracks. Each unit adds 40kg of unsprung weight.

The Elaphe technology has been previewed in the Italdesign Quintessenza, a wild pick-up-inspired supercar concept that is powered by a Sonic 1 unit in each wheel, with the machine having a total output in excess of 2000bhp.

Notably, Elaphe has designed the Sonic 1 to work with combustion-powered vehicles, with a particular focus on high-performance rear-drive performance cars. The system allows extra power to be added to the front axle without increasing the frontal area.

The firm has also developed its own software for the units, including a bespoke Elaphe Traction Control system that, the firm says, allows for up to 20 times faster response than on a standard vehicle. Elaphe has also developed a ‘vibroacoustics’ system, which controls the inverter to allow for customisable sound profiles and haptic feedback that can be tuned to the preferences of different manufacturers.

Luka Ambrozic, Elaphe’s commercial boss, said the development focus was on “offering continuous performance density.” He added: “Software is the key element: the most important thing is how you control the power on each wheel.”

Ambrozic added that the development team had considered “how you make vehicles more rational”, both by putting the motors closer to the part they are ultimately powering, and by removing the need to package large motors at the front or rear of a vehicle.

The extra unsprung weight “is not an issue”, according to Ambrozic, because it is still a low proportion of the overall weight of an EV or hybrid. 

Deliveries are due to begin later this year and Ambrozic said the firm is in talks with both OEMs and niche vehicle manufacturers. Elaphe is also working on a second product line of in-wheel motors designed for more mainstream vehicle applications and is in discussions with a number of OEMs. Because of product development life cycles, it is due to first appear on cars around 2032.

Elaphe was founded in 2006 to develop in-wheel motor technology and has been working on the Sonic 1 for the past 18 months.

New ICE Macan would likely use new Audi Q5's platform, with styling to match the new EV (pictured)

“Conceptual decisions are being made” after brand's sales fall year-on-year

Porsche may reverse its decision to make the second-generation Macan SUV exclusively electric, amid one of the most difficult periods in the brand’s 93-year history.

The new Macan Electric was launched in July last year as Porsche’s second EV, after the Taycan GT.

While the larger Cayenne SUV was updated so that it could remain on sale in petrol form after the launch of an all-new electric version (due later this year), the petrol Macan was removed from sale in the EU in April, as it didn’t comply with new cybersecurity laws. It’s still offered in other markets, including the UK, but that’s expected to end this year.

Now Porsche insiders have told Autocar that bosses are revisiting their decision to move the company’s best-seller away from ICE power, following a 7% decline in Porsche sales globally.

The drop has been driven mostly by a downturn in sales of the Taycan, amid a wider stalling of interest in EVs. With sales falling by 50%, it was Porsche’s worst-performing model in 2024.

As such, Porsche has significantly scaled back Taycan production. Reports even suggest that it could be withdrawn from the main plant in Stuttgart, putting thousands of jobs at risk. 

Deputy chairman and chief financial officer Lutz Meschke has now confirmed that ICE models will remain a critical part of Porsche’s line-up for longer than previously anticipated.

Initially, Porsche aimed for EVs to account for 80% of its global sales by 2030, but this target has since been reframed to “depend on customer demand”.

“We are exploring the possibility of equipping some of the originally planned electric models with hybrid drives or internal combustion engines in the future,” said Meschke. 

“Conceptual decisions are being made, but what is clear is that we are committed to the combustion engine for much longer.”

While the primary focus for extending ICE production has been the Cayenne, sources within Porsche suggest that a new ICE Macan is being reconsidered as part of a “range of product scenarios”.

“The reception to the new Macan [Electric] has been positive, but we are yet to see its long-term performance, given uncertain market conditions,” said a senior Porsche insider.

“The downturn in Taycan sales highlights new market dynamics. We cannot rely solely on traditional assumptions about consumer behaviour.”

The ICE Macan has been a hugely important product for Porsche, accounting for some 500,000 sales over its 10-year lifetime. It was also a big seller in China, a market in which Porsche’s sales dropped by almost 30% in 2024.

If Porsche does decide to reintroduce a new ICE Macan, it would mirror the approach taken by fellow Volkswagen Group brand Audi and be twinned with the Premium Platform Combustion-based third-generation Q5, which was launched alongside the new Q6 E-tron late last year Despite the uncertain market conditions globally, Porsche’s profit margin remains at a high level, hitting 14.1% during the first three quarters of 2024, with an operating profit of £3.35 billion from revenues of £23.7bn

The decision to re-evaluate its future line-up aligns with market trends in China, the world’s largest car market and EV market, where many car makers are introducing plug in hybrid or range-extender alternatives alongside EVs to cater to a broader customer base. 

Porsche’s electrification plans continue to face significant challenges. Along with Taycan production being heavily cut, the electric 718 Boxster and Cayman sports cars, initially scheduled for 2025, face delays due to supply-chain issues with battery supplier Northvolt, which recently filed for bankruptcy.

Porsche declined to comment on Autocar's report.

S4 gets a new name – and potentially a greater focus on driver rewards When we road tested the Audi Q6 E-tron, Ingolstadt’s all-new electric SUV, it appeared to be a product of a new, different kind of Audi. One that stepped up its game in terms of driving dynamics, but took the rock-solid interior quality that has long typified the brand and traded it for a ruthlessly modern, screen-heavy approach.Audi is on a launch blitz at the moment and just months after the Q6 come the new Audi A5 and its sporty derivative, the Audi S5. In a sense, the A5 and Q6 are polar opposites within the Audi line-up, because it doesn’t get much more traditional than a compact exec with a range of petrol and diesel engines.So was the somewhat un-Audi Q6 a one-off, riding on the coat-tails of its Porsche Macan sibling model, or has Audi really turned a corner?A road test will reveal all, and we’ve gone straight for the S5, with its 362bhp hybridised V6 and four-wheel drive.

Government invests £50m in new factory that will create 183 jobs

A new factory that will build powertrains for Nissan’s next-generation electric vehicles, including successors to the Leaf, Qashqai and Juke, will be built at its Sunderland site.

Operated by Japan Automatic Transmission Company (Jatco) – a firm majority-owned by Nissan and which already produces transmissions for other car makers including Renault – the new plant will directly result in 183 new jobs, with an additional 400 claimed to be created throughout the wider supply chain.

The news comes as Nissan and Jatco agreed an investment deal with the UK government, which will pump £50 million into the project as part of a push “to build a globally competitive electric vehicle supply chain”, said business secretary Jonathan Reynolds.

He added: “Not only will this boost our thriving auto industry, but it will help secure hundreds of jobs across the north-east.”

The site is Jatco’s first in Europe and so represents a massive coup for the UK, said Reynolds, adding that it was “a massive vote of confidence in the UK economy and this government’s plans to make Britain the destination of choice for investment”.

The new cash injection arrives on top of the £2 billion that Nissan and its partners had already pledged and begun spending on upgrading its Sunderland site in order to accommodate the building of its new wave of electric vehicles.

That project, called EV36Zero, includes the construction of a second battery factory next door to supply packs for the next Leaf and a third gigafactory also planned nearby, both of which will be run by Nissan’s Chinese partner Envision. 

Speaking about the investment for the new powertrain plant, Alan Johnson, Nissan's senior vice-president of manufacturing, supply chain and purchasing, said: “This is a fantastic step forward for our world-first EV36Zero plan.

“Welcoming a key supplier to the north-east of England provides a big boost to the efficiency of our supply chain. We look forward to continuing our long and successful partnership as we push towards our electric future.”

Jatco CEO Tomoyoshi Sato added: “I am very grateful for the support of the UK government, Sunderland City Council and all others involved in the establishment of Jatco UK, and look forward to supporting Nissan’s EV36Zero project with our electric powertrains.”

The transformation of the Sunderland site also includes work within the factory, such as converting production lines to accommodate electric vehicles.

The first car expected to run down them is the new Leaf, the pioneering EV morphing from hatchback to crossover. This is likely to begin as early as March, Autocar understands, given testing began in the middle of 2024. Elsewhere within the factory, the former Leaf battery assembly line is being converted for the next-generation, electric-only Juke, due in about 2027 – around the same time as the also-electric-only new Qashqai.

Nissan is also ramping up efforts to source renewable energy locally. Currently, 20% of the factory’s energy usage – which totals around 350MWh a week – comes from on-site wind and solar farms. The firm wants to boost this to 100% but has not given a timeframe for achieving that. 

Training the factory’s 6000 staff for EV production is another important strand of the investment package, as is recruiting more personnel to cope with a huge rise in the number of cars built at Sunderland. Projections suggest the plant’s 300,000-unit annual output could double when the new EVs come on-stream.  

However, these plans could be affected by Nissan's announcement in November last year that it intends to cut 9000 jobs from its global workforce, and slash production by 20% to five million units per year as part of heavy cost-cutting measures. Nissan UK told Autocar that final decisions on where jobs would be cut had not yet been made.

Mazda has launched a rear-wheel-drive, six-cylinder diesel SUV. Mad or brilliant? Diesels: they’re falling like flies now. The Vauxhall Astra and Ford Focus no longer sup from the black pump and even BMW has killed off much of its 'd' range. But Mazda likes to do things its own way, and it's continuing to do so with the Mazda CX-60.It seems that this diesel SUV has come about 20 years too late, but Mazda says it demonstrates a “commitment to a multi-solution approach to sustainable mobility and the principle of the right solution at the right time”.The idea is that the CX-60 also offers plug-in hybrid and petrol options but that there is still a place in the range for a torquey, frugal powerplant to satisfy high-mileage private buyers and people who need to tow.That makes sense in theory, but the reality is that diesels always used to be the darlings of the European fleet market, which has now switched more or less wholesale to plug-in hybrids and electric cars owing to incentives and rising diesel prices.The other problem is that although the CX-60 PHEV impressed us on the launch, we subsequently ran one as a long-term test car and found it wasn’t very efficient, the gearbox was clunky, it felt nowhere near as quick as the figures suggest and the ride and general refinement were poor.Can the diesel version save the CX-60 model range?

Lower speeds mean less drag and friction for the motor to overcome

Brand’s electric alternative to the Passat can go remarkably far on a charge, but there’s a catch

Volkswagen has eked a whopping 584 miles of range out of a standard Volkswagen ID 7 – albeit at a snail’s pace, averaging just 18mph in the process.

The brand sought to figure out how far an ID 7 can be driven in optimal conditions and chose a Pro S model with an 86kWh (usable) battery for the test. According to official WLTP testing, this version is capable of 441 miles between charges. 

The test was conducted at the Nardò Proving Ground on a day when temperatures ranged between 5deg C and 15deg C.

The chosen driving speed was intended to reflect the flow of rush-hour traffic in major European cities. Citing data from sat-nav maker TomTom, VW said cities range from 14mph (Hamburg) to 19mph (Amsterdam) – although the actual speed averaged during the test was nearer the high end of this bracket, at 18mph.

This is a markedly lower speed than the 29mph averaged in WLTP testing so the car’s motor has to overcome less friction and less aerodynamic drag. 

It was driven for 584 miles before running empty, giving a record efficiency figure of 6.8mpkWh. Those figures are significantly greater than the WLTP results of 441 miles and 5.1mpkWh.

VW attributed the result to the ID 7’s new APP550 motor, which is designed to maximise efficiency, and its low drag coefficient of 0.23.

VW sales, marketing and aftersales boss Martin Sander hailed the ID 7, saying it is currently outselling the similarly positioned but petrol-powered Passat. “This shows that the ID 7 is a meaningful all-electric addition to the brand’s product portfolio and, in addition to our successful Passat, is also suitable for long-distance drivers and as a company car,” said Sander.

Vauxhall currently offers an electric version of all of its models

Stellantis-owned company previously announced that it would launch its final combustion car in 2024

Opel-Vauxhall is rethinking its plan to go all-electric from 2028, recognising that the European EV market is vastly different from how it had predicted when setting its transition timeline.

The company announced in 2022 that it would launch its final ICE car in 2024 and was committed to that objective as recently as 2023, but CEO Florian Huettl has told Autocar that the firm will now maintain a flexible powertrain offering for the foreseeable future. 

Speaking at the Brussels motor show, he said: "Going forward, it is fair to say that if we re-evaluate and look at today's reality in comparison to the hypothesis we, the European Union and many actors made a couple of years back, the reality does not live up to that."

Asked if he was rethinking Opel-Vauxhall’s EV transition timeline as a result, he said: “I think we need to step back a little bit from that question. What I like to put the focus on these days is the fact that we are already fully electrified."

He also highlighted that the new Frontera crossover is available at less than £24,000 with petrol or electric power and that the Grandland SUV offers up to 435 miles of range, saying these things were “great steps” towards popularising EVs.

Huettl stopped short of putting a new date on Vauxhall’s ICE phase-out but said: "We have a very clear strategy. I see Opel [and Vauxhall] as full-electric down the road, no doubt.

"Now we have the good situation to be in a multi-energy strategy environment, which means that every one of our well-known cars offer the choice.”

Huettl noted that Opel-Vauxhall parent company Stellantis was already compliant with the UK’s zero-emission vehicle (ZEV) mandate even before the launch of the Frontera and Grandland.

Vauxhall itself sold just under 80,000 cars in the UK in 2024, some 15,900 of which were battery-powered - equating to an EV mix of just under 20%. 

“That's the expression of the relevance of our choices,” he said. 

However, Huettl added, EV take-up across Europe as a whole still stands at just 14% and growth is still heavily contingent on government support policies. 

“Take [Germany], for example,” he said. “It was by far the biggest EV market in Europe – it is by far the biggest car market – and it lost its way in 2024. It shows how the UK shifted up a gear and Germany could not overtake it.

“We have seen how vulnerable still the electric dynamic is to state support. So in this environment, obviously we need to carefully evaluate each of our steps. 

"Be in no doubt that the future for [Opel and] Vauxhall is to be electric. Yet thanks to the multi-energy strategy, we have the opportunity to go along with the different speed of demand development across the markets.”

Huettl believes there are three building blocks that must be in place to accelerate EV adoption in Europe: "a great offer of products", "charging infrastructure that is progressing really well" and "a clear direction by the government". 

He pointed out that Opel-Vauxhall already offers a wide choice of EVs across its line-up and points to the company's support of street-side charger installations in the UK as evidence of its efforts to make EVs easier to live with: "It's something we see as part of our responsibility."

He also hailed the UK government's ZEV mandate and 2030 cut-off for new ICE car sales as helpfully marked-out deadlines for his firm to follow: "The direction is very clear. We are happy when a government takes a clear direction."

He said that "support systems of any kind" are also an effective means of swapping consumers into EVs, "especially ones that make electric mobility available to a wider audience". 

"When all of this comes together, or most of them, then you see movement in the way to electrification."

The updated hatch will also adopt design cues from the recently revealed DS No8

The DS 4 will gain an electric option and a new name when it is facelifted this year.

Since its 2021 launch, the premium hatch has been the brand’s best-seller in the UK, albeit with just 2303 sales. It has proved more popular in mainland Europe, where it sold 10,405 examples in 2024 alone.

The arrival of an electric variant will give the model added appeal, especially in the UK, where manufacturers are pressed to sell an increased number of EVs. Because it uses the same EMP platform as the recently facelifted Citroen ë-C4, it is likely to adopt the same powertrain options that car offers.

These comprise an entry-level set-up with a 134bhp motor and 50kWh battery for a range of 223 miles, and a 154bhp motor and 54kWh pack, yielding 260 miles.

Autocar understands that the combustion model may be offered exclusively with the e-DCS6 hybrid powertrain, centred around a 1.2-litre three-pot, with the diesel option axed following a downturn in demand for the fuel type.

DS is understood to be debating whether there is still a place for the plug-in hybrid model, although the powertrain’s popularity among fleets – a segment that made up 61.8% of the UK’s new car sales in 2024 – may ensure it is retained.

Arriving in September, the hatch will also be renamed No4, aligning with the brand’s new naming strategy, which started with the recently revealed DS No8 flagship.

Spy pictures taken this week show that the new No4 will also gain design cues from its bigger sibling.

These include swapping the current car’s wide grille for the No8’s thinner and more defined split grille, as the spy pictures reveal. At the rear, a less sculpted body and sharper LEDs, like those found on the No8, also appear to have been added. 

Inside, the No4 is expected to adopt a new 7.0in digital instrument screen and the 10.0in infotainment touchscreen will get updated software, as on the C4. The new model could also get plusher materials than the current car's, given DS's intention to move upmarket.

The current DS 4 is priced from £33,750 in entry-level Pallas trim, but that is expected to increase slightly  with the facelift. In line with sibling brands, pricing for the EV is likely to begin at around £40,000.

Just one BT signal cabinet was ever converted into an EV charger, in East Lothian

Telecoms firm originally said it could convert up to 90,000 signal cabinets across the UK but only ever did one

BT has ended its pilot scheme to convert streetside signal boxes into electric vehicle chargers – after carrying out only a single conversion.

The telecoms firm previously said it would expand the scheme into West Yorkshire, converting some 600 cabinets, with a view to eventually completing 60,000 to 90,000 installations nationwide.

The theory was that the use of existing cabinets would allow a greater charger installation rate, because they were already connected to the national grid, avoiding one of the main hurdles for charger installation.

It was said that old cabinets could host multiple charger connectors once an area was upgraded to fibreoptic internet connectivity, as this involves the removal of chunky broadband cabling.

The single BT charger, in East Lothian, will be decommissioned on 14 February, according to a notice sent to users of the supporting Evve Charge app.

As first reported by the Fast Charge newsletter, BT ended the pilot scheme in order to pivot improving wi-fi connectivity for EV drivers.

“By adopting a pilot process, we have been able to test and explore a great deal about the challenges that many on-street EV drivers are facing with charging and where BT Group can add most value to the UK EV ecosystem,” a spokesperson told Autocar.

From hybrid hypercars to high-rise hatchbacks, here's every new model that's set to arrive this year

This year is shaping up to be crucial for the car industry, as major manufacturers battle through what is perhaps the most challenging period they have ever faced.

They will have to grapple with the need to slash their carbon outputs amid slower-than-expected growth in electric car sales, without compromising their business through heavy discounts.

Indeed, that slowdown, coupled with an assault of new (and cheaper) cars from China, has left some of the world's most established makers in the firing line for government-imposed fines for falling short on EV sales.

But despite the turmoil, green shoots look to be sprouting for car lovers.

The future of the driver's car looks to be in safe hands, with the arrival of properly fun EVs like the Alpine A290 hot hatch, as well as various poster-worthy sports and supercars.

And design classics are returning as futuristic EVs: Fiat has reprised the Giorgetto Giugiaro styling of the original Panda of 1980 for the new Grande Panda crossover and Renault has revived both the 4 and the 5.

Meanwhile, many established brands are diversifying into uncharted territory. Dacia is set to launch a Volkswagen Golf-rivalling family hatchback, Kia is vying for a slice of the lucrative van market and the Range Rover is going electric for the first time.

Read on for our A-Z (well, A-Y...) guide to all the new cars set to arrive in 2025.

Abarth 600e

It might look like a character from Cars that went out on an all-night bender and got a tattoo, but the most powerful Abarth to date is essentially an Alfa Romeo Junior Veloce stuffed inside a Fiat 600e shell. Our first outing in it suggests it isn’t quite as wild as its bodywork suggests but it could win favour as a comparatively affordable fast EV.

Read our Abarth 600e review

AC Ace Electric

Quick, quaint and really quite expensive, this reborn ’60s roadster packs 300bhp into a 1134kg shell – and costs more than a 911 GT3 RS.

Everything you need to know about the AC Ace Electric

AC Cobra GT

Reborn with aluminium chassis, carbonfibre body and 654bhp V8. Four-pot Ace also available.

Read our AC Cobra GT Roadster review

Alfa Romeo 33 Stradale

First Fuoriserie (that’s ‘custom built’ in Inglese) gets a bored-out version of the 2.9-litre twin-turbo V6 from the Giulia and Stelvio Quadrifoglio that, mounted amidships, sends up to 641bhp to the rear wheels. But that’s all secondary to the 33 Stradale’s striking design, which references the drop-dead-gorgeous original from 1967. A total of 33 will be built at a cost of £1.7 million each. If your Euromillions numbers come up, this is the car to have.

Everything you need to know about the Alfa Romeo 33 Stradale 

Alfa Romeo Junior Ibrida

Alfa’s small crossover gets a 134bhp 1.2-litre hybrid and more ornate grille.

Read our Alfa Romeo Junior review

Alfa Romeo Junior Veloce

Alfa Romeo’s return to small cars is hugely significant for the brand and the Junior will be expected to help deliver a big chunk of the company’s future sales. It certainly looks the part and the battery-powered Elettrica Veloce version offers more driving fun than many electric crossovers.

Alfa Romeo Stelvio

One of the best-handling SUVs around is about to swap from Alfa’s acclaimed Giorgio platform to a new modular structure called STLA Large, which will enable it to offer electric power for the first time while retaining a combustion option. Full details remain under wraps, but the new Dodge Charger, also on STLA, uses a 3.0-litre straight six encouragingly known as the ‘Hurricane’ motor.

Everything we know about the next Alfa Romeo Stelvio

Alfa Romeo Tonale update

SUV gains a revised interior with new centre console, rotary drive selector and reworked display screens.

Everything we know about the Alfa Romeo Tonale update

Alpine A110 Ultime

The sun is setting on the car that proved once and for all that Renault’s got what it takes to fight Europe’s best. The Ultime is one last crack at the likes of Porsche: a super-light, track-focused special honed by Alpine’s Formula 1 team. Its aero package produces an extra 160kg of downforce compared with the A110 R on which it’s based, and the additional 49bhp required the fitment of a new gearbox. A fitting end for a hero.

Everything we know about the Alpine A110 Ultime

Alpine A290

“The saviour of the hot hatch”, “a modern-day Clio 182”, “a proper electric driver’s car – at last!”. Everything you’ve read online is true: the hot version of the new Renault 5 is just as quick, engaging and fun as we had hoped, which proves one of our favourite types of car can survive into the EV era.

Read our Alpine A290 review

Alpine A390

Meet the “A110 for five”. Previewed by a concept at the 2024 Paris motor show, the A390 is the French brand’s first SUV – and, it hopes, a cash cow to fund its next-generation sports cars. But the firm claims not to have compromised on driving dynamics, having benchmarked the crossover against the sports car and developed a trick torque-vectoring system for its tri-motor powertrain. A rival for the Porsche Macan Electric, it’s expected to arrive priced north of £60,000.

Everything we know about the Alpine A390

Ariel Nomad 2

Nutter’s choice of off-roaders returns with Focus ST power and 715kg kerb weight. Mind-boggling fun.

Read our Ariel Nomad 2 review

Aston Martin Valhalla

With its front-engined sports cars freshened up and fighting fit, Aston is now turning its attention to launching a mid-engined hypercar to rival the Ferrari SF90 XX and Lamborghini Revuelto. Equipped with an electrified version of AMG’s flat-plane-crank V8, it puts out 1064bhp and should sound pretty biblical – but has a relatively plush cabin and enough EV range for silent running through town. A Valkyrie you can take to the shops, then.

Everything we know about the Aston Martin Valhalla

Aston Martin Vanquish Volante

Drop-top V12 super-GT could nudge two tonnes but pace is likely to be mighty.

Read our Aston Martin Vanquish review

Aston Martin Vantage Roadster

Rowdy sports car drops its top so you can hear its 656bhp V8 with even greater clarity. It's understood to cost around £10,000 more than the £165k coupé.

Everything we know about the Aston Martin Vantage Roadster

Audi A5

Combustion-engined A4's replacement gets a mix of petrol, diesel and PHEV powertrains in estate and saloon bodystyles, plus there’s a hot S variant.

Read our Audi A5 and S5 review

Audi A6 E-tron

Electric saloon and estate versions of the A6 E-tron will arrive with up to 463 miles of range along with a 543bhp range-topper.

Read our Audi A6 E-tron review

Audi A7

New naming strategy means the combustion-engined A6 will be replaced by the A7. It’s expected to go big on hybrid power.

Everything we know about the next Audi A7

Audi Q3

Popular mid-sized SUV is set for powertain and styling tweaks, borrowing interior design cues from the larger Q5.

Audi Q5

Family SUV gets a V6 plus an upgraded range of hybrid engines and design inspiration from the electric Q6 E-tron.

Everything we know about the new Audi Q5

Audi Q6 Sportback E-tron

Coupé roofline beats the range of the Q6 SUV by 15 miles but trades away 15 litres of boot space.

Everything we know about the Audi Q6 Sportback E-tron

Audi RS Q6 E-tron

With nearly 500bhp, the SQ6 E-tron is hardly lethargic, so Audi Sport’s 600bhp-plus RS version of the Porsche Macan twin should be pretty rapid.

Everything we know about the Audi RS Q6 E-tron

Audi RS6 E-tron

Audi’s hot RS6 will be back this year, but not as you remember it. Planned to be badged RS6 E-tron, the high-performance model will be offered as an estate or a saloon, the latter bodystyle returning for the first time since 2010. In turn, the combustion-engined RS6 will be renamed the RS7, in keeping with Audi's new naming structure. Expect well above 600bhp and 700lb ft...

Bentley Flying Spur PHEV

New 771bhp plug-in hybrid set-up replaces the W12 and offers 47 miles of electric-only driving.

Read our Bentley Flying Spur Speed review

BMW 2 Series Gran Coupé

Design mods and chassis upgrades seek to make this front-driven junior saloon more dynamic.

Everything we know about the BMW 2 Series Gran Coupé

BMW iX

Mid-life update for this large electric SUV brings a huge range increase, plus new design elements. That grille will remain, though.

Read our BMW iX facelift prototype review

BMW iX3 Neue Klasse

Previewed by the Vision Neue Klasse X, the successor to today’s iX3 will set the tone for BMW’s future electric line-up. Much of that concept’s design will be carried over to the new SUV, such as its fresh kidney grille, new LED headlights and flatter, more imposing silhouette. BMW’s sixth-generation eDrive system is claimed to give an efficiency boost of up to 25% over the brand’s existing EVs, with range bolstered by around 30%.

Everything we know about the next BMW iX3

BMW M2 CS

Weight savings, rear spoiler and aggressive suspension set-up will prime this sports car for track use.

Read our BMW M2 review

BMW M3 Touring CS

Even hotter estate to get 542bhp (or more) plus reworked chassis and chunkier splitters.

Read our BMW M3 Touring review

BMW M5 Touring

Hallowed super-estate returns with raunchier styling and a 717bhp plug-in hybrid powertrain.

Read our BMW M5 review

BMW Skytop

Just 50 examples of BMW’s gorgeous convertible concept will be made, possibly carrying the Z8 name.

Everything we know about the BMW Skytop

BYD Atto 2

Vauxhall Frontera and Renault 4 competitor was recently confirmed for European sale, offering 174bhp and 194 miles of range. It also gets BYD's trick rotating touchscreen. Prices are expected to be in the mid-£20,000s when it arrives in the UK.

Everything we know about the BYD Atto 2 

BYD Seagull

Dacia Spring rival is poised to swoop in on the UK’s affordable EV market with a 200-mile range.

Everything we know about the BYD Seagull

BYD Seal 06 GT

Vital Seal hatchback is set to make a splash against the venerable Cupra Born and Volkswagen ID 3.

Everything we know about the BYD Seal 06 GT

BYD Seal update

Critical tech updates and battery changes look to keep this Tesla Model 3 rival feeling fresh.

Everything we know about the BYD Seal update

BYD Sealion 7

Soft-riding family SUV undercuts the Tesla Model Y at £44,990.

Read our BYD Sealion 7 review

Citroën Ami facelit

UK’s cheapest electric ‘car’ gets a distinctive new look inspired by the 2CV, with round headlights and vent-aping grooves on its flanks. It keeps the same 28mph top speed as before, though.

Everything we know about the Citroën Ami facelift

Citroën C3 Aircross

The next-gen C3 Aircross’s Smart Car platform will enable it to offer seven seats despite a length of just 4.39m. Taking aim at the Dacia Jogger, it will arrive with petrol and MHEV power. An EV will follow.

Everything we know about the new Citroën C3 Aircross

Citroën C4

New look inspired by the Oli concept and a dashboard overhaul for this hatchback, which is now auto-only.

Everything we know about the new Citroën C4

Cupra Raval

Forget the World Cup qualifiers: the fiercest international showdown of 2025 could well be when Spain’s Cupra Raval squares up to France’s Renault 5. The Cupra certainly has the readies to take the win: a circa-£25,000 price, a sumptuous interior and a whole array of digital tricks.

Everything we know about the Cupra Raval

Cupra Terramar

Brand’s final pure-ICE car is a Volkswagen Tiguan twin with added dynamic flair and up to 268bhp.

Read our Cupra Terramar review

Dacia Bigster

Stretched Duster does a pretty good impression of a Land Rover Defender for just £24,995 – undercutting all its rivals apart from the MG HS. 

Entry-level Expression trim isn't short on kit, either, with a 10.1in infotainment touchscreen, dual-zone air conditioning and 17in alloys, plus more to boot. However, you can't have a Bigster with seven seats. It's five-seat only.

Everything we know about the Dacia Bigster

Dacia Duster hybrid 4x4

If you want the hardy Duster with four-wheel drive, your only choice at present is to have it with a manual gearbox. That won't remain the case for long, however, because Dacia is looking to introduce another 4x4 variant with an automatic ’box and an electric motor on its rear axle.

It's expected to sit above the current mild-hybrid 4x4, which is priced from £23,550.

Everything we know about the new hybrid 4x4 Dacia Duster

Dacia family hatchback

We don’t have a lot to go on here, but Dacia boss Denis Le Vot has confirmed that the Bigster follow-up will wear a totally new bodystyle and have a new name. A Golf-sized hatchback with characteristically chunky styling and an outdoorsy focus seems a safe bet, we reckon.

Everything we know about Dacia's Golf rival

Dacia Jogger facelift

Fresh styling for the UK’s cheapest seven-seater, which is also in line for a more potent hybrid engine.

Everything we know about the Dacia Jogger facelift

Denza Bao 5

Land Cruiser rival gets a 677bhp range-extender. It is badged as a Fangchengbao (‘formula leopard’) in China but is strongly tipped for a European rebrand.

Everything we know about Fangchengbao

Denza Z9 GT

Upmarket sub-brand of BYD was originally a joint venture with Mercedes but now has full control over its destiny. Its first car is a 952bhp electric GT bound for Europe.

Everything we know about the Denza Z9 GT

DS No4

DS's plush, high-riding hatchback is due a mid-life update and a new name. Is it finally time for an electric option?

Read our DS 4 review

DS No7

Family SUV has been around since 2017, so a styling and technology refresh beckons.

Read our DS 7 review

DS No8

New flagship is based on the same underpinnings as the Peugeot e-3008 and Vauxhall Grandland but fettled to minimise its aerodynamic drag (and therefore maximise electric range). It's tipped to be priced below £50,000 in the UK.

Everything we know about the DS No8

Ferrari 12Cilindri

Twelve booming cylinders, a big old snout and a tremendous 819bhp on tap: the Ferrari 12Cilindri is everything a proper GT should be. The centrepiece, of course, is its 6.5-litre V12. Unlike that in the rival Aston Martin Vanquish, it’s naturally aspirated and revs to a screeching 9500rpm. “An engine to die for”, in the words of Matt Prior. But with the V12 requiring, according to Ferrari’s Enrico Galliera, an “absolutely stunning” amount of work to ensure it complies with Euro 6e emissions rules – and Euro 7 coming into force this year – could it be the last of the type?

Read our Ferrari 12Cilindri review

Ferrari F80

F40, F50, Enzo, LaFerrari... and now this: a 1184bhp hyper-hybrid with a proper Formula 1-derived V6 and three electric motors. Enjoy, Lewis.

Everything we know about the Ferrari F80

Fiat 500 Ibrida

The petrol-powered 500 lives on! A long-term future was secured for Turin’s big-selling city car with the recent confirmation of this new hybrid version, due to enter production in November.

It is effectively a 500e retrofitted with a petrol engine – most likely Stellantis’s ubiquitous 134bhp 1.2-litre mild hybrid. It comes as Fiat struggles to sell the EV, idling its factory.

Everything we know about the Fiat 500 Ibrida

Fiat 500e update

A more capacious battery is part of a mid-life update for the pint-sized Piedmontese. But will it boost sales?

Read our Fiat 500e review

Fiat Grande Panda

Cute new crossover stays true to the Giorgetto Giugiaro-designed original in both styling and spirit, using the same underpinnings as the Citroën C3 to hit a starting price below £22,000.

Everything we know about the Fiat Grande Panda

Fiat Topolino

Meet the Ami Superleggera. Cubic microcar gets the 1950s design treatment and ditches its doors.

Everything we know about the Fiat Topolino

Firefly hatchback

The first model from Chinese EV giant Nio's new entry-level brand is a Renault 5 rival that's priced from the equivalent of £16,000 in China. It will almost certainly cost more when it lands here but should still undercut the French hatch.

Everything we know about the Firefly hatchback

Ford E-Tourneo Courier

Berlingo-baiter gets a 134bhp motor and a 43kWh battery for a 179-mile range.

Read our Ford Tourneo Courier review

Ford Mustang GTD

Before you ask, no, it’s not a diesel. That ‘D’ actually stands for Daytona, hinting at the track-focused billing of what is the most extreme Pony Car to date. Its 5.2-litre V8 is borrowed from Shelby’s GT500 but has a smaller supercharger pulley plus a modified intake and exhaust to boost it north of 800bhp. It’s also got a dry sump to ensure it isn’t starved of oil on track. There’s just one catch: applications to buy one closed long ago.

Everything we know about the Ford Mustang GTD

Ford Puma Gen-E

UK’s best-selling car plugs in to take on the Peugeot e-2008. As close as we will get to a Fiesta EV – for now, anyway.

Everything we know about the Ford Puma Gen-E

Genesis GV60 facelift

Genesis's sporty crossover gets a more aggressive look with new headlights, plus a lightly fettled interior.

Everything we know about the Genesis GV60 facelift

Genesis GV60 Magma

Magma performance arm’s first UK model is set to be a more luxurious take on the riotous (and closely related) Hyundai Ioniq 5 N.

Everything we know about the Genesis GV60 Magma

GWM Ora 07

Quirky-looking 07 will arrive as GWM’s second model. It will have 402bhp and an expected £35,000 starting price.

Read our GWM Ora 07 prototype review

Honda Prelude

Where did all the sporty front-drive coupés go? Their disappearance is a travesty, if you ask us. Honda clearly agrees and has turned the Civic into a rakish two-door with the promise of entertaining dynamics and an intriguing simulated gearbox. We'll see the production car later this year – is it too early to start begging for a Type R? Maybe an Si to keep us sweet... for now.

Everything we know about the Honda Prelude

Hyundai Inster

The Inster is Hyundai’s electric take on city cars like the Fiat Panda. It offers 229 miles of range and S-Class-like reclining seats for just over £25,000. A rufty-tufty Cross version is also on the way, priced from £28,745.

Read our Hyundai Inster review

Hyundai Ioniq 6

The mid-life update for Hyundai’s drag-busting, Tesla Model 3-rivalling electric saloon will include a refreshed design inspired by the petrol Sonata, plus a bigger battery – and therefore a longer range than the current 338 miles.

Read our Hyundai Ioniq 6 review

Hyundai Ioniq 6 N 

(What’s the Story) Morning Glory, The Bends, Nevermind... Second albums are always difficult, but sometimes they’re absolutely game-changing. Hyundai will certainly be hoping for a Led Zeppelin II moment with the launch of its second electric sports car. The Ioniq 5 N has completely overturned the misconception that EVs can’t be fun, with its realistic ‘manual gearbox’, genuinely enjoyable ‘engine note’ and scintillating dynamics, so the pressure is on the hot Ioniq 6 to take things one step further. Expect a ludicrous power figure and a rapid 0-62mph time, of course, but no doubt there will be a hefty dose of chassis tweaking and electrickery deployed to ensure this is more than merely a quick car.

Everything we know about the Hyundai Ioniq 6 N

Hyundai Ioniq 9

Previously, we had the Ferrari LaFerrari, McLaren P1 and Porsche 918 Spyder. Now, Hyundai’s Ioniq 9 is the final piece of what could be considered the new ‘Holy Trinity’ – only this time it’s made up of electric MPVs. Joining the Kia EV9 and Volvo EX90, the Ioniq 9 is a development of the Seven concept shown three years ago. It offers upwards of 350 miles of range and 378bhp. Pricing? From around £90k.

Read our Hyundai Ioniq 9 review

Hyundai Nexo

Hydrogen is not dead, says Hyundai. A new hydrogen-fuel-cell Nexo is on the way, having been previewed by the efficient Initium concept. That brings a range of 404 miles between fill-ups and a little more power too.

Everything we know about the next Hyundai Nexo

Jaecoo 5

Toothy SUV is China’s answer to the Honda HR-V and Hyundai Kona, coming with petrol and EV options.

Jaecoo 7

An electric SUV, the J7 is aimed at “mature buyers” and puts a focus on luxury. Its Cadillac-style grille will surely turn heads.

Everything we know about the Jaecoo 7

Jeep Compass

Jeep’s assault on the lucrative compact SUV market will sit above the Avenger and use Stellantis’s STLA Medium platform, which makes it a close relation to the Peugeot 3008 and Vauxhall Grandland. Rivalling the Volvo EC40 and Volkswagen Tiguan, the Compass will be the only car on its platform to be offered with a pure-combustion engine. It is also likely to come with the option of a 134bhp mild-hybrid petrol and a 207bhp electric motor with a 73kWh battery.

Everything we know about the Jeep Compass

Jeep Recon

Jeep’s European push will include this potent off-roader, intended as an electric equivalent to the Wrangler.

Everything we know about the Jeep Recon

Jeep Wagoneer S

Wagoneer S also joins Jeep’s EV range, with 592bhp, a 300-mile range and 0-62mph in 3.2sec.

Everything we know about the Jeep Wagoneer S

KGM Actyon

SUV is a more rakish take on the existing Torres, bringing petrol power and a lower price than many alternatives.

KGM O100

Brutish EV will be one of the first four-wheel-drive electric pick-up trucks to go on sale in the UK.

Everything we know about the KGM O100

KGM Torres Hybrid

This small electrified SUV will be a left-field alternative to cars such as the MG HS and Dacia Duster.

Read our KGM Torres review

Kia EV4

Tesla beware! Kia’s coming for the Model 3 with its new EV4, the Korean brand’s first electric saloon. UK-bound versions are likely to be offered with 215bhp front-wheel-drive and 320bhp four-wheel-drive options, although a hotter GT variant is also on the cards. A hatchback version is on the way, too.

Everything we know about the Kia EV4

Kia EV5

Electric equivalent of the Sportage majors on design flair and practicality. Front- and four-wheel-drive models will be available and the rangiest versions will be comfortably capable of more than 300 miles per charge. Prices are expected to start from around £40,000.

Everything we know about the Kia EV5

Kia EV6 GT

Kia’s 577bhp Porsche Taycan chaser will be zhuzhed up with the 641bhp powertrain and simulated gearchanges from the Ioniq 5 N. Drift mode will stay.

Read our Kia EV6 GT review

Kia EV9 GT

Got a big family and a lead right foot? You’ll want the EV9 GT, a seven-seat, 2.5-tonne electric SUV that packs a whopping 501bhp. Supercar pace, in other words.

Everything we know about the Kia EV9 GT

Kia K4

A new petrol hatch – in 2025? You betcha. The K4 is tipped to arrive as a replacement for the Ceed, packing a turbocharged 1.6-litre four and putting out 190bhp.

Everything we know about the Kia K4

Kia PV5

Kia has its sights set on the evergreen Ford Transit Custom with the new PV5, its first-ever van. It’s targeting a punchy starting price of just €35,000 (£28,900), undercutting most other electric vans, and a seven-seat people-mover version is on the way too. Could it change the van game for good?

Everything we know about the Kia PV5

Kia Sportage

One of the UK’s best-sellers gets EV9-inspired looks as part of its fifth-generation mid-life facelift to keep it high in the charts. The hybrid powertrain introduces a new ‘Infant’ mode, with a smoother power delivery.

Everything we know about the new Kia Sportage

Lamborghini Temerario

Huracán’s replacement gets a 4.0-litre V8 that, combined with three electric motors, puts out a huge 907bhp. But only a small fraction of that is thanks to the motors, which are used to fill the gap in torque delivery left by the fitment of two whopping great turbochargers. The set-up’s good for 0-62mph in 2.7sec and allows for new tricks, such as a drift handling mode inspired by the Huracán Sterrato.

Everything we know about the Lamborghini Temerario

Land Rover Defender Octa

The most powerful and capable Defender yet? A 626bhp V8 suggests so.

Everything we know about the Land Rover Defender Octa

Leapmotor B10

This Renault 5-sized hatchback made its debut in Paris late last year and a UK launch is on the horizon.

Everything we know about the Leapmotor B10

Leapmotor C10

Family SUV is similar in proportion to Volkswagen’s ID 4, but with a 262-mile range, it is not as long-legged. A petrol range-extender is on the way to circumvent that, though.

Read our Leapmotor C10 review

Leapmotor T03

EV from Stellantis-backed brand. The 165-mile supermini is a rival to the Dacia Spring and has a sub-£20,000 starting price.

Read our Leapmotor T03 review

LEVC L380

Eight-seat MPV, anyone? The L380 is a four-row luxury electric transporter inspired by the world of airline travel, made by the firm behind London's black cab.

Everything we know about the LEVC L380

Lexus LBX Morizo RR

Lexus’s small SUV gets fire in its belly courtesy of the GR Yaris’s 1.6-litre turbocharged three-pot.

Read our Lexus LBX Morizo RR review

Maserati MC20 Folgore

The electric reinvention of Maserati continues apace and now it finally delivers us the electric supercar promised back in 2020. The flagship of the expanding Folgore range will use the same chassis as the petrol car but with its snarling Nettuno V6 swapped for suitably silent but violent electric motors – possibly three of ’em, as in the Granturismo.

Read our Maserati MC20 review

Maserati MC20 GT2 Stradale

Track-ready rocket is 60kg lighter than standard – and Maserati’s dearest car yet, at £338k.

Everything we know about the Maserati MC20 GT2 Stradale

Maxus Mifa 7

Smaller electric passenger van from MG's commercial-vehicle sibling brand offers seating for seven and 298 miles of range.

Mazda CX-80

Volvo XC90 rival gets seven seats, a proper diesel engine and class-leading towing capacity.

Read our Mazda CX-80 review

Mercedes-AMG GT 4dr

Has the Porsche Taycan had it too good for too long? Mercedes is working on its own lightning-fast four-door, which should outpunch today’s V8-engined AMG GT saloon in just about every respect. Except, perhaps, noise. The first full-fat AMG EV will ride on a bespoke platform for electric sports cars and is tipped to pack as much as 1000bhp and 1000lb ft. We’re off to buy shares in Michelin.

Everything we know about the Mercedes-AMG GT 4dr EV

Mercedes-AMG GT Pro

Performance connoisseur’s super-sports GT gets 4WD, four seats and an 805bhp range-topping PHEV.

Read our Mercedes-AMG GT review

Mercedes-AMG CLE 63

No plug-in hybrid here: instead, it has AMG’s traditional 4.0-litre twin-turbocharged V8 with a host of styling adjustments.

Read our Mercedes-AMG CLE 53 review

Mercedes-Benz CLA

The new CLA will be the first mainstream Merc offered with both combustion and battery-electric power. While the saloon has been dubbed ‘electric first’, it will be available with a new 249bhp electrified engine. A dual-motor 527bhp rival to BMW’s i4 M50 will top the line-up.

Everything we know about the Mercedes-Benz CLA

Mercedes-Maybach SL

“Sportiest” Maybach yet has a 577bhp V8 and all the bling a dictator could want.

Everything we know about the Mercedes-Maybach SL

MG 4 update

Popular hatch is due an interior and tech update to keep it on the pace with rivals such as Kia’s Niro EV.

Read our MG 4 review

MG Cyberster 2+2

Everyone’s getting in on the retro revival act, but we’ll admit that the MGB GT wasn’t on our 2025 bingo card. Admittedly, the hard-top Cyberster doesn’t look much like its ancestor, but as it’s due to arrive on the B GT’s 60th birthday, you can’t really avoid the comparison.

Everything we know about the MG Cyberster 2+2

MG ES5

Based on the 4 EV’s platform, the ES5 replaces the ZS EV and is said to have the world’s thinnest battery.

Everything we know about the MG ES5

Mini Aceman

Renault 4 rival sits between Countryman and Cooper, with an upmarket interior and enjoyable handling.

Read our Mini Aceman review

Mini Convertible

Drop-top versions of the definitive small car get 161bhp and 201bhp petrol engines. Priced from £27k.

Read our Mini Convertible review

Mini John Cooper Works EVs

Mini’s go-faster arm goes electric as hot Aceman and Cooper get 254bhp.

Everything we know about the Mini John Cooper Works EVs

Mini John Cooper Works petrol

Hottest petrol hatches are auto-only, with racy styling and more muscle.

Everything we know about the petrol Mini John Cooper Works

Mobilize Duo

Spiritual successor to the Twizy goes posh (it has airbags!) to take on the Citroën Ami. There's also a cargo version named the Bento.

Read our Mobilize Duo review

Morgan Midsummer

This finely detailed £200,000 barchetta is a Plus Six that has been reinvigorated by Pininfarina.

Everything we know about the Morgan Midsummer

Morgan Plus Six Pinnacle

Venerable flagship bows out with limited-run £97k special and 3.0 straight six.

Read our Morgan Plus Six review

Nissan Leaf

It’s a Leaf, but not as we know it: expect the British-built EV to morph into an SUV for its next generation.

Everything we know about the next Nissan Leaf

Nissan Micra

Squint a bit and you can see the Renault 5 links in the concept car that previews the new Micra. But while it shares a platform and will be built in France, much of its design and engineering work has been done by Nissan (and in the UK). We’ve been promised a “sporty urban” car.

Everything we know about the next Nissan Micra

Omoda 7

Essentially a more rugged and boxy reworking of the Omoda 5, the 7 will be sold in the UK with petrol and PHEV powertrains.

Omoda 9

Have there really been nine Omodas already? Of course not: the number just signifies it’s a big SUV.

Onvo L60

The first model from another Nio-owned EV brand, this time aimed at the likes of Tesla and Polestar. It's claimed to be the most aerodynamically efficient SUV on the market.

Everything we know about the Onvo L60

Peugeot 308 update

Volkswagen Golf rival will receive a styling refresh and doubtless some revived powertrains.

Read our Peugeot 308 review

Peugeot e-408

Unusual high-riding saloon will gain an electric powetrain packing 207bhp and 281 miles of range. Looks identical to the petrol 408, though.

Everything we know about the Peugeot e-408

Peugeot e-3008/5008

The line-ups for these French electric SUVs will gain new four-wheel-drive and long-range variants.

Read our Peugeot e-3008 review

Polestar 3 single-motor

Polestar’s biggest car drops a motor to gain extra range for a lower price.

Read our Polestar 3 review

Polestar 5

British-engineered super-saloon has up to 974bhp and radical new fast-charging tech, so it will be rapid off the mark and at the plug.

Everything we know about the Polestar 5

Porsche 718 Boxster/Cayman

One of the year’s most hotly anticipated arrivals. The next 718 Boxster and Cayman will be electric-only and based on a new platform, with batteries stacked behind the cabin. Dual motors derived from Formula E are intended to deliver a clever blend of performance and efficiency.

Everything we know about the Porsche 718 twins

Porsche 911 GT3 update

The GT3 has for a long while been the only 911 you can buy with an atmospheric flat six, but that might not be the case for much longer. “I don’t think we can handle Euro 7 without electrification or without turbos,” Porsche GT boss Andreas Preuninger told Autocar recently. Still, if this is it, it’s going out on a high note: 503bhp, 347lb ft and a 9000rpm redline, with a shorter final drive ratio to ensure you’re hitting the limit more often.

Everything we know about the new Porsche 911 GT3

Porsche 911 Carrera S

Sitting between the Carrera T and the new 911 GTS T-Hybrid, the latest Carrera S brings 473bhp and a more aggressive look inspired by the wide-hipped Turbo. It's priced from £119,800.

Everything we know about the Porsche 911 Carrera S

Porsche 911 Turbo

The second electrified 911 variant will keep its flat six but gain a small electric motor for even more dazzling off-the-line performance.

Range Rover Electric

After years of teasers, spy shots and claims of a stacked order book, it’s finally time for Land Rover to make its first foray into the world of electric cars. This is in some ways a subtle debut, because the new EV has the same looks and underpinnings as its combustion-engined counterparts – but with whisper-quiet propulsion. It’s not just refinement that benefits from going EV, though. JLR claims the Range Rover’s motors allow snappier reactions to any slippage at each wheel, reducing the reaction time of its traction control from 100 milliseconds to a single millisecond. Could this be the most capable Range Rover to date, as well as the most luxurious? We’d count on it.

Everything we know about the Range Rover Electric

Renault 4

It must have been Opposite Day when Renault’s product planners conceived the new 4 and 5, as it's due to arrive in showrooms months after the 5. It's very similar underneath but should offer much more room inside.

Everything we know about the Renault 4

Renault 5

The 5 wowed at its launch, with its sleek retro styling, and it didn’t disappoint when we got to drive it. It rides and handles well, is reasonably spacious and, starting from £23,000, is a genuinely affordable electric car. Viva la Renaulution, etc.

Read our Renault 5 review

Renault Austral

Range-topper is in line for a host of updates as part of a facelift in a bid to keep up with rivals.

Read our Renault Austral review

Renault Clio

Supermini is set to move onto all-new underpinnings and will go hybrid-only in the process.

Everything we know about the next Renault Clio

Renault Rafale PHEV

SUV-coupé gains plug-in hybrid 4WD option fettled by Alpine. It offers 62 miles of electric-only range.

Read our Renault Rafale review

Rolls-Royce Ghost

Likely one of the final Rolls to draw its power from a V12, the Series II Ghost takes some design cues from the Spectre.

Everything we know about the new Rolls-Royce Ghost

Rolls-Royce's second EV

The follow-up to the Spectre has been confirmed for this year, but little else is known at present. A new Phantom is one possibility.

Everything we know about the new Rolls-Royce EV

Skoda Elroq

First car to embody Skoda’s new ‘Modern Solid’ design is a £31,500 crossover with 230-plus miles of range.

Read our Skoda Elroq review

Skoda Enyaq facelift

Skoda's best-selling EV gets a redesign insipired by the Elroq, bringing a small boost in range and an upgraded infotainment screen.

Everything we know about the Skoda Enyaq facelift

Skoda Kodiaq vRS

Gets Golf GTI power. That’s 262bhp and seven seats for the ultimate Saturday morning footy runabout.

Everything we know about the Skoda Kodiaq vRS

Skywell Q

A new name to the UK, this VW ID 3 rival will offer up to 300 miles of range. It will join the BE11 crossover and Skyhome limo.

Everything we know about the Skywell Q

Skywell Skyhome

Tech-heavy 617bhp Chinese electric limo will take on the BMW i7 as the brand’s third model in the UK.

Everything we know about the Skywell Skyhome

Smart #5

Brand’s largest and most potent car yet will be launched with 348 miles of range and up to 637bhp.

Everything we know about the Smart #5

Subaru Forester

Fresh exterior, lightly swept interior. Petrol 4x4 will be one of just a few ICE cars to sit alongside a new EV line-up.

Read our Subaru Forester review

Suzuki eVitara

Suzuki staged the European launch of its first EV on an ice rink, mystifyingly. But the car is self-explanatory: a decent-sized SUV with up to 172bhp, a 250-mile range and a mid-£30k starting price.

Everything we know about the Suzuki eVitara

Tesla 'Model 2'

Long-mooted affordable car is still up in the air, but the business case remains. Watch this space (again).

Everything we know about the Tesla 'Model 2'

Tesla Model 3 entry-level

CEO Elon Musk has repeatedly hinted at a vastly more affordable car. Model 3 with plastic bumpers and steelies, anyone?

Read our Tesla Model 3 review

Tesla Model Y

The world's best-selling car in 2023 gets a radical new look in 2025 with LED light bars front and rear. Drag is reduced and range is expected to have been boosted nearer the coveted 400-mile mark.

UK deliveries of the facelifted Model Y are expected to start in the coming weeks.

Everything we know about the new Tesla Model Y

Toyota bZ3X

Rakish small crossover will be effectively an electric C-HR equivalent but related technically to the bZ4X.

Everything we know about the Toyota bZ3X

Toyota GR Corolla

Volkswagen Golf R rival packs 300bhp and 4WD and could fill a gap in the line-up when the GR86 retires.

Everything we know about the Toyota GR Corolla

Toyota GR Supra A90 Final Edition

Heated-up track special will send the straight-six coupé into retirement with a bang.

Everything we know about the Toyota GR Supra A90 Final Edition

Toyota Land Cruiser

Japan’s Defender is as fabulous as ever off road and now better on it as well.

Read our Toyota Land Cruiser review

Toyota Sport Crossover

This SUV/saloon/coupé marks Toyota’s push into more premium EV territory.

Everything we know about the Toyota Sport Crossover

Toyota Urban Cruiser

Having manufactured the Swace (née Corolla) and Across (RAV4) for Suzuki, it’s Toyota’s turn to receive a gift: its Urban Cruiser will be built by Suzuki in India and is basically a reworked eVitara.

Everything we know about the Toyota Urban Cruiser

Vauxhall Frontera

Fancy your compact budget seven-seater with a British badge? Thankfully, the Stellantis Smart Car platform will also underpin Vauxhall’s revival of the Frontera. Prices start at £23,495 for both petrol and (five-seat-only) electric versions.

Read our Vauxhall Frontera review

Vauxhall Mokka update

It doesn’t look too different, but... Actually, no, it has barely changed. Slick new touchscreen, though.

Everything we know about the Vauxhall Mokka update

Volkswagen T-Roc

VW’s bumpy road to electrification turns a crucial corner with the launch of its final new pure-ICE car.

Everything we know about the next Volkswagen T-Roc

Volkswagen Tayron

Tiguan Allspace replacement is a seven-seat safe bet. Plug-in hybrid version is limited to five seats, however.

Everything we know about the Volkswagen Tayron

Volkswagen Transporter

VW sells three mid-sized vans on three platforms. This one’s based on the Transit Custom.

Everything we know about the new Volkswagen Transporter

Volvo ES90

For a while, it looked like Volvo was to become a maker exclusively of SUVs, so news of a revival for one of the market’s most handsome saloons is welcome. The ES90 will be a sleeker, lower-slung sibling to the EX90 and is conceived as a rival to the likes of the BMW i5.

Everything we know about the Volvo ES90

Volvo EX90

One of just a handful of electric seven-seaters, the EX90 is a tech trailblazer for Volvo. It arrives with dual-motor 4WD powertrains packing either 402bhp or 510bhp, plus a 111kWh battery for up to 374 miles of range. It also gets high-tech lidar kit that could eventually allow full self-driving.

Read our Volvo EX90 review

Volvo XC90

Electric EX90 inspires a design and tech overhaul for the school-run king, as Volvo steps back from its plan to ditch all ICE cars.

Read our Volvo XC90 review

Xpeng G6

Positioned to take on the Tesla Model Y, the G6 will be Xpeng’s first electric car to go on sale in the UK.

Read our Xpeng G6 review

Yangwang U8

Tank-turning SUV brings silly stats and gimmicks galore with 1180bhp, a near-3500kg kerb weight and an equally silly name.

Read our Yangwang U8 review

Audi suffered a sales slump in China

VW Group delivered 9.01 million vehicles in 2024, down 2.3% on the previous year

Audi suffered the biggest sales fall within the Volkswagen Group during 2024 in what was a painful year for the marque.

Bentley also had a tough 12 months during which the UK brand dropped below a record-selling Lamborghini for the first time during their pairing within the group.

The biggest winner within the group, based on percentage growth, was Seat-Cupra while Skoda also had a solid year, according to the group’s own figures.

Overall, the Volkswagen Group delivered 9.01 million vehicles, down 2.3% on the year before, after weathering a “challenging market”, according to Volkswagen Group CEO Oliver Blume. Strengthening sales in North America and South America helped to a offset a slump in its key market of China.

Audi’s 12% drop wiped nearly 200,000 sales from its previous year’s total to record 1.67 million. However, it still retained its slot as number two for sales within the group, after the Volkswagen brand, which sold 4.80 million vehicles, a fall of 1.4%.

Historically, Audi has been core to the Volkswagen Group’s earnings, but up to the end of September, the premium brand suffered a 55% drop in profits to post margins that looked decidedly unpremium, at 4.5%. Supply problems at the beginning of the year, which restricted sales of bigger-engined models, didn’t help.

The Volkswagen brand retained its number one spot in the UK with a small rise of 2.6%, although traditional rivals Ford and Vauxhall are well out of the running these days. Audi experienced an 11% cut in UK sales, dropping it below BMW at 122,431 units, as changeovers for key models such as the A4 and Q5 impacted deliveries. The Q4 E-tron was a bright spot, finishing second behind the Tesla Model Y in the UK EV chart for the year.

Seat-Cupra achieved the biggest global uptick of any Volkswagen Group brand during the year, rising 7.5% at 558,200 sales, of which Cupra accounted for just under half. The Spanish-based division has been thoroughly revitalised by the addition of Cupra as a stand-alone nameplate, with the Formentor SUV its biggest seller in the UK last year. The Cupra Born, meanwhile, was the Volkswagen Group’s fifth best-selling EV globally.

The two Spanish brands remain primarily a European entity, with Germany the top market followed by Spain and the UK. However, the duo are also growing in Mexico, with 26,000 sales last year, up 22%.

Skoda has bounced back from its starvation during the chip shortage too, growing 6.9% in the year, to 926,600 sales. That’s still a long way from its record of 1.25 million, set in 2018, but the number is healthy given the brand can no longer count on big sales in China, once its largest market. In the UK, Skoda came within a whisker of beating Vauxhall, with sales up 12% to 78,601 units to finish 12th, ahead of Peugeot, according to Society of Motor Manufacturers and Traders (SMMT) figures.

In the battle of the ultra-luxury brands that fall under Audi’s control, Lamborghini grew sales by 5.7% to hit 10,687, a new record. The Italian firm’s success took it above Bentley for the first time during their VW Group history after the UK marque suffered a 21% drop in deliveries, down to 10,600. The rare loss was a combination of Bentley’s model changeover year, with the new Continental GT coming on stream, and the continued success of the Lamborghini Urus SUV, which switched to a plug-in hybrid drivetrain this year.

Porsche managed to offset a sharp 28% decline in its key market of China with strong European demand to record sales of 310,718, down 3% on the year before. A steep 49% decline in sales of the Taycan were partly balanced by deliveries of the electric Macan, with over 18,000 sales in the latter part of the year. The model even helped the Volkswagen Group out of tough spot in the UK, where it was struggling to meet the ZEV mandate requirement. In December, the electric-powered Macan was the eighth best-selling EV overall in the UK, at 1141 units.

The Volkswagen Group’s ability to ramp up its electric sales across Europe will be key to its success in 2025, with banking firm UBS forecasting possible European Union fines totalling between €2-5 billion (£1.7-£4.2bn). In total last year, the group delivered 744,800 EVs, down 3.4% from the year before because of a slump in Europe and the US. The Volkswagen ID 4 SUV was its biggest seller. 

The group says it has a solid order bank of 170,000 EVs for Europe going into 2025, giving it a leg up against the European Union’s tough new CO2 targets that come into force this year. 

New electric models are coming on stream all the time, and the new, longer-range plug-in hybrids look popular. In December, the VW Tiguan was the UK’s biggest-selling PHEV, beating the Ford Kuga. However, the lack of cheap EVs this year is likely to continue to be a drag on the Volkswagen Group’s regulatory responsibilities, especially with rival Stellantis finally getting its own low-cost EVs into the market with cars such as the Fiat Grande Panda.

Urban Cruiser borrows its name from Toyota's small hatchback sold in the UK from 2009-2012

Urban Cruiser is the first of several names due to return from the firm's extensive back catalogue

Toyota is set to raid more of its back catalogue for names of future electric models, rather than continue the alphanumerical naming convention it started with the bZ4X.

The bZ4X arrived in 2022 as Toyota's first EV, with 'bZ' standing for 'beyond zero' (emissions), 4 being the size of the car in Toyota lexicon and 'X' referring to it being a crossover.

However, the Japanese firm's second EV, the Urban Cruiser, ditches that naming convention in favour of a name from its extensive back catalogue.

Andrea Carlucci, Toyota Europe's director of marketing and product development, confirmed to Autocar at the Urban Cruiser's Brussels motor show unveiling that he expected the b4X name to "remain a bit isolated" in the Toyota range.

The desire to return to word names was the result of "a clear request from Europe that was very much heard and followed by Japan", said Carlucci.

"We have a number of models. If you start multiplying by technology, by segment, the nameplates tend to proliferate too much. We wanted to rationalise this."

He added that Toyota wanted to "avoid this inflation of nameplates for the simplicity of the consumer".

The Urban Cruiser will join the related Suzuki eVitara in being manufactured in India. Carlucci wouldn't be drawn on when production of Toyota EVs in Europe would begin, confirming only that "the philosophy of Toyota is to sell where we produce".

More broadly on how Toyota would be able to stand out for making EVs as it has done for hybrids, Carlucci said it was that expertise in batteries and energy management that has already "created a lot of trust from customers" in Toyota EVs.

"Toyota knows better than anyone about how to manage a battery, how to make it stable and so on," he said.

He sees "no boundaries" for the GR performance division to become involved in the firm's EVs in the future, saying "I think GR stays as a very strong ICE" proposition for now.

DS No8 is "premium" but brand wants to be "more than premium"

Stellantis-owned French brand currently rivals BMW and Mercedes-Benz but has loftier ambitions for the future

DS aspires to rival Rolls-Royce and Bentley as it targets a move beyond the premium segment and into the luxury sphere.

That's according to design director Thierry Métroz, who said the Stellantis-owned French brand's "dream is to be the Louis Vuitton of the automotive industry".

Speaking to Autocar at the Brussels motor show at the first public outing of its new No8 (pronounced 'number eight') flagship, Métroz said: "We are premium [now] but our mission is to be more than premium. We would like to try to touch the luxury feeling."

Métroz cautioned that this "takes time", and despite it being a long-term goal for DS, the brand may never get there.

He continued: "It's a lot of work, as the brand is very young. We only launched the brand in 2014. It probably takes more than 10 years, maybe 20 years [more] to have the positioning of a luxury automotive brand."

On how DS could achieve "our dream", he said: "We need to be very focused on the quality of the details."

Métroz explained that the No8 already took inspiration from Bentley in its interior, including the material use and its application.

"It's a very luxurious interior," he said. "Compared to our German competitors, it's about the quality of the materials and the details of the interior. It's a luxury taste.

"It's not German for the interior; it's more like Bentley. It's not Bentley, of course, but the kind of inspiration is more Bentley or Rolls-Royce than Audi or Volkswagen."

When asked how DS could provide  cars with a true luxury feel when they use shared Stellantis architectures, Métroz said it was "hard" but the brand had the ability to change key parts of the underpinnings, such as lowering rooflines and pushing back the windscreen for different proportions.

No sales volume target has been set for the No8, said Métroz, with the goal instead being "to make a very good quality car with a really nice design focused on the quality of the interior".

He added: "We need to sell cars, like any brand, but our target is not to sell a lot of cars [at volume]; we prefer to reinforce the positioning of the brand with the luxury feeling."

Métroz also confirmed that new versions of the DS 7 SUV and DS 4 hatchback (set to be renamed the No 7 and No 4) will have "the same spirit" as the No8.

Indeed, he believes that bold designs are becoming more important, as there is so much homogeny in car design currently, particularly among the many new Chinese entrants.

"All the Chinese copy Porsche or Tesla, and at the end they always look like a Tesla or a Porsche. At DS, we don't want to follow with the same vision; we will keep something stronger."

Customers clinics have also shown that more people "are ready to buy an EV but would like to keep a very attractive design with a lot of character", said Métroz. "People don't want to buy a washing machine."

The first car events of the new year, the Dacia Spring, spare wheels, how to pronounce Hyundai and more

On this week's My Week In Cars podcast join our hosts Matt Prior and Steve Cropley as they talk about Brooklands Museum and Bicester Motion's first events of 2025.

Steve has a nose around a Dacia Spring, we advise a listener which cars come with spare wheels, and Prior gets annoyed with a Hyundai advert.

Make sure you never miss an Autocar podcast. Subscribe to our podcasts via Apple Podcasts, Spotify, Amazon Podcasts or via your preferred podcast platform. And if you subscribe and rate and review the pod, we'd really appreciate that too.

New Vantage Roadster will dispatch 0-62mph in 3.5sec

New model is one of the most powerful drop-top sports cars on sale, thanks to Mercedes-AMG-derived engine

The new Aston Martin Vantage Roadster is one of the most powerful drop-top sports cars on sale following an extensive, performance-focused upgrade.

With 656bhp and 590lb ft from a reworked version of the existing twin-turbocharged 4.0-litre V8, the new Roadster packs substantially more power than its 505bhp predecessor and has been set up to be a more dynamic proposition.

Now more powerful than rivals such as the Porsche 911 Carrera 4 GTS Cabriolet and Ferrari Roma, the Aston’s new power levels even push it to vie with some models in the class above, such as the Maserati MC20 Cielo and McLaren Artura Spider.

The new drop-top follows the coupé that was launched nearly a year ago and was described by Aston as “the most driver-focused and fastest Vantage in the famous nameplate’s 74- year history”.

The Vantage Roadster draws power from the same Mercedes-AMG-derived powerplant as the coupé. Although the convertible is 60kg heavier, due to its extra rigidity bolstering and roof mechanics, it can still match its sibling in a straight line with a 0-62mph time of 3.5sec. Top speed for both is limited to 202mph.

That makes it as fast as the outgoing 690bhp V12 Vantage Roadster, the most powerful drop-top Aston has produced to date.

The car’s pace is the result of an “extensive” overhaul of its V8. Aston has added new cam profiles and larger turbos, tweaked compression ratios and improved cooling. The firm has also adjusted the ratios and calibration of the eight-speed automatic gearbox for “punchier” in-gear acceleration and quicker gearchanges.

To improve driving dynamics, the aluminium chassis has been stiffened and work has been done to keep the car at a near-50:50 weight distribution. As before, double wishbones are fitted at the front and multi-link at the rear.

Aston claims the car’s rear end is up to 29% stiffer under load, to the benefit of handling and driver feedback. New bespoke-tuned Bilstein DRX adaptive dampers also increase responsiveness.

There is a choice of steel or carbon-ceramic brakes and its standard 21in alloy wheels are shod with bespoke Michelin Pilot Sport S 5 AML tyres.

Aston claims the new convertible has the fastest-folding roof on sale today.

The cloth top opens or closes in just 6.8 seconds and can be operated at road speeds of up to 31mph. For comparison, the Roma Spider’s takes 13.5 seconds.

The new car is visually marked out from its predecessor by a revised front end – notably with a larger grille – and a 30mm increase in width.

Inside, it mirrors the Vantage Coupé, which ushered in a completely new cockpit arrangement. The cabin gets a 10.25in touchscreen, wireless smartphone mirroring and an array of buttons, switches and dials for the most used functions.

Pricing has yet to be announced, but Autocar understands it will start at around £175,000, a £10,000 premium on the coupé. Deliveries begin in April.

Entire range comes in sub-£30k as firm aims to steal a chunk of Europe's biggest segment

The new Dacia Bigster SUV is available to pre-order now for less money than a Volkswagen Golf. 

The Romanian firm's largest model yet starts at just £24,995 - nearly £3000 less than the cheapest Golf and far below the list price of many of its closest rivals.

The Nissan Qashqai, for example, starts at £30,135, the Ford Kuga at £33,395 and the Skoda Kodiaq at £38,720.

The Bigster is priced closer to the likes of the smaller Vauxhall Frontera, MG ZS and Omoda 5.

The headline-baiting entry price is for Expression trim, which includes 17in alloy wheels, a 10.1in touchscreen, dual-zone air con, a multi-view camera and front and rear parking sensors. 

Mid-rung Journey trim bumps the list price up to £26,245 for its larger 19in wheels, electric tailgate and bespoke interior upholstery, while Extreme comes in at £26,494 with its panoramic sunroof, modular roof bars, washable microfibre upholstery and rubber floor mats.

Both Journey and Extreme trims provide a heated steering wheel, heated front seats, wireless phone chargers, adaptive high-beam headlights, electric door mirrors, rear privacy glass and the option of a contrasting black roof.

The Bigster is available with a choice of three powertrains: the pure-petrol TCe 130, mild-hybrid petrol TCe 140 and Hybrid 155.

Prices top out at £29,495 for the Hybrid 155 Extreme, keeping the entire range under £30,000.

Speaking to Autocar ahead of the Bigster's price list going public, Dacia CEO Denis Le Vot explained the rationale behind pricing the Bigster so attractively.

"If you take the C-segment SUV market today in Europe, these cars are trading now for €35,000-36,000 as an average real price paid by the client, and it was below €30,000 five years ago," he said. 

"So starting in 2025, you're going to have 2.5 million people every year coming to the dealership to replace their C-SUV and being offered the new 2025 version for €35,000, €36,000, €37,000... And these guys were buying it for €29,000 or €28,000 five years ago, so there's going to be a disappointment.

"So if we take just a slice of this: bingo! And I'm very confident that there will be enough people to consider the Bigster."

To make room for the Bigster to start running down the line at Dacia's plant in Mioveni, Romania, Dacia has moved production of the Sandero hatchback and Jogger MPV to a Renault facility in Morocco and opened up some capacity to build some Dusters in Turkey.

Despite the Bigster being 227mm longer than the closely related Duster, it doesn't gain the option of seven seats, unlike the Kodiaq and Peugeot 5008.

Le Vot said adding a third row would mean "you have to lose knee radius" in the second row, plus it would necessitate a reinforced rear axle and incur a hefty weight penalty, "and if you add more kilograms, you would have to add a more electrified engine and it would cost more."

He said that around 20-25% of C-segment SUVs in Europe are seven-seaters but going after this market would mean "having a less good five-seater" and so there are no plans for a seven-seat Bigster.

Dacia Bigster: engines, design and interior

The Bigster sits on the Renault-Nissan-Mitsubishi Alliance's CMF-B platform, which is shared with the Duster, Sandero, Jogger and Clio. As a result, it is being launched with a mix of electrified powertrains.

The flagship Hybrid 155 pairs a 107bhp four-cylinder petrol engine with two electric motors (a 50bhp motor and a high-voltage starter-generator) and a 1.4kWh battery. The Bigster is the first Renault Group car to be fitted with this set-up.

Outputting 153bhp via a six-speed automatic gearbox, it is the most powerful Dacia model to date. The firm also claims it can be driven in pure-EV mode 80% of the time.

The TCe 140 combines a 138bhp 1.2-litre three-cylinder turbocharged petrol engine with a 48V mild-hybrid system. At the foot of the range is the TCe 130, which is also used by the smaller Duster but features four-wheel drive. Both are available with a six-speed manual gearbox only.

Inside, the Bigster majors on “space, ergonomics and comfort”, according to Dacia. New features – such as thicker glass, improved acoustic padding, adjustable seats and dual-zone climate control – have been added to “meet the expectations of customers” looking for a C-segment SUV.

The high-mounted dash is dominated by a 10.1in central touchscreen, which gets smartphone mirroring as standard.

A huge 667 litres of seats-up boot space puts it on a par with the similarly sized Kodiaq and 5008.

Commenting on the launch of the Bigster, Dacia design boss David Durand said: "For the C-segment, you need a car that stands out, so its good to be a bit different by coming with a tough-looking car that is spacious, but also that has functionality to appeal to buyers. And it goes well with our affordable positioning, too. "

"A rugged design makes sense for us becuase we want our cars to be used as a tool. I have an old Land Rover Series II and for me this is the perfect example of a rugged, reliable tool that you can use everywhere. This is the type of design that I love and I try to apply to our cars becuase we want people to feel proud in our cars, and you don't always need to have a super expensive car to look good," he added.

EVs that can break the 300-mile barrier are growing in number – as are number of those that can crack 400 miles

Back when electric cars entered the mainstream car market, there were a few major talking points: their credentials as zero-emissions transport, their prices and, perhaps most importantly, their ranges. 

EVs have come a long way in a short space of time. Thanks to a decade and a half of battery and motor development, some of the longest-range models can now match some petrol cars for how far they will go on a ‘tank’.

Cast your mind back to 2010: the Nissan Leaf, widely regarded as the world’s first mass-market EV, offered just 100 miles of range and took eight hours to charge from a home socket. 

In 2025, even some of the cheapest electric cars currently on sale will easily deliver double the range of the original Leaf, and with much faster charging options to boot.

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

The undisputed range champion - that’s the EV with the longest range available in the UK today - is the Mercedes-Benz EQS, which is capable of 481 miles. Which other models make the top 10? Read on to find out.

St Helena is home to just over 5000 people

Mid-Atlantic island of St Helena aims to become first all-electric territory

A British Overseas Territory is aiming to be the first territory in the world to switch entirely to EVs.

St Helena, an extremely remote volcanic island in the middle of the Atlantic Ocean, is home to just over 5000 people, many of whom run decaying Ford Fiestas, Ford Transits and Land Rover Defenders. But the local government wants to wean itself from these older, more polluting cars in favour of EVs run on green energy.

Supporters of the scheme say St Helena is arguably the perfect place for EVs, as it’s never too hot or too cold to affect batteries and its location means green energy is easy to obtain.

Currently 25% of the island’s energy comes from a single modest wind and solar farm, with the rest generated by a diesel-fuelled power station, fuel for which is imported.

“We spend about £5 million a year bringing diesel in,” said Mark Brooks, minister of the treasury and economic development. “But it’s not just the cost to buy the diesel, it’s also the cost to transport the diesel to the island and then transfer it into our storage. So we’re looking to transition to more renewable energy production. We want to get to 80% from renewable energy by 2028.”

He continued: “It is entirely possible that we can run an entire island from renewable energy. We could only have diesel generation in terms of resilience in case something goes wrong with the renewables.”

To prove that EVs could be used en masse on St Helena, Brooks and his team imported a Subaru Solterra and borrowed a charger from Norwegian company Easee to be installed in the island’s capital, Jamestown. This is currently the remotest public charger in the world.

The impact of the trial was immediate: three islanders offered to buy the Solterra and the charger will stay on the island and is set to be one of a network of chargers used for a new fleet of EVs coming to St Helena in 2025.

The ball is now in the court of the local government.

British businessman Derek Pedley, who is one of five people to already be running an EV on the island, told Autocar that the powertrain’s simplicity will lead to hundreds of EVs being imported within the next five years.

His confidence has led him to begin importing a small fleet of electric Minis. He will also drape them with the St Helena flag.

“The experience that. I have had running an electric car on the island has been nothing but positive. It’s been very reliable,” said Pedley. “Repairs have been basically [only related to the] brakes and tyres, which are standard on any vehicle. I think the transition is about to begin.”

A big pull for St Helena is its lack of import tax, meaning EVs will be cheaper to buy there than in the UK proper.

However, wages are low (£9000 per annum on average), meaning the government is having to look for other incentives when it comes to generating mass appeal for EVs.

Subarus way off the beaten track

The Solterra turned out to be the perfect EV to test on St Helena.  Why? Because, surprisingly, the island has a bustling Subaru culture.

Despite being 1200 miles from the nearest land, a few brave souls have imported some Japanese-market classics, including a dozen Subaru Impreza WRXs – perfect for the handful of switchback mountain roads, all of which would make sublime rally stages.

The local Subaru owners gathered to see the Solterra. Alex Hudson, who is in his third Impreza, a UK-market 2006 WRX, said: “With all the steep bends on the roads here, all-wheel drive is perfect, so Subarus have kind of got under our skin on St Helena.

“They used to be cheap, but now they have gone up in value, which is nice.

“I like the look of the electric one. It’s good to see Subaru coming up with new tech. But I’m not selling my Impreza!”

Jeremy Hart

Leapmotor International CEO Tianshu Xin forecasts a 'tipping point' for EVs in 2028

Boss of UK-bound Chinese brand says limited electric car sales are due not to lack of demand but lack of variety

Stellantis's new Chinese EV brand Leapmotor believes the addition of a range-extender (REx) powertrain to its C10 SUV will be an important factor in both its growth and the adoption of EVs in Europe.

Leapmotor International is a joint venture set up to sell Leapmotor cars in Europe, owned 51% by Stellantis and 49% by Leapmotor itself.

In the coming months, it will launch a trio of EVs in the UK: the T03 city car, B10 crossover and C10 SUV - to which a petrol-engined REx option is soon to be added.

Speaking to Autocar at the Brussels motor show, Leapmotor International CEO Tianshu Xin acknowledged that Leapmotor is launching in Europe amid wavering uptake of EVs in the region but forecasted a “tipping point” for EV adoption in three years’ time, following in the footsteps of China, the world’s biggest EV market.

"It's not about demand,” Xin said in regard to variations in EV sales figures. “The market is up and down, but it's not about the demand, it's about the supply. So taking the T03 – the A-segment EV – as an example, the demand is always there. 

"If you look at the bigger picture over the past several years, inflation is very high, the disposable income of the people actually reduced, but the mobility needs of the customer is still there. But the problem is the supply: a lot of traditional manufacturers stopped producing A-segment cars, because of the profitability challenges. 

"If you look at China as a mirroring, why has China's EV market share since August last year overtaken ICE cars? There are several reasons, of course: number one, it's got a well-developed charging infrastructure. Number two is customer acceptance of EVs. They are starting to appreciate EVs and the technologies. Number three – the most important one – is the price parity of NEVs [electrified vehicles] and ICE cars was reached in China last year."

Xin said that when these three factors combined in China, it created a "tipping point" and EV growth is suddenly "taking off" as a result. 

"So the question in Europe is not if but when this will happen. In my personal view, it will happen within the next three years,” he said, hailing Leapmotor’s coming REx powertrain as a key step towards wider EV adoption. 

The C10 REEV (range-extender electric vehicle) is driven by a 213bhp electric motor on the front axle, powered by a 28.4kWh battery, which in turn is charged by a petrol engine.

The powertrain offers up to 590 miles of combined range while emitting just 10g/km of CO2, Leapmotor claims.

Unlike in a plug-in hybrid, the combustion engine never directly drives the wheels. "As a result," said Xin, "the engine is always operating in the most efficient way."

Due on sale from March at around £32,000, the C10 REEV will become the second REx model on the UK market, joining the Mazda MX-30 R-EV.

Xin said the REEV powertrain is "a good interim solution", because Europe's charging infrastructure is "still in the very early stages" compared with China's.

"So range anxiety, from a consumer perspective, is still a big challenge. But the range of the REEV technology will solve this issue."

Xin said the engine used in the REEV set-up – a 1.5-litre petrol four supplied by a Chinese partner firm – will be replaced with a Stellantis powerplant in the future but didn't identify any particular engine that could take its place.

The C10 is currently built in China, which means that examples sold in the EU are subject to a 31% import tariff - but Xin said that Leapmotors could soon be built in other Stellantis factories in Europe, besides the Tychy plant in Poland that already produces the T03.

"We're looking at options to produce and localise the Leapmotor brand in one of Stellantis's plants in Europe," he said. "That will allow us closer to the market using available capacity, eliminating logistic costs and coming faster to the market - and closer to the customers.

“All the options are open. Regarding the criteria to select which plant we are going to use, of course at number one it has to have the available capacity, and then number two is that the holistic business case needs to be sound.”

Aside from Tychy, Stellantis has car factories in France, Germany, Italy, Serbia, Slovakia, Spain and Turkey, but it's unclear which could feasibly open up extra capacity for Leapmotor.

The Golf has sold in so many forms that choosing one can be confusing - we pick the gems

The Volkswagen Golf is, undeniably, a legend. In its 50 years with us it's racked up 37 millions of sales, across hundreds of models – and that means there's a Golf for everyone.

Here we round up some of the best (and indeed strangest) we've ever seen, from the game-changing original right the way through to today's 100mpg hybrid.

Read on for our guide to the Golf.

Mk1 Golf

Price: from £5000-£25,000

The genesis of the Golf breed married handsome Giugiaro styling with a modern front-engined, front-wheel-drive platform.

It was “quicker, roomier, more stable and more economical” than a Beetle, according to our January 1975 road test, although the driving position, brake feel and ride of this nascent incarnation of family hatchback were brought into question.

Not that those criticisms hampered its success: Volkswagen had made one million after just two and a half years.

Mk4 Golf TDi

Price: from £750 to £17,000

Build and material quality took a leap into the stratosphere with the fourth generation of the Golf: it had an interior to rival the likes of the Mercedes-Benz C-Class, and indeed the closely related Audi A3, but it was available for substantially less money than either.

The GTI version was actually a bit of a duffer this time around – it was much too refined for its own good – but the cooking versions were tremendous, and especially so when fitted with the PD (for ‘pumpe düse’) turbo diesel engines that were introduced in 1999.

The most powerful of those brought bona fide hot hatch performance with hypermiler-friendly fuel economy.

Mk2 Golf Country

Price: from £10,000-£20,000

The second-generation Golf arrived in 1983, bringing with it a larger, rounder body and a multitude of novel special editions, such as the supercharged G60 Limited with 210bhp at its disposal.

The most prescient of all was the Country, with a Steyr-Puch four-wheel drive system and a whopping 120mm lift in ride height, giving ground clearance of 180mm.

Bullbars, skidplates and snazzy mountain-range stickers completed the package. Were there an ancestor to today’s T-Roc, this would be it.

Mk3 Variant

Price: from £1000-£5000

It took two full generations for the Golf to finally gain an estate variant, known in Europe as the, er, Variant.

Unlike more recent estate-bodied versions of family hatchbacks, it wasn’t much of a looker, but its industrial shape and stretched underpinnings meant it was tremendous as a load-lugger.

Better still, it had a nice low load level and there was no boot lip to negotiate, so in that respect it was more like a proper van than just another fat-rumped hatchback.

Mk5 Golf GTI

Price: from £2000-£12,000

The arrival of the Ford Focus in late 1998 changed family hatchbacks for good. Suddenly, that underlying dynamic sparkle that courted the enthusiast driver and about which we all rave was thrust into the mainstream, becoming a real point of difference for the average buyer.

It’s no coincidence that VW pinched a few of the Focus’s ideas (and engineers) for the fifth Golf, then, and it worked: the GTI’s status as a serious driver’s car was finally restored.

It was the first to offer the now ubiquitous DSG dual-clutch auto ’box, too.

Mk6 Golf R cabriolet

Price: from £7000-£10,000

The Mk6 followed the typical Golf cadence: every even-numbered generation was in effect a major overhaul of its predecessor. That isn’t to say it contributed nothing to Golf lore, though, having cemented the R brand and four-wheel-drive mega-hatch formula.

But the open-top version stood out as a bit of an oddity, delivering its power exclusively through the front wheels rather than all four.

It was properly rapid in a straight line but was otherwise too tightly wound – and it was more expensive than a Porsche Boxster, limiting its appeal. An interesting curio nonetheless.

Mk7 Golf 

Price: from £2000-£50,000

The seventh-generation Golf is often regarded as the high point in the model’s lifespan. It married stellar build quality, refinement and ease of use with all the digital addenda you’d want in a modern car – and none that you wouldn’t.

The GTI was a cracking all-rounder (if not quite as fun as a Renaultsport Mégane or a Focus ST) and the diesel-powered Bluemotion delivered tremendous fuel economy.

Mk7.5 e-Golf

Price: from £7000-£15,000

Our first taste of a mass-market, zero-emission Golf was refreshingly normal. It looked and drove just like its dinosaur-fuelled stablemates, while contemporary electric rivals sought to to differentiate themselves with all manner of strange gimmicks.

The 90-odd-mile real-world range of early cars was slightly limiting, but it’s a tremendous option for short-hop commutes.

Mk8.5 eHybrid

Price: from £29,000-£41,000

A full decade after the e-Golf was launched, you can now have a hybrid with almost as much electric range – but also an engine in tandem for longer journeys.

It’s one of the best versions of the eighth-generation car, whose recent facelift looks to have redeemed it following a rocky first few years mired with software issues.

A Golf by any other name

The sheer size of the Volkswagen Group means the Golf’s underpinnings have been used for a multitude of other models. Here are the best.

Skoda Octavia

Price: from £500-£40,000

Czech brand’s best-seller has always shared a platform with the Golf, and this roomy family do-it-all is a stalwart of the banger market: we found a tidy diesel for just £750 with six months’ MOT, and it doesn’t look like it will need much work to keep it on the road thereafter.

Audi TT

Price: from £950-£54,000

Stunning coupé’s looks suggested it was sportier than its Golf and A3 platform actually allowed, but it carved a niche as a comfortable and accessible mini-GT.

This example fits the bill perfectly, with the VR6 engine, DSG gearbox and a lovely set of Alcantara-and-leather bucket seats.

VW Beetle RSi

Price: from £55,000-£65,000

Madcap Beetle was the precursor to the Golf R32, with a 3.2-litre VR6, four-wheel drive and a bodykit borrowed from the one-make race car.

All 250 examples were painted silver save for one: Ferdinand Piëch’s blue company car. Today they’re so rare we could only find one - for £55,000.

VW Scirocco

Price: from £1500-£19,000

Mk5 GTI’s underpinnings were stretched and widened for this handsome three-door, which immediately shot to the top of our rankings for compact junior coupés.

It was great value new, too, at almost £3000 less than its BMW 1 Series rival. It was, unsurprisingly, a smash hit.

Mercedes is raising the maximum speed of its Drive Pilot L3 system to 59mph

Useable self-driving features remain a top development concern among car makers

What price to hand over the driving to your car?

With useful vehicular autonomy remaining tantalisingly out of reach, mainly due to cost issues, the topic was hotly debated among car makers and automotive suppliers at the recent CES tech show in Las Vegas.

The desire to make the jump from level-two driver assistance to level three with its promise of hands-off, eyes-off motorway driving remains strong among car makers, who sense this is one option that customers will be prepared to pay big bucks for.

Honda used CES to unveil a new prototype SUV for its planned 0 Series of EVs, which it promised would have the capability to drive long distances without human assistance in around three years’ time.

“We are saying very clearly that we are aiming for global leadership in level-three autonomous driving,” said Mitsuru Kariya, head of Honda’s EV division.

Meanwhile, BMW offered up further details about forthcoming models based on its mid-range Neue Klasse EV platform, which before the end of the decade will also offer level-three autonomy, developed in partnership with chip maker Qualcomm.

Market watchers are convinced it will happen. The bank Goldman Sachs predicted that up to 10% of cars by 2030 will be available with level-three autonomous capabilities with some restrictions, with urban-centred robotaxis accounting for around 2.5%.

“Level three if it's done right will create a revolution in transportation,” Amnon Shashua, CEO of driver-assistance tech market leader Mobilieye told Autocar at CES.

But cost remains a big stumbling block. The industry is largely united in saying that at least one lidar sensor is needed to give a car maker the confidence that its car is aware of absolutely everything going on around it, yet just one of those from BMW supplier Innoviz will cost close to £500, compared with a handful of pounds for a high-resolution camera.

The material costs alone for the hardware needed for level three have hit €2000 (£1678), according to an internal report by one major car maker seen by Jean-Marie Lapeyre, chief technology and innovation officer covering automotive at consultantcy Capgemini.

“That doesn't seem enormous, but actually you have to double that to include engineering costs,” he said.

Right now, only two car makers – BMW and Mercedes-Benz – offer level-three capability, and then only on flagship models sold in Germany and select US states.

Mercedes’ Drive Pilot system, available on its S-Class, is a good illustration of the costs and complexity needed not just to meet regulations but also exceed them by enough to ensure unbroken sleep among Mercedes executives, who now assume responsibility. 

The system uses 35 sensors, including the lidar sensor, as well as a high-definition map and back-up steering and brakes in case something fails. The total cost to the buyer is €5950 (£4995).

The fight now is to reduce the cost of the sensors while still ensuring a precision over and above that of the average driver, measured in the number of times that a car asks the human behind the wheel to take back control. 

“Even if you just want to match human-level statistics, we're talking about tens of thousands of hours between interventions,” said Shashua. “To give an idea of where the industry is today, let's say Tesla’s Full Self Driving system, it's about five to 10 hours between interventions.”

Suppliers like Qualcomm and Mobilieye are convinced that is possible but warn that that consumers won’t get on board until they’re offered something genuinely transformative.

“Level three is not usable right now,” said Shashua. “You need to pass a threshold of usability in order to create the revolution, meaning 130kph [81mph], changing lanes, no lead vehicles, all conditions, day and night.”

Both BMW’s and Mercedes’ level-three systems are essentially traffic-jam pilots, ensuring plenty frustration for drivers forced to abandon video calls or movies to take over as the car breaks the boundaries of its operation domain. 

The firms are lifting some of the restrictions as they gain confidence in the technology. For example, Mercedes recently announced it will raise the highway speed of Drive Pilot early this year for customers in Germany from 60kph (37mph) to 95kph (59mph).

Mobileye said its Chauffeur system, designed for Audi to use on a new model in 2027, will lift far more of those restrictions and offer a 130kph (81mph) speed limit.

That level of usability would create demand strong enough that customers would be willing to pay for the extra tech, reckons Mobileye’s lidar partner, Innoviz.

“I would argue that the $500 lidar is not the problem,” Innoviz CEO Omer Keilaf told Autocar. 

One slowing factor is that car makers want to ensure they’ve got a complete autonomous platform ready in the wings, with all the software, intelligence and computing power to easily upgrade it.

“They want to see a path from level two to level three; they don't want a dead-end solution,” said Nico Stock, automotive product director at Qualcomm.

That’s what Qualcomm and BMW have been working on together, but the level three side of that is still a way off.

“The sensors have to get cheaper, but also the systems have to have so much redundancy that they have to be developed in a different way, because they have to be prepared to be react,” Frank Weber, head of development at BMW, told Autocar at CES. “The process is so different between level two and level two plus.”

Weber predicted it would take “a half-vehicle generation” – so roughly three years – before level-three autonomy became available on mainstream cars based on the Neue Klasse platform.

Qualcomm reckons its can already program a car to driver autonomously in highway situations, and the hard graft now needs to come from the car maker. “Level 3 is mainly an OEM vehicle problem," said Stock.

It’s a problem they need to solve however, if they want to continue to keep up with China. There the inclusion of lidar is almost commonplace and sophisticated driver assistance is a huge selling point.

“It’s become something to brag about. It used to be how much horsepower you’ve got; now it’s how many lidars you have,” Stock said.

China has yet to authorise level-three autonomy, but it’s only a matter of time, the industry believes, as more companies are handed testing licences.

European car makers are marching to a rhythm set by China as they try to shore up eroding market share lost to tech-first Chinese brands. “Essentially China is going to be driving this,” said Stock.

Concept is 150mm longer and 39mm lower than the current C5 Aircross

Forward-looking SUV concept prioritises interior space and aerodynamic efficiency

The boldly styled concept for the next Citroën C5 Aircross is "95% ready" for showrooms and will usher in a raft of distinctive new design cues for the French brand's electric era.

Citroën's largest model will enter its second generation next year, retaining its traditional two-box silhouette but being heavily redesigned as it moves onto Stellantis's new STLA Medium platform and gains an EV option.

At the Brussels motor show, Citroën designer Pierre Leclercq said that while the show car – shown for the first time last year – is a more outlandish version of what will come to showrooms, it's nonetheless "95% what we will have in production".

"This is what we call a teaser," he told Autocar. "We take a production car, we beef it up and that's it."

That means the next C5 Aircross will retain the concept's distinctive LED headlight signatures and new ultra-slim, horizontal brake-light designs.

It will have a more heavily raked roofline than the current car, too, and is likely to feature flush door handles, a vent motif on the C-pillar and squared-off wheel arches.

Features that are likely to remain on the show stand include the intricate kaleidoscopic wheel designs and the chunky black body cladding.

Leclerq said one of the primary aims of the concept was to show how Citroën's mid-sized SUV will be differentiated from the Peugeot, Vauxhall and DS models with which it will share its platform.

"Because we developed this on the same platform, we try to be clever with synergies, but we tried to have a vehicle which is really working with our values: family room, functionality and comfort.

"You will also see this in the interior, which goes completely in that direction."

Citroën has yet to reveal the interior, because it wants to "keep a little bit of meat for the launch", Leclerq said, but it's expected to take its lead from the new C3 and C4, introducing new-generation infotainment and functionality but maintaining a focus on utility with plenty of physical controls.

Meanwhile, the car's upright silhouette is emblematic of Citroën's brand positioning and ambition, Leclerq said.

"This is a family vehicle. The [related] Peugeot 3008 is a sporty coupé. We have a car that is very vertical in the rear, which shows a lot of interior space."

"We're going up for the second row," he added, referencing the fact that the highest point of the roofline is over the back seats. "That says: 'hey, this is a car that is also made for the second row.' This is very much a family vehicle."

While the smaller C3 Aircross – based on Stellantis's cost-saving Smart Car platform – has seven seats, the C5 Aircross is described as a five-seater.

However, Leclerq said "we will talk more about that when the car comes out", suggesting that there is potential for a third row. 

Notably, the related Peugeot 5008 is sold as a seven-seater.

New Twingo uses same platform as the reborn 5 but is 170mm shorter

French firm says there must be an organic business case for importing new electric city car

Renault is gauging the viability of launching the new Twingo in the UK but will not "force" the retro city car into the market just to boost its EV sales mix. 

The fourth-generation, electric-only Twingo is due on sale next year with a starting price in Europe of sub-€20,000 (£16,700), but there is a chance that, like its 1990s namesake, it won't be exported to the UK.

Speaking to journalists at the Brussels motor show, where a "90%-ready" prototype was unveiled (complete with running gear and a full interior), Renault bosses confirmed that internal discussions are under way on the viability of selling the Twingo here.

Product performance boss Bruno Vanel said: "There is a decision to be made. We remain on this one: a decision is still to be made, depending on the interest and the business case."

Asked whether the Twingo could be an important addition to Renault’s ranks in the context of the UK's zero-emission vehicle mandate, under which manufacturers must achieve a 33% EV sales mix in 2026, Renault CEO Fabrice Cambolive said: "Sure, but the main point is whether there is a customer attractiveness, demand value and whether there is a business case. 

“It's not only because of the ZEV mandate that we're forcing a new car onto the market just to push it. We are very much focused on the value and attractiveness."

Asked if he would push to find a way to make the Twingo work in the UK, Cambolive said: "We need to find the right balance. I love extending the line-up, I love this product and I think there can be a story in the UK; it's just that we have to find the right figures."

While Renault never brought the Mk1 Twingo to the UK, later iterations were sold here from 2007 to 2019, when the rear-engined Mk3 – twinned with the Smart Forfour – was taken off sale, having sold fewer than 1000 units in its final full year.

The electric Twingo ZE, which went out of production in 2024, was never offered in the UK.

Renault aims to take the Mk4 from conception to the road in less than two years and has partnered with an unnamed Chinese consultancy in a bid to make the engineering and production processes as efficient as possible.

In spite of its low projected list price (which puts it in the realm of the petrol-engined Kia Picanto and Hyundai i10) the four-seat city car features a host of “upper-segment technology” inside and is described as a “joyful, trendy” proposition.

The newly revealed interior is clearly related to that of Renault’s larger EVs, dominated as it is by a 7.0in digital instrument cluster and a 10.1in infotainment touchscreen, but makes obvious nods  to the cabin of the original Twingo from 1992.

Renault describes the cockpit as "airy, cylindrical and suspended", with ovoid air vents and surfaces an obvious homage to the era-defining 1990s supermini. Notably, the seats of this new Twingo prototype are coloured to match the exterior paint, taking inspiration from the lurid upholstery options that were available on the old car.

A more subtle nostalgic design cue is the prototype's prominent red hazard light button, a reference to the similarly conspicuous dome-shaped button on top of the old Twingo's dash. In another urban-flavoured 1990s throwback, the front seatbacks are adjusted using skateboard wheels.

Beyond its retro-modern design, Renault says every aspect of the Twingo's interior is "designed to make life easier", highlighting a range of features that boost storage capacity and utility. There are bag storage cubbies under the dashboard, for example, plus a flat, full-width shelf for books or sunglasses.

There's also a split-folding rear bench to increase boot space, plus magnetic phone-mounts on the back of the front headrests and an elasticated bottle holder.

Beyond the interior’s retro-modern design, Renault said every aspect had been “designed to make life easier”, highlighted by a range of features that boost storage capacity and utility. 

The floor of the prototype is finished in cork, chosen for its durability and resistance, but Renault noted that “show cars are an opportunity to explore and test new ideas”, so this material seems unlikely to make it into customer cars.

Externally, little has been changed from the 2023 concept, but there’s now a concealed air intake in the front bumper, the rear arches have shrunk slightly and the protective corner cladding at each end now has a honeycomb design.

In a concession to production viability, the door handles no longer light up and the semi-circular brake lights have been joined at the bottom by another LED strip.

Renault said the latest evolution of the Twingo is driveable, and while it has offered no further details on the powertrain, it’s understood to be closely related to that used in the closely related Renault 5.

The company has also yet to confirm plans to sell the Twingo in the UK, after CEO Luca de Meo told Autocar last month that developing a right-hand drive variant would be “a challenge”.

He said Renault “needed to find a business case” but acknowledged that it could be helped by its tie-up with Nissan, which will sell its next-generation Micra, another Ampr Small-based EV, with RHD in its home market of Japan.

“When they want the wheel on the other side too, it becomes less complicated,” de Meo said.

M Concept is designed to test new 2.0-litre turbo four to the point of failure

New GR Yaris M Concept has prototype 2.0-litre turbo four-pot mounted amidships

Toyota has shown off a mid-engined version of the GR Yaris, hinting at a radical new development of its acclaimed hot hatch – or a future mid-engined sports car.

Named the GR Yaris M Concept, it swaps the GR Yaris's front-mounted 1.6-litre turbo triple for a new 2.0-litre turbo four mounted behind its rear seats.

This appears to be the new powerplant developed by Toyota as part of a deal with compatriots Mazda and Subaru, of which technical details remain under wraps.

Outputs are said to range from around 400bhp in road-going specification to 600bhp-plus in racing guise. 

Power is sent through all four wheels and up to half of it can be transmitted to the front.

Toyota said it would enter the M Concept into Japan’s Super Taikyu racing series to stress-test the prototype engine “to failure”.

It will take feedback from drivers in the process, including company chairman Akio Toyoda’s racing alter ego, Driver Morizo.

This suggests that the M Concept may not hint at a further development of the GR Yaris but something altogether different. It's possible that it's actually a test mule for the long-mooted MR2 revival, which was reportedly green-lit for production last May.

Notably, the GR Yaris has a similar wheelbase to previous MR2s, at 2560mm: the Mk3 measured 2450mm from axle to axle, the Mk2 2400mm and the Mk1 2320mm.

It stands to reason that a modern interpretation of the famed mid-engined roadster would be a larger car than its forebears, bringing it closer to the GR Yaris in size.

Toyota hasn't confirmed anything to this end, however.

So far, the biggest hint the company has dropped concerning a new MR2 came from its promotional cartoon series, Grip. A recent episode briefly showed a whiteboard containing a list of new models: Mk6 Supra, Mk8 Celica, Mk4 MR2, Mk3 GR86 and GR GT3.

Since then, Toyota’s vice-president has confirmed that work has begun on the next Celica, suggesting the other models listed could well be on their way too.

New UK bosses for Peugeot and Fiat

Welcome to Movers and Shakers, a new Autocar Business feature covering the latest job moves from across the automotive industry.

This page will be updated regularly with all the biggest transfers, promotions and departures in the sector, covering everything you need to know.

Names: Giuseppe Cava, Damien Dally, Nicola Dobson, Tom Ray, Nick Richards

Company: Stellantis UK

Roles: Managing director for Fiat, Fiat Professional and Abarth (Cava), brand director for Leapmotor (Dally), managing director for Peugeot (Dobson), B2B director (Ray) and pre-owned vehicles director (Richards)

Stellantis has revised its UK management team, appointing new managing directors for the Abarth, Fiat and Peugeot brands.

Giuseppe Cava, who was most recently the UK marketing director for Fiat and Abarth, replaces Damien Dally as the sibling brands' managing director.

Dally moves into the role of brand director for Chinese debutant Leapmotor.

Nicola Dobson, previously the director of pre-owned vehicles, replaces Eurig Druce as Peugeot managing director following his promotion to managing director of Stellantis UK.

Nick Richards takes on Dobson's former role.

Tom Ray, who joined Stellantis in 2004, has been appointed B2B operations director for the UK.

All will report to Druce.

Name: David Beattie

Company: Mini UK and Ireland

Role: Director

David Beattie has been named the new director for Mini UK and Ireland, replacing Federico Izzo, who has been promoted to lead the brand's European operations.

Beattie has worked for the BMW Group UK since 2005 and most recently led its used car sales operation.

Names: Sjoerd Knipping, Pablo Martinez Masip

Company: Kia Europe

Roles: Chief operating officer (Knipping), vice-president of product and marketing (Martinez Masip)

Kia Europe has appointed a new chief operating officer and vice-president of product and marketing.

Sjoerd Knipping (above, left), the new COO, has been promoted from his previous role as vice-president of product and marketing.

He has spent more than 25 years working in the European automotive industry, having held several senior roles at Kia and Ford.

Replacing Knipping as the vice-president of product and marketing is Pablo Martinez Masip (above, right), who has been Kia's global VP for customer experience since 2021.

"Going forward, our strong team supported by these executives will continue to move our bold transformation process to be a sustainable mobility solutions provider with a focus on our people and our customers," said Marc Hedrich, president and CEO of Kia Europe.

Name: Christian Meunier

Company: Nissan

Role: Chairperson of the management committee for the Americas

Former CEO of Jeep Christian Meunier has been named the new chairman of Nissan's management committee in the Americas.

He will report directly to Nissan's new chief performance officer, Guillaume Cartier, who was appointed to right the ship after the firm's operating profits dropped by 90% during the first half of its 2024 financial year.

Challenges facing Meunier include the threat of a 25% tariff on its cars exported into the US from Mexico, as well as a profitability slide that was in part caused by liberal discounting in the region.

He spent 17 years with Nissan (between 2002 and 2019) before taking the top job at Jeep. He left the American manufacturer in October 2023 to "take a long break to focus on personal interests", according to an official Stellantis statement.

Name: Damien O'Sullivan

Company: VW Group UK

Role: Managing director

Volkswagen Group UK has named Damien O'Sullivan as its new managing director, with Alex Smith leaving after six years at the helm. 

O'Sullivan will take the top job in Milton Keynes on 1 December, having run Audi in Ireland for the past three years. Prior to that, he spent time in various positions within the VW Group in China and Taiwan, having joined the company's sales division in 2009.

Smith, who has been with the VW Group UK for nearly 15 years, is leaving the company "at his own request", according to an official statement. 

His tenure as VW Group UK MD has coincided with one of the most turbulent and disruptive periods in automotive history, but he leaves the company in a strong position ahead of a transformative few years in which each of its brands are planning to launch crucial new models to the UK market.

"I’m very proud of everything the team and the networks have achieved in a period which has included Brexit, a pandemic, a supply crisis and the introduction of mass-market electromobility," said Smith. 

"With Volkswagen the UK’s number one passenger car brand, Audi at number two and both Skoda and Seat/Cupra achieving record market shares so far this year, as well as Volkswagen Commercial Vehicles in number two position in the van market, it feels like the right time to hand over to Damien to continue building on Volkswagen Group’s market leading performance in the UK."

Name: Xavier Martinet

Company: Hyundai Europe

Role: President and CEO

Dacia marketing chief Xavier Martinet will become the next president and CEO of Hyundai Europe.

Martinet replaces Michael Cole, who is retiring at the end of this year after four years in the top job.

Cole, who has been with the Hyundai Motor Group since 2009, said: “After more than 40 years in the automotive industry, it is now time to return to the UK to be with my family and to enjoy life beyond work.

“I have been incredibly fortunate to enjoy a career in such a dynamic industry and over the last 15 years to work at Hyundai Motor Group, the best and most progressive automotive organisation in the world.

“I am proud to have worked with a great team in Europe, who l know will ensure that Hyundai continues its exciting growth trajectory.”

Name: Christophe Georges 

Company: Bentley 

Role: Board member for sales and marketing

Bentley has promoted sales and marketing director Christophe Georges to a seat on its executive board. 

Georges joined Bentley in 1998 and has held several key positions since, including two stints as its president and CEO for the Americas region. 

“I am relishing the prospect of continuing to work closely with my colleagues to provide fresh momentum and direction as we grow our brand, our audience base and our entire sales and marketing operations,” said Georges.

Bentley CEO Frank-Steffen Walliser added that Georges is “perfectly placed to realise our brand and sales ambitions”. 

Name: James Crichton

Company: Rolls-Royce Motor Cars

Role: Regional director for the Middle East and Africa

James Crichton has been named Rolls-Royce’s next regional director for the “hugely important” Middle East and Africa region. 

Crichton has held a number of senior positions at the luxury car maker since 2010 and has worked as the general manager of its global sales operations for the past six years.

Julian Jenkins, Rolls-Royce’s director of sales and brand, said: “I am delighted to welcome James Crichton to his new role as regional director Middle East and Africa.

“James has more than 14 years of experience with Rolls-Royce Motor Cars and has held several leading positions in the company during this time.

“This latest move to Dubai reunites him with the regional office he was asked to establish in 2011.

“Middle East and Africa is a hugely important region for our business, and I wish James continued success in his role leading the excellent team which serves the region.”

Name: Maria Grazia Davino

Company: BYD

Role: Regional managing director for Germany, Switzerland, Poland, Austria and the Czech Republic

Maria Grazia Davino has been announced as the new regional managing director for BYD in Germany, Switzerland, Poland, Austria and the Czech Republic.

The news comes days after she stepped down as managing director of Stellantis UK – a position she held since July 2023.

Stella Li, executive vice-president of BYD, said: “We are thrilled to welcome Maria Grazia to our team. Her extensive experience and visionary leadership will be pivotal as we continue to grow and innovate in the European automotive landscape.”

Name: Eurig Druce

Company: Stellantis UK

Role: Managing director

Eurig Druce has been named the next managing director of Stellantis UK, replacing Maria Grazia Davino.

Druce has worked in what is now Stellantis since 2001, having started as an apprentice with Peugeot UK in 2001.

He spent three years heading Citroën’s British arm between 2020 and 2023 before serving as sales chief for Stellantis UK. He was named Peugeot UK boss in July 2024 and will continue in that role until his replacement is found.

Jean-Philippe Imparato, who was recently named Stellantis’s new chief operating officer for the Enlarged Europe region, said: “I am delighted to be able to appoint Eurig Druce to this position. His proven track record in the country will provide continuity of our strategy in this important market.”

Inster Cross is £2000 more than the 02-spec Inster on which it's based

Ruggedly styled version of new electric city car will arrive in the UK this spring

The new Hyundai Inster Cross will be priced from £28,745 when it arrives in the UK this spring.

A ruggedly styled version of the Korean brand’s new electric city car, it gets chunkier front and rear bumpers that extend its length by 20mm (to 3845mm).

It also gains a large roof rack and a special set of tough-looking 17in alloy wheels, rather than the diamond-cut units on the regular Inster.

Completing the Cross package is an interior finished in green with lime accents and the option of Amazonas Green matt paint (£800).

It's otherwise identical to the higher-specification 02 version of the Inster, with a 49kWh nickel-manganese-cobalt battery and a 113bhp front-mounted motor.

This set-up gives the Cross a range of up to 223 miles – the same as the regular Inster – and a 0-62mph sprint time of 10.6sec.

Despite its appearance, four-wheel drive won't be an option.

An efficiency-boosting heat pump is fitted as standard and the battery can be charged at rates of up to 85kW, giving a 10-80% refill time of 30 minutes. 

Inside, it offers a flexible seating arrangement for four; each seat can be folded completely flat and the rear two are capable of sliding and reclining independently to enhance leg room or boot space as needed.

It also gets a pair of 10.25in digital displays (an instrument panel and an infotainment touchscreen) and Hyundai’s full suite of ADAS, including a 360deg parking camera and blindspot cameras.

The Inster Cross is £2000 more than the Inster 02 (£26,745). It's expected to arrive in UK dealerships by May.

 

Recycled polyurethane seat foam will undergo production trials soon

Recycling is a high priority for car makers – and breakthroughs continue to be made. JLR, for instance, recently announced it has made further progress by successfully recycling polyurethane seat foam for use in the production of new seats.

The material is being put through the full production process at the moment and will be trialled first in pre-production cars early next year. JLR claims this is a first in the automotive sector.

The company is by no means last to the party when it comes to recycling. With its manufacturing partners, JLR implemented full-scale recycling of scrap aluminium at its stamping plants over a decade ago.

It also incorporated 16kg of recycled plastics into the original Range Rover Evoque of 2011.

The materials were used in headliners, seat covers, the centre console, wheel-arch liners and other components, plus each car had 21kg of high-quality renewable material, such as cotton and cardboard.

Recycling polyurethane foam may have proved more of a challenge and is the result of collaboration between JLR, Dow Mobility Science and automotive seat maker Adient.

Ongoing research at the JLR Circularity Lab in Gaydon played a crucial role. The idea of recycling everything is attractive but not always feasible, particularly where mixed materials are involved.

Sometimes it’s difficult to separate them effectively, if at all. Some recycled plastics are never returned to their original use, so materials used for ‘class A’ finishes in an interior may be ground up and recycled into, say, boot carpets.

The JLR Circularity Lab feeds data directly into a vehicle’s development process at an early stage to assess the feasibility of returning various materials into the supply chain at the same level of quality.

One example is a rethink on the chemistry involved in plastic bumpers, where researchers found the same quality could be achieved using fewer polymers.

JLR calculates doing this can save an equivalent of 17,500kg of CO2 over a single model line of 250,000 vehicles, along with a cost saving of £560,000.

When it comes to full production, what JLR calls the ‘circular seat’, which includes the recycled foam, is expected to halve emissions to the tune of 44kg of CO2, or the equivalent in greenhouse gases, per seat.

Polyurethane generally is widely used in car interiors, probably more so today due to the growing demand for premium substitutes for leather other than leather lookalikes.

Although not foams, many of these are polyurethane-based and the material’s use has been around for decades.

Some well-known luxury finishes, such as Alcantara, sometimes mistaken for brushed leather, are made from 68% polyester and 32% polyurethane.

Top Gear and Grand Tour presenter turned generations of people into car enthusiasts

It’s funny how as I grew, my mum’s ability to buy me Jeremy Clarkson-related tat did, too.

When I was very young it was all about video tapes (remember those?). I have very vivid childhood memories of watching the VHS of Clarkson’s The Most Outrageous on a Bush CRT TV with an inbuilt video player again and again.

My other memories of Clarkson VHSs are a bit hazier, so I Googled them and wasn’t disappointed. His Unleashed on Cars video promises to deliver ‘everything he CAN’T do on TV’, while Motorsport Mayhem actually says ‘Punch Ups’ on the front cover.

Video tapes were replaced by DVDs, and if anything that only spurred my mum on. By this time the reborn Top Gear was really getting into its pomp, and some of the DVDs I received for birthday and Christmas presents technically had the television show’s logo at the top. But the sell was still Clarkson.

I eventually graduated to books. You know the ones – his Sunday Times columns in a shiny hardback cover brought out suspiciously close to Christmas.

If you went and rummaged in my parents’ loft, you would probably find every book he has ever written up there. And more lately Mum has, of course, ensured that I have kept up to date with the goings-on down on his farm, via his latest Diddly Squat books.

Clarkson’s writing, broadcasting and presenting has always appealed to me, and if anything that has only increased over time. Frankly I often read his words and wish I could be quite that good.

He has his critics, though. Throughout popular culture the man has been ridiculed, for his hair, for his jeans and shoes combinations or for just generally being a bit uncool.

In the Channel 4 sitcom Peep Show there was a one-episode character who turns out to be a Nazi, and in one scene he can be seen watching Clarkson’s short-lived BBC Two chat show.

Today, the youth poke fun at him via internet memes that mock middle-aged men by describing them as Top Gear watchers and comparing them to Clarkson.

But I really don’t care. How many other people can say they have become larger than the industry for which they work? And his views on cars in his newspaper column still matter and have resonance.

What I appreciate most of all, though, is the fact that he has turned generations of people into car enthusiasts – and that is something that should be welcomed in a time of sky-high insurance prices, low-emission zones and black boxes.

Collectively we owe him enormous thanks. Also, he once punched Piers Morgan.

Junior supercar marks the end of the V10 Lamborghini era – here's why you should grab a used example Introduced in 2014 as the successor to the beguiling Lamborghini Gallardo, the mighty Huracán (Spanish for hurricane, appropriately) supercar was – and remains – lauded for the accelerative ferocity and guttural symphony of its naturally aspirated V10.That unit has been replaced by a turbo V8 for the new Temerario, enhancing the old ‘baby’ Lambo’s collectability no end. The time to act, you would have to imagine, is now.The Huracán’s 10-cylinder motor is a masterpiece: Lamborghini reworked the 5.2-litre engine from the Gallardo and first-gen Audi R8, fettling its top end and exhaust system to create a blue-blooded mechanical monster.The boffins at Sant’Agata dialled the Huracán up to 11 in a bid to fend off rivals like the McLaren 650S and Ferrari 488, squeezing out 602bhp for 0-62mph in 3.2sec and a top speed in excess of 200mph.Awakening the Huracán is an event in itself: climb inside and settle into the imposing race-style bucket seat, uncover the F16-style starter button and fire the 10-pot into life with an almighty burst of revs.Raw and unfettered, the Huracán’s exhaust note is an assault on the senses that rises in pitch and aggression as you climb towards an 8250rpm redline.On song, it does an uncanny impression of a mid-2000s Formula 1 car.Among the vast array of mechanical changes over the Gallardo, the biggest improvement was the gearbox.Lamborghini introduced a snappy new seven-speed dual-clutch automatic to replace the languid six-speed automated manual.Meanwhile, electromechanical steering, carbon-ceramic brakes, magnetorheological electric dampers and four-wheel drive ensured that the Huracán rode, steered and handled with the very best of them.That said, we did have some qualms about the amount of understeer the Huracán generated, and its electronics intruded more than we would have ideally liked.If you’re after more tail-out playfulness, the rear-driven LP580-2 is the Huracán of choice. Though it was down 30bhp, the removal of the front driveshafts made it lighter, more adjustable and, crucially, more fun.While the 580 unlocked the Huracán’s playful side, we felt there was still more theatre to be uncorked from its chassis and drivetrain.Step forward the bewinged Huracán Performante, a 1382kg, 630bhp missile that had reconfigured magnetic dampers, a stiffer chassis and an active aero system that reduced drag or boosted downforce at the push of a button.In short, if you want the ultimate version of the Huracán, the Performante is it – and you’ll pay typically about £170,000, not too far off its £215,000 launch price.Overall, the cabin was more refined than the Gallardo’s, trimmed as it was in racy carbonfibre and Alcantara.With ultra-supportive bucket seats and large aluminium shift paddles, it was pure Lamborghini exuberance – as was the extensive list of eye-catching colours that could be added outside, although we would be wary of matt paints (see Buyer Beware, right). The highly effective 12.3in digital TFT screen was excellent too.The Huracán is an evocative supercar that still feels almost impossibly fresh and exciting today, and considering you can have one for a fraction under £110,000, it’s one of the best value-for-money Lamborghinis you can buy.Plus, you can no longer buy a new V10-engined car of any kind, which is good news for residuals. Less so for our eardrums.

Cupra "won't deviate from electrification" but will use hybrids to hedge its bets

New Leon is due at the start of the next decade as Cupra's fourth EV

The Cupra Leon will go fully electric for its next generation as the Spanish brand looks to futureproof the nameplate.

Arriving at the start of the next decade, the new Leon will be the fourth EV from the Volkswagen Group brand. It will join the forthcoming sub-€25,000 (sub-£20,800) Raval, the VW ID 5-twinned Tavascan and the Born, which is likely to enter a new generation just before the electric Leon arrives.

Before then, the current Leon, available with pure-ICE and plug-in hybrid powertrains, will be updated in line with upcoming Euro 7 emission regulations. This will allow the car to continue “well into the next decade” alongside the related Cupra Formentor, boss Wayne Griffiths told Autocar. 

“The Cupra Leon and Cupra Formentor are both based on the same platform,” said Griffiths. “We will extend those well into the next decade. If we want to go into the next decade, then we’re always going to have to take care of those cars and revitalise them. We could expect facelifts or product improvements on both, to keep them going as long as we need to.”

He added: “After that, the next generation of Leon will definitely be electric.”

That EV will sit on VW’s new SSP platform, which will underpin everything from superminis to sports cars from the end of the decade. This will allow the Leon to keep a similar size to the current car and slot in below the rakish Tavascan in Cupra’s EV line-up.

It is also thought that the Leon could become exclusively a Cupra model, allowing Seat to focus on smaller, more affordable cars in conventional segments. According to Griffiths, such a move would enable Cupra to move further upmarket and focus on plug-in hybrids and ultimately pure EVs.

The launch next year of heavily updated versions of the Ibiza and Arona – two of Seat’s stalwart models as well as its best-sellers – is expected to signal the start of the brand’s repositioning. These updates, complete with hybrid technology, will allow the cars to meet the strict Euro 7 regulations as well as future-proof them for sale into the next decade.

It means mild-hybrid engines will be offered – a significant investment for smaller and less profitable models but a necessary step to continue selling affordable new cars to the mass market, where EV demand has yet to take off.

“We, like Volkswagen [has done with the Polo], want to extend the life cycles of those products, not only with the Euro 7, but also with hybridisation as well, because that’s what’s missing there: hybrid models,” said Griffiths.

Sales of both the Ibiza Seat could shift its focus to small, affordable cars like the Ibiza and Arona and Arona rose in the UK in 2023 and Seat’s overall sales have grown too. The larger Ateca and Leon are the other models in Seat’s line-up – after the demise of the Tarraco – both of which are also offered with a Cupra badge.

It is possible that Seat versions of the Ateca and Leon will be dropped when they are revised, should Seat’s role as a specialist in small, affordable hybrid cars be solidified off the back of the Ibiza and Arona updates.

Griffiths said the investments in the Ibiza and Arona should not be seen as Seat and Cupra backing away from EVs. Instead, it was the reality of a “need to respond to the 90% of the market that is asking for other types of drivetrains – efficient [ICE] ones, hybrids and plug-in hybrids”.

He added: “We’re not going to deviate from electrification as a direction. We don’t question the objective of getting to zero emissions as fast as possible. We have to be flexible on the way and we can’t be dogmatic. We can’t force consumers to drive electric cars.”

The arrival of the Raval at the end of 2025 as a near-£20k EV – along with the VW ID 2 and Skoda Epiq siblings Cupra is also developing – will help to “democratise electromobility”, according to Griffiths.

“Having smaller urban electric cars under €25,000, I think we’re going to see electric cars taking off,” he said. “But in the meantime, we have to offer both [EVs and non-EVs].

“We’re looking to have two brands: Cupra clearly focusing on fully electric and electrifi ed, and Seat focusing on combustion. I think we have the best of both worlds currently.”

We meet the club's members and find out why its support remains crucial

It's about enjoying the hobby we love but in an environment where we're totally safe to be who we are," says Kevin Bazeley, chair of the Gay Bikers Motorcycle Club (GBMCC).

The GBMCC was founded in 1977, just 10 years after the Sexual Offences Act 1967 began to legalise homosexual acts in England and Wales - albeit with a higher age of consent than heterosexual acts (the discrepancy wasn't fixed until 2001).

Add to this the Aids crisis of the '80s and '90s - and the ruthless reporting of it by some of the British press - and you can see why so many gay people remained closeted and communities such as this club were so crucial. And still are. "For many of our members, it's their only avenue to be out," says Bazeley.

"They are in the closet in their personal lives and coming away with the club is their only opportunity to be themselves. That applies more to our older members, but even our younger folk don't always have the most welcoming environment in their everyday lives."

Joining the GBMCC opens up a wealth of group riding opportunities, from shorter local runs to weekends away across the UK - as well as a big summer camp on the continent, where the club links up with its European equivalents.

Gay Bikers attends numerous Pride events too, placing prominently in the London parade each summer. The club's 500-plus members encompass all four UK nations (as well as a handful overseas) and cover the broad LGBTQ+ spectrum. An invitation to join is extended warmly to straight allies too.

"Our problem is finding younger members," admits Bazeley, 57, who rides a BMW K1600 GT Sport.

"Motorcycling is no longer the cheap hobby it used to be; insurance costs alone can be crippling. Even some of our more mature members have had to give up biking for that very reason. Society is also that much more accepting now, but the club intends to be around for many more years for the riders who need us. There are a lot of mental health benefits to a club such as this, and we are a group of friends who support each other."

The focus, though, remains on biking. "Romances have blossomed over the years, albeit not as often as you might think," reveals GBMCC treasurer Stephen Blurton, 60. He's another BMW man, now on his sixth GS.

"It's about making friends and having a common interest. I've travelled 277 miles to come here this weekend; the journey is all part of the fun. It's getting out and about instead of being sat at home watching Corrie. Social isolation is a problem we all have these days. We gained more members in Covid, even when we weren't doing any events. People always need community."

Sean McAllister, 34, rides a Honda CB650R and joined the GBMCC just as Covid restrictions were beginning to ease.

"I'd just passed my test but had no one to go out riding with," he says. "Joining a club like this meant one less barrier to entry, one less way to feel like an outsider as a new biker. I wasn't the most experienced rider, so my local rep encouraged me to follow him on my first event, to tuck in behind him and follow his bike positioning."

McAllister has been on a host of events since and even led his own routes through the south of England, one of which centred on the Super Sausage Café, a bustling bikers' haven near Silverstone "Motorbiking can be seen as quite a macho thing," he continues.

"Having to come out to a traditional group like that would have been nerve-racking. Joining an environment where you don't have to go through that process is quite appealing. There's a real breadth of characters in this club and I've made some great friends." 

Ian St John, 44, sought similar kinship. "I've been a member since 2017, he says. "My dad passed away and left me his motorcycle. I'd never thought about biking before, but I got my licence, searched online for a club like this and here I am. This is a place where I feel like I fit in."

Sending off 2024 with a bang, from Jaguar XJ220 racing to Sherman tanks

Have you ever seen footage of a Jaguar XJ220 racing series? I recommend it if you haven’t.

Called Fast Masters, it was run in 1993 in the US as a way of building the Jaguar brand there – and, helpfully, it occupied some of Jaguar’s supercars, which after the recession of the early 1990s weren’t exactly leaping out of showrooms.

(Some people who ordered them, finding themselves suddenly cash-strapped, walked away from their deposits rather than buy the finished article.)

Jaguar and broadcaster ESPN attracted mostly retired big-name drivers in the US and invited them to race in this one-make series. The XJ220 wasn’t designed as a race car and didn’t seem to become much less of a handful when race-prepped.

The series was nicknamed Crash Masters and remains a great watch.

It remained a single-line entry in my notes app throughout 2024, worthy of mention in a column but apparently not so worthy that I could big it up to 700 words of its own, so it sat there neglected.

But, as ever, I’m keen to empty my notes for the new year, so here it is. See also a single-line entry: ‘Paula Radcliffe Way’, which is a bypass near Bedford named to celebrate the area’s famous world-champion runner.

Amazing to have something named after you, I’d have thought, notably when you’re alive and can still enjoy it. Most things named after people only get so once they’ve died.

But I wonder: how does any celebrity in question feel about it if it’s scruffy or neglected, as is likelier with a road than, say, a bridge or a race-track corner or a stadium? Would you feel hurt to see it strewn with fast-food packaging? Would you organise a litter pick?

Do you hate being contacted by phone but feel okay about texting or meeting in person? I’m told this is a thing that affects young people more and is looked down on. But I wonder: is it actually reverting to humans’ natural type?

Once we could signal from afar or send written messages or meet in person, but the idea of meeting sort-of in person while still miles away from each other was an impossibility.

Maybe phone calls or online meetings are now being shunned because actually they feel unnatural? Anyway, I couldn’t find a fit with cars, so I didn’t manage to put this into a column.

One notepad entry for which I did think of a car angle still needs more research. When Ineos boss Sir Jim Ratcliffe took a stake in Manchester United FC, it was reported that he called people back into the office because fewer emails were sent on Fridays, when people worked at home.

That stat may be true, but it’s incredibly simplistic if it happened as reported. It’s possible that I write fewer emails when I’m not in the office, but it will be because I have several thousand words to write and people tapping me on the shoulder every 20 minutes isn’t conducive to productivity.

But I’ve thought – and this is why I need to bury my head in some stats – about how it relates to smart motorways. Some proponents of them say they’re the safest stretches of road in the country, despite how badly the public feels about them. Smart motorways were designed to ease congestion, so it stands to reason that they were first introduced on the busiest (and therefore the slowest and probably safest per passenger mile) bits of road. I need to bury my head in the stats to revisit this one, so it will stay in my notes app.

On stats: the Sherman tank. Some media outlets think it’s a winning argument to say pick-up trucks are a similar size to a Sherman. It’s not a winner. Truth is the Sherman was an incredibly compact tank, at just 5.8m long.

The contemporary Churchill tank was 7.4m long and the modern Challenger tank is over 11m long. While the Sherman could and did carry quite a lot, you couldn’t put a pallet in the back of one. Cars are now too big, yes, but this is a silly stat.

And with my notes largely clear, I feel better about stepping into 2025. Happy new year.

RC cars come in all shapes and sizes. 1:8-scale RWD Touring Cars cost up to £3k

Radio-controlled car racing could be among the best motorsport you will find in the UK

This may be the most sideways circuit racing I’ve yet seen. Some of the hardest to keep track of, too: here’s a world of motorsport in which cars can hit 60mph long before any Tesla – and with considerably less fuss and online bluster.

It’s made all the wilder when you squint for a look inside the cockpit and see no one grasping the wheel.

Welcome to national radio-controlled (RC) car racing, a world that is as focused as it is fun. Crucially, it’s a sport without a penny in prize money for the drivers, who stand in a control booth overlooking all eight corners of the Halifax Track.

This 280m-long Yorkshire circuit accommodates all manner of RC classes, from 1:18- to 1:5-scale cars and across a wide budget, and today it hosts a crucial point in the season for the bulky two-wheel-drive Touring Car shells – worth up to £3000 a pop.

Yet tensions aren’t bubbling over: a television series about this lot would be more Detectorists than Drive to Survive. Racing means a lot to them, but kinship within the paddock is clearly just as important.

“Like every form of motorsport, Covid had an impact here,” says John Russell, chairman of Halifax Track.

“But we now have more people in every class. Folk looked at what they had in the loft and thought ‘I used to race this’ and they found their hobby again. And it is a hobby. We offer no cash prizes, only trophies, and there are very few sponsored drivers. Even then it’s primarily to help test and develop technology for the RC car manufacturers.”

The ‘lockdown effect’ of cars being dusted off also coincided with a rejig of the rulebook, led by former European and world champion Ian Oddie.

“We relaxed the rules a few years ago and made everything a bit more fun and it all kick-started again,” he says. “The European championships are a bit tighter and more regulated. You need rules to make it fair, but you must make them balanced to keep it fun and entice people to take part.”

I’m enthralled by the paddock, at once rudimentary and resolute, benches covered in implausibly large RC cars and their numerous parts as fastidious owners do some final tinkering ahead of their heats.

The age span is broad, too, from mid-teens well into retirement. Nevertheless, Oddie, 58, humbly plays down his successes among the group: “I used to drive around Europe, testing tyres and shocks for a week to perfect my set-up.

But now I don’t do any testing – just the national races. It’s an excuse, but I’m getting too old! I’m nearly 60 now, and against the younger competitors it all comes down to hand-eye co-ordination.

Just like with full-size cars, there’s no advantage to being old here. Europe has an over-40s class because of the difference.”

Two classes are racing today. The four-wheel-drive Minis sit at the ‘beginner’ end of the spectrum for large-scale 1:5 cars and will set you back around £600 second-hand and in fully working order. Plastic construction keeps them relatively affordable, while a 4WD chassis is a mite easier to control.

The rear-wheel-drive Touring Cars heading up the weekend are something of a step up. Costing several grand, weighing 10kg (minimum) and with a top speed of around 55mph, they’re mighty things.

And that’s before their devoted drivers have lifted off their robust outer shell – primed to take an impact at the end of the rapid back straight – and let snapper Max and I have an excitable poke around.

While the grid perhaps lacks a little variety, the tried-and-trusted nature of the bodyshells on the market means the Alfa Romeo 156, Audi A3 and BMW 3 and 4 Series designs lead the way.

The Alfa remains a favourite for its handling capabilities almost 20 years after its full-scale equivalent departed top-flight motorsport. There are lots of them here today.

“Aerodynamics and downforce are crucial,” says Craig Orman, 46, one of Oddie’s key rivals – and mates. “If your wing falls off, your car is undrivable.” He guides us round the intricacies of his car, at its heart a buzzy 26cc two-stroke engine making around 7bhp.

He shows off its CNC-machined aluminium chassis, steel brake discs and bespoke pads, its trick differential (a key to controlling these things in all weathers) and its generous stack of tyres.

Priced at around £35 a pair, they resemble adorably scaled-down versions of proper racing rubber, with slicks, treads and wets available. The most focused competitors even plug in tyre warmers to prime them ahead of each race. Told you it was serious.

Others simply pin their car down and smear the rubber to the floor with a liberal use of throttle, which I have to admit looks more fun.

Two minutes of warm-up laps before a rolling start provides an opportunity to observe whose tyre prep was most successful: one BMW pirouettes repeatedly into the grass.

Stricken cars are returned to the circuit throughout practice and race sessions by corner marshals. This is a role played by the drivers themselves, the grassroots feel of a sport never more evident than when its competitors quickly shuffle into volunteer roles between their own events.

“If you can already drive a model car, it’s not a step up, more a step across,” says Orman when I ask how easy the Touring Cars are to drive. “With a Tamiya, you have an electric motor, whereas here you have a clutch to engage.

But it’s fundamentally an RC car, so you can use sticks or a steering wheel control just like anything else on the market. What’s trickier is learning how to set up the car. Fuel and tyre management, engine tuning, castor, camber, roll bar thickness and positioning… You can get very lost very quickly. Most people who get into the sport have someone they know already doing it.”

The youngest competitor today is Sonny King, aged 15, who has travelled almost 300 miles from Kent. His dad got him into racing smaller, cheaper Tamiya models at Crystal Palace when he was just 10, and he’s since graduated through the 4WD Minis and into 2WD Touring Cars.

“There are people here triple my age,” he admits. “It feels like an achievement beating people with so much more experience. But it’s one big family. I see everyone here as my friends.”

Chairman Russell admits competitors typically fall either side of their twenties – keen to compete in their teenage years when they discover the sport before typically disappearing until they’ve settled down in their thirties (or beyond) and begun to crave a hobby again.

But hobby culture – and its myriad benefits for mental health – has clearly led a minor resurgence in paddock sizes and diversity. And next summer the European Championship for the Can-Am racer-esque 1:8-scale Circuit Cars will come to Halifax for a five-day extravaganza.

Those are the devices that will beat a full-size electric car to 60mph on their way to an 80mph maximum. Crikey.

Back to today and the clouds have rolled over, rain starting to plip-plop on the smooth surface and sending even the 4WD Minis into minor oblivion; the marshals are busier than ever plonking them back into place.

It’s hard to know where to look: the cars are fast and spread out, performing in a simultaneous time-trial fashion to avoid too much pricey contact. Rubbin’ ain’t racin’ here. 

Some of the slides would put an Autocar ‘Handling Day’ shoot to shame, however, so how do you even go about controlling one?

“You have to countersteer and use opposite lock, but you’re doing it without feel and just by sight,” admits Orman. It’s all the more tricky when you’ve adopted an almost bird’s-eye view of the circuit and the concept of left and right visually switches around a clockwise lap of the track.

Some drivers have dabbled with forward-facing in-car cameras and first-person-view screens to aid their control, but it limits awareness of cars nearby or immediately behind. 

“More experienced competitors have honed techniques for the rain too,” continues Orman as we duck back into the paddock for cover.

“They will do tyre prep, add ballast, even play with their radio signals and programming. You can in effect add a delay or curve to the power delivery, or make the brakes apply with your steering inputs to shift the weight around.”

It really does replicate full-scale motorsport, right down to stringent scrutineering of each car to ensure weight limits and tech regulations are being followed scrupulously.

But all the competitors agree that infringements are rare and usually resolved simply.

With no prize money, there’s less to fall out over. And all the more reason to keep the racing lively. 

Ford gets in on the off-road sports car trend with a lifted version of the Mustang Mach-E GT Say what you will about Ford (and following the launch of the Capri and axing of the Fiesta, plenty have) but it’s still a company with a sense of humour. How else do you explain it still offering a V8 Mustang, a Ranger Raptor and now this: the Ford Mustang Mach-E Rally?

Long-running Panda – now known as the 'Pandina' inside Fiat – will be replaced in 2030

Stellantis Europe chief confirms 500 Ibrida also coming this November – earlier than previously announced

Fiat plans to launch an all-new 500 in 2029 and an all-new Panda in 2030, in a commitment to producing city cars in Italy for the foreseeable future.

“The plan for Fiat is very clear,” Jean-Philippe Imparato, COO for Europe at Fiat parent company Stellantis, told Autocar at the Brussels motor show.

“The 500 will be completed by a hybrid version of [the electric] 500 in November 2025. Second, the next generation of 500 will come around 2029 at Mirafiori [factory in Turin].

“The Pandina [an internal nickname for the Panda] will be built in Pomigliano [factory in Naples]  until 2030, and then you will have a new Pandina at Pomigliano in 2030.

“And you will have the Grande Panda coming in March 2025, both electric and hybrid versions of it.

“So you will have new 500, new Pandina and Grande Panda in the line-up of the A- and B- segment for Fiat.”

This means Fiat will continue to build the cars that have defined its brand since the original 'Topolino' 500 of 1936, resisting the temptation to abandon the city-car class for more profitable crossovers and SUVs that many of the 500 and Panda’s rivals have succumbed to in recent years.

Citroën and Peugeot axed the C1 and 108 siblings in 2022 and 2021 respectively; Volkswagen, Seat and Skoda gradually killed off the Up, Mii and Citigo trio between 2020 and 2023; and the Ford Ka+ was pulled from sale in 2019.

There are, however, green shoots sprouting: Kia, Hyundai and Toyota all continue to offer petrol-engined city cars (the Picanto, i10 and Aygo X) and Renault will launch a new electric Twingo next year. Chinese firm BYD is also expected to bring its Seagull EV to the UK.

The 500 and Panda have been a linchpin for Fiat over the past decade. Indeed, the Panda remains one of the best-selling new cars in Italy, despite it having been launched 14 years ago.

The 500 has been less successful of late, however. The big-selling petrol-engined 500, launched in 2007, was axed last year because of the introduction of stricter EU cybersecurity regulations and the electric 500e has yet to pick up the mantle.

Such is the slow pace of 500e sales that production of the EV (and its Abarth 500e hot-hatch sibling) was paused last September and won't resume until later this month.

This has prompted the development of the 500 Ibrida that Imparato confirmed will be introduced in November.

This is a 500e retrofitted with a hybrid powertrain, the goal being reinvigorating sales to safeguard the Mirafiori plant.

The 500e itself is due an upgrade over the next year, too.

The current Sandero was launched in 2020 and updated in 2022

Design boss David Durand confirms the car won't turn into a mini-SUV like the new Citroën C3

The next-generation Dacia Sandero will retain its conventional hatchback shape even as it gains an electric option and is restyled with influence from the chunky Duster and Bigster SUVs. 

Due in 2027, the next-generation Sandero will be a heavy evolution of today’s car, remaining atop the Renault Group’s CMF-B architecture - which will allow it to retain combustion power while adding an electric option.

Speaking to Autocar at the Brussels motor show, Dacia design boss David Durand acknowledged that while the brand’s design language is increasingly off-road-influenced in its chunkiness and utilitarianism, there are no plans for Dacia to become a pure-SUV brand, and it will not give the Sandero an overtly rugged makeover and a suspension lift for its second outing. 

"It's true that the outdoor and very strong formal language fits perfectly well, but nothing is forbidden, and I think something that's important for us and for the Sandero is not showing off too much. It's a very serious and well-made car, and it fits a lot of customers like that.

"It's not so easy to innovate on every body type, and the hatch is very well known by customers, and this is what they need: a car which has a lot of roominess, which is really part of the DNA of Dacia, and compact at the same time, because it's easy to park, easy to drive, not too heavy, not too high-consumption. So the hatch is the good solution.

"We also have to face CO2 emissions, so aerodynamics [are important], and we take all of that into account to continue to tick the box that this very essential and central car in our range is covering."

Asked whether Dacia will turn the Sandero into a mini-SUV like the new Citroën C3, Durand said: "No. Redesign, of course, but the body type is a hatch."

He added that the higher-riding, off-road-flavoured Sandero Stepway is seen as almost an entirely separate model from the standard Sandero and it is important to maintain that distinction going into the next generation. 

"We have noticed that Sandero owners are not hesitating over the Stepway. They’re coming to buy a Sandero, and people coming for the Stepway are not considering Sandero at all. So we are talking to different people, and so we have to take everybody into account and understand that some people just need a good car, not showing off too much."

Asked whether Dacia could consider differentiating the two model lines more overtly, he said: "We could have a separated Stepway or more differentiation between them, but the fact that we are using a lot of common parts between the two cars and we are really using the same base is also part of the ingredients to make the costs low. We could say 'okay, we will make two different cars', but we will have to double the investment, and people at the end will pay it somewhere."

Durand also suggested that the electric Sandero won't look substantially different to the petrol car, saying: “I think EV can be just a powertrain. It's not that because you are an EV that you need a special design.”

He refused to be drawn on when the next Sandero will break cover but hinted at the possibility of a concept being shown before the final production design - but that's unlikely to be this year.

Speaking more broadly about the evolution of Dacia design, Durand acknowledged that other brands are employing similar themes of utilitarianism and ruggedness as they seek to make cars more attractive but for less money but said he is confident that Dacia’s cars will remain distinct.

“I'm not too worried," he said, “because this position that we built over a long time is not only about design and product; there’s also a big infrastructure behind it. It's using the assets of a group, and it's the story we built with our Romanian past, and so it's not so easy to copy. 

"There is also a company culture about designing to cost, how to make the design to cost, how can you reduce the number of parts and the way we discuss with our suppliers; all of this, it's not so easy to just say 'let's do it'. 

“This is also something which is strong in our brand: it has a story, it's coming from somewhere. It's the result of a long process."

Arrival of electric Recon 4x4 also puts Wrangler's future in doubt as US firm reassesses line-up

Jeep will take the Grand Cherokee off sale in Europe this year – and the Wrangler is also potentially in the firing line.

The moves come as Jeep continues its push of new EVs, with the all-electric Wagoneer S – a similar size to the Grand Cherokee – next to arrive, at the end of this year.

Eric Laforge, who has led the brand in Europe for the past two years, confirmed to Autocar at the Brussels motor show that a switch in Jeep’s model range will take place when the Wagoneer S arrives.

Such a move makes sense, given that Jeep’s volumes lie in smaller models in Europe, such as the Avenger. This means offering two large SUVs is unnecessary, and of those two, the Wagoneer S will better help contribute to CO2 and EV sales targets because it is all-electric.

A similar scenario could also play out for the Wrangler when the Recon EV is launched, because both are hardcore 4x4 models with similar positioning.

“That’s not decided at the moment, but Recon will be a strong alternative to Wrangler,” said Laforge. “The Recon is a small brother to the Wrangler and can do a lot off road, although the king of the mountains remains the Wrangler.”

Jeep is now preparing for the launch of the new Compass, which like the Avenger will be designed, engineered and manufactured in Europe.

Unlike the Avenger, it will be exported to other markets and built in other global factories as well. However, the car’s significance and opportunity in Europe is why Jeep has chosen to develop it here. 

“We have huge expectations for this ‘second leg’ to reinforce Jeep in Europe,” Laforge said in reference to the Compass. “We have an expertise in developing compact cars in Europe. We are credible here and can propose our offer to the rest of the world.”

Laforge confirmed that the car will offer multiple powertrain options, including electric and hybrid. 

He added that the new Compass will also be slightly bigger than the current model. This will put some distance between it and the Avenger to create more room for the replacement of the car that sits between this pair: the Renegade.

A replacement for the Renegade won’t come before 2026, but Laforge said it will follow the Avenger and Compass in being multi-energy.

Despite a focus on smaller models, Laforge said Jeep will always strive to be the most capable brand for all-terrain ability in its chosen segments. While that may not always mean Jeeps are hardcore off-roaders, it reflects the brand’s desire to offer safe, stable all-wheel-drive models.

Jeep has now sold 140,000 Avengers across Europe during almost two years on sale following its coronation as the 2023 Car of the Year. It now makes up around half of all sales for Jeep in Europe, where the brand has risen to around 1% market share. 

In the UK, Jeep sold 9041 cars in 2024 compared with 3089 in 2023, off the back of a successful launch of the Avenger. “Two years ago, we used to sell 250-300 cars a month in the UK. Now we are regularly close to 1000,” said Laforge.

This increase in sales has encouraged dealers to invest in their sites and operations. “It’s difficult to ask a dealer to invest if they are not selling, but now dealers themselves have understood there is better potential for Jeep," said Laforge. "Every month we have new applications to distribute Jeep."

Model has been designed for the US market; a soft-top Microlino is already sold in Europe

New variant of retro electric quadricycle, aimed at the US market, is the "antithesis to massive pick-up trucks"

Micro has shown a new open-roofed version of its Microlino electric quadricycle, intended to serve as a more characterful alternative to golf carts. 

Named the Spider, it's effectively the reborn Isetta with its roof and side panels removed for easy access.

A canvas roof panel is offered for shade (rather than outright weather protection), echoing similarly conceived classics such as the Citroën Méhari, Fiat 500 Jolly and Mini Moke.

The package is completed with the fitting of a wooden steering wheel and matching wood panelling along the newly exposed sills.

Although the Spider is officially a concept car, Micro intends to bring it to market in the US, once it has reworked it to meet local requirements.

The Swiss firm said that similar vehicles are allowed to drive on “most roadways with a speed limit of 35mph or less” in the country.

Chairman Wim Ouboter said: “Americans don’t just drive large cars. In fact, the US is the world’s biggest market for golf carts, where they’re often used for personal transport within neighborhoods. That’s exactly why we created the Microlino Spider.

“Consider it the antithesis to massive electric pick-up trucks: not built for the 5% of trips where you need to haul a lot but for the 95% of trips where you are alone, driving to work.”

The level of investment required to develop a Spider means it would most likely be bound for Europe, too, as a rival for the new Electric Moke and Fiat Topolino.

The Microlino is already available as a soft-top convertible in Europe but, unlike the Spider, the Spiaggina model retains body sides.

Sporty Italian brand launches its take on the compact crossover with electric and hybrid options Is that a spring we can detect in Alfa Romeo’s step? After decades of looking like a car company on the brink, this iconic Italian brand finally appears to be eyeing the future with its head held high, rather peering through its fingers in a state of panic. And it’s largely down to the arrival of this: the new Alfa Romeo Junior. Sure, this might not be the car that red-blooded Alfa aficionados were holding out for, but for the Torinese bean counters, this could just be the car to put the brand back in the black. With the Tonale, Giulia and Stelvio, the firm has about 30% of new car buyers covered, but such is the popularity of compact crossovers that Alfa’s top brass reckon the Junior now gives the company twice the market coverage. Either way, Alfa hopes to both attract new customers and lure back former flames who abandoned the firm following the demise of its former compact contenders, the Mito and Giulietta. In fact, Alfa's UK division is so confident of a sales surge that it’s in the process of appointing six new dealers for 2025, taking the total to nearly 30 in total. However, is the Junior really going to have all those new sales assistants rushed off their feet?Well, we're about to find out. An early taster of the flagship 278bhp Elettrica Veloce at the brand’s Balocco test track in Italy (and subsequently a short squirt around a Lincolnshire go-kart track) left us quietly impressed, but that car is likely to be a bit player on the showroom floor. By contrast, the more mundane, mid-ranking Elettrica Speciale is predicted to be three times more popular - and it's this version that we've finally been able to sample on UK roads.That said, due to the current flaccid demand from retail customers for electric cars, Alfa will also bring a petrol Ibrida (that’s Italian for hybrid) version to the UK in mid-2025, and we've already driven it in Denmark.

As more drivers switch to an automatic gearbox, we run through the best smaller options

While manual cars are still the go-to option for many drivers, this more involved transmission might not be long for this world. 

With each passing year, more British drivers are choosing an automatic gearbox over a traditional manual.

According to the Driver and Vehicle Standards Agency (DVSA), 324,064 driving tests from 2022 to 2023 were completed in an automatic car. 

Sure, that's far fewer than the 1.36 million manual tests taken in the same period, but it’s still a huge increase of 360% compared with 15 years ago.

There are several reasons for this. A higher number of people are starting to learn how to drive in electric cars which don't have a traditional gearbox, but the main reason is there simply aren't many manual cars on sale in 2025. 

So with more drivers hunting for a car with an automatic gearbox as their first wheels, and those on a lower budget looking at many of the great small car options on sale in the UK, which are the best small cars with an automatic gearbox?

After hours of extensive testing from our team of experts, we've listed our top 10 right here. The best small car with an automatic gearbox is the Renault Clio, which is our top pick for its blend of driver appeal, affordability and comfort. 

Check out our top 10 list below for our other selected contenders. We’ve excluded electric cars from this list, but you can read about our favourites in our top 10 electric cars here. 

Renault 5 stood out for its great interior and how good it is to drive; Alpine A290 shares win

Retro-futuristic hatchback and its hot-hatch sibling take 353 votes from 60 European journalists

The Renault 5 and its Alpine A290 hot-hatch sibling have won the coveted Car of the Year (COTY) award for 2025 – giving Renault its second consecutive victory in the annual contest. 

The 5 and A290 were awarded 353 points by a jury of 60 judges from 23 countries. Of those, 25 ranked the pair in first place.

The runner-up, the Kia EV3, received a total of 291 points.

The Citroën C3/ë-C3 completed the podium with 215, followed by the Hyundai Inster (172), Dacia Duster (168), Cupra Terramar (165) and Alfa Romeo Junior (136).

Last year's winner was the Renault Scenic, and the Jeep Avenger took top honours in 2023.

This means Renault is the first manufacturer to win back-to-back gongs since Fiat in 1995 and 1996, with the Punto and Bravo/Brava.

Autocar is a sponsor of COTY, with editor Mark Tisshaw having a seat on its jury.

Each of the 60 jurors nominates seven new cars that were driven and on sale before the end of the previous calendar year. The seven cars with the most combined votes then make up the final shortlist.

To qualify for COTY, a model must be all-new; facelifts such as the recent Tesla Model 3 and Renault Clio are not permitted. Derivatives do not qualify as new or standalone cars, hence the A290 being considered the same car as the 5 on which it is based, despite being sold by a different brand.

Car of the Year 2025: How Autocar juror Mark Tisshaw voted

Renault 5/Alpine A290: 9 points

Hugely significant not just for Renault but for the wider car industry in showing that electric cars can be both desirable and affordable. The 5's wonderful styling is backed up by how good it is to drive, with excellent comfort levels and well-judged performance. The interior is a huge leap over the Clio for little extra cost. Alpine adds further sparkle but the 5 is strong enough on its own.

Dacia Duster: 6 points

So much better than the old Duster in almost every department and in ways that appeal to both the heart and the head. That Dacia asks for so little extra money in return makes it even more remarkable. The Duster shows that Dacia has successfully moved away from being a cheap car maker while still being a maker of cheap cars. It's just unfortunate to run into the 5 in this competition.

Citroën C3/ë-C3: 4 points

Unfussy to drive and simple in its approach. It grew on me throughout the competition for driving so well. But it feels like Dacia has stolen a surprise march on Citroën by so cleverly disguising the Duster's low-cost roots, whereas the C3 always reminds you that it's a cheap car with its rather plain look and austere feel. Even so, the pricing is admirable, particularly for the ë-C3. More to like than not.

Kia EV3: 4 points

The EV3 does almost everything well and nothing badly and is a big improvement over the Niro EV, a car it will replace. The interior is a particular highlight and the range is strong. Keenly priced, too. What stops it scoring higher is how it feels like the next step on a path that cars of its type have long been on, whereas the 5 really breaks new ground.

Cupra Terramar: 1 point 

Quite a nice car in isolation but doesn't feel anything new. We've seen the Terramar's likes before from other related Volkswagen Group products. That's not a bad thing, but it doesn't stand out in this company. What it does best is provide a more visually interesting option inside and out against a fairly depressingly plain competitor set. For that reason, I like what Cupra is about and trying to do.

Hyundai Inster: 1 point

The cute styling on the outside is so far removed from the grown-up inside that you struggle to believe they're contained within the same diminutive package. The clever interior packaging and space is the highlight. It doesn't drive how you would expect, either, being quite grown-up and nowhere near as fun as the old Honda E. It's priced alongside the 5 in the UK but can't get near that.

Alfa Romeo Junior: 0 points

Stellantis brands have done well to differentiate themselves in the styling of their cars, but on the inside and in the way they drive, it's hard to tell one from the other. The Junior is a case in point: it feels every bit the reskinned Jeep Avenger that it is. While the Avenger was COTY two years ago, the world has moved on plenty since. The Alfa just feels like it has been done before.

Actyon replaces Torres's rugged-looking grille with LED light bar

Sleeker version of the chunky Torres SUV lands in Europe and UK deliveries start next month

The new KGM Actyon, a more rakish version of the Korean brand’s Torres SUV, has made its European debut at the Brussels motor show.

It is distinguished from its sibling by a different roofline and reworked front and rear ends that blend aspects from the petrol Torres and the electric EVX model. 

The daytime-running lights, for example, resemble those on the combustion-engined Torres but are now paired with low-set main-beam headlights. The chunky grille from the Torres is replaced by an LED light bar similar to that on the EVX.

At the rear, the vertically stacked brake lights are swapped for thin, horizontally mounted units to create a sleeker, less rugged look.

Inside, it gets the same 12.3in infotainment and digital instrument screens as the Torres.

The Actyon will initially be offered with a turbocharged 1.5-litre four-cylinder petrol engine, which puts out 161bhp and 207lb ft of torque and returns 33.1mpg. It’s paired with a six-speed automatic gearbox sourced from Japanese firm Aisin.

KGM has yet to confirm whether other powertrains will follow, but the 204bhp and 287-mile-range set-up from the Torres EVX is likely to join the Actyon after the launch of the petrol car.

UK deliveries are expected to begin next month, with prices likely to start just above the £31,995 Torres but undercut similarly sized alternatives such as the Skoda Kodiaq and Honda CR-V.

Longer-range Atto 2 will be added to the line-up after launch

New crossover slots into BYD line-up between Dolphin and Atto 3; rivals Vauxhall Frontera

BYD has confirmed the European specification of its new Atto 2 crossover, positioning it as a rival for the likes of the Vauxhall Frontera and Renault 4.

At launch, it will be available with a single motor that sends 174bhp to the front wheels, with power drawn from a 45.1kWh battery pack that yields a range of 194 miles.

The battery is fitted to the car using cell-to-body construction, which is said to boost chassis rigidity. 

For reference, the entry-level Frontera packs a 112bhp motor and a 44kWh battery that yields 186 miles between charges.

A smaller sibling to the existing Atto 3, the new Atto 2 measures 4.31m long, 1.83m wide and 1.68m tall. That lines it up neatly to serve as a higher-riding alternative to the BYD Dolphin hatchback.

Inside, the Atto 2 offers seating for five as well as a 400-litre boot.

It also gets BYD’s 15.6in infotainment touchscreen, which can be rotated to display in both portrait and landscape orientations.

Pricing has yet to be confirmed, but the Atto 2 is expected to broadly align with the Frontera in the mid- £20,000s, as BYD looks to establish itself in the European mainstream.

6e looks identical to Chinese-market EZ-6 but will drive differently

Chinese EZ-6 is confirmed for UK sales in 2026, adopting long-running name

The Mazda 6 will return to UK showrooms in early 2026 as a sleek, rear-wheel-drive electric fastback to rival the Tesla Model 3.

Named the 6e, it will offer two motors and two battery packs. The entry-level car packs 241bhp and a 68.8kWh battery, which yields 300 miles of range and a 0-62mph sprint time of 7.8sec. The range-topper gets 254bhp and an 80kWh pack, giving it 345 miles and 0-62mph in 7.6sec.

The smaller pack can be charged at rates of up to 200kW, allowing a 10-80% top-up in 22 minutes. The larger unit is limited to 95kW, taking 45 minutes.

Unlike the MX-30 electric crossover, the 6e won’t be offered with a petrol range-extender powertrain.

The 6e ushers in the next evolution of Mazda’s Kodo design language, with a low roofline, frameless doors and LED lights encircling the front grille.

The lights, described as ‘wings’ by Mazda, ‘flutter’ to indicate how full the battery is during a charging session.

It also features an active rear spoiler and rides on 19in alloy wheels.

Inside, it does away with physical buttons, relegating most functions to a centrally mounted 14.6in infotainment touchscreen – a departure from recent Mazda models such as the CX-60.

This approach reflects the 6e’s provenance: it was originally developed with Mazda’s Chinese joint-venture partner Changan, specifically to meet the tastes of buyers in China, where it’s sold as the EZ-6.

However, the steering, suspension, and braking have been “carefully calibrated” by Mazda Research Europe in Germany to match European and British drivers’ preferences.

There’s seating for five and cargo space is rated at 400 litres in total, split between 330 litres in the traditional boot and 70 litres under the bonnet.

Prices are expected to start below £40,000.

The world's most exciting custom motorcycles, from cafe racers to bobbers to scramblers and street trackers.

Everybody loves an underdog story, and besides being one of the most influential motorcycles of its kind, this BMW-based sidecar racer is probably the most unlikely hero on three wheels. It was constructed and piloted by a German privateer named Helmut Fath, and spawned the next generation of sidecar racers known as ‘kneelers.’ A holy combination of old parts and new ideas, Helmut Fath’s BMW RS sidecar was pivotal to his rise to prominence in sidecar racing and his historic toppling of BMW’s championship reign

Born in Ursenbach on May 24, 1929, Helmut Fath followed in his father’s footsteps with an immediate interest in motorcycles. A mechanical education at the Max Planck Institute and formative years working for BMW strengthened his fascination, and Fath found his way onto the race track in 1949.…

Everybody loves an underdog story, and besides being one of the most influential motorcycles of its kind, this BMW-based sidecar racer is probably the most unlikely hero on three wheels. It was constructed and piloted by a German privateer named Helmut Fath, and spawned the next generation of sidecar racers known as ‘kneelers.’ A holy combination of old parts and new ideas, Helmut Fath’s BMW RS sidecar was pivotal to his rise to prominence in sidecar racing and his historic toppling of BMW’s championship reign Born in Ursenbach on May 24, 1929, Helmut Fath followed in his father’s footsteps with an immediate interest in motorcycles. A mechanical education at the Max Planck Institute and formative years working for BMW strengthened his fascination, and Fath found his way onto the race track in 1949. It’s said that Fath spun out and wrecked that day Lorsch, subsequently selling his 250 cc racer. Seems like a fitting precursor for the man who’d later become the king of sidecar racing. Shortly after, Fath borrowed a sidecar rig to get across town and found himself smitten after mastering the basics. He soon purchased a rig of his own and once again found himself at the race track, this time with greater success. While it was obvious to Fath’s friends that he’d found his calling, he was unwilling to compete at anything other than a hobbyist level. Fath spent the 1952 season maintaining a 500 cc BMW race engine for a friend, and at its conclusion, the engine’s owner urged Fath to put the engine to good use. Soon after, a customer walked into his shop with a frame and a racing sidecar and Fath found himself fresh out of excuses. Fath’s righthand man (quite literally in this case) was Alfred Wohlgemuth, the owner of the aforementioned sidecar and chassis, and they found success together immediately at Lorsch. Despite a hefty disadvantage in equipment and experience, the fledgling privateers piloted their hybrid creation to a third-place finish, and a record soon after at the Nürburgring. Sustained success would qualify the unlikely duo for an expert competition license, and pit them against the best factory-backed racers for the 1954 season. While Fath and Wohlgemuth had a charmed introduction to the sport, it was a bridge too far to assume their first machine could compete with BMW’s works racers, and Fath bankrupted himself buying a BMW RS racer from a close friend. It’s here that Fath’s genius showed, as he outfitted the bike with diminutive 16-inch wheels and built a low streamlined sidecar to go along with it. This new rig was innovative in several ways, most prominently in that the fuel tank was moved from the bike to the sidecar. With its short stature and weight as close to the pavement as possible, Fath and Wohlgemuth’s racer pioneered the next generation of ‘kneelers,’ and the bike was immediately competitive. In the following years, Fath would develop a proprietary fuel injection system, be voted Germany’s best privateer rider and spend his last dollar on a new BMW racing engine to replace the worn-out original. The pieces would all come together for Fath and Wohlgemuth in 1960, when the duo clinched the podium in the French, British, Belgian, and German GP races and were crowned world champions—as privateers, nonetheless. Two men who had met by chance just a few years earlier had come up against the best factory racers and triumphed on a home-built machine. Helmut Fath’s story was far from over, but the next chapter in his story marked a low point. A wreck at the Nürburgring in 1961 claimed the life of Alfred Wohlgemuth and cost Fath one of his feet. Fath’s recovery spanned five years, and in his idle time, he developed a proprietary high-revving four-cylinder engine with the help of Dr. Peter Kuhn. With engineer Horst Owesle manning the sidecar, Fath piloted the shed-built bike to a world championship in 1968—marking the first time a BMW-powered bike didn’t win the title since 1953. While the ledger of Sidecar World Champions is home to many Germans, including duos with more victories to their credit, the underdog story and legacy of innovation surrounding Helmut Fath makes him one of the most significant riders of the sport. And that makes Mecum’s Lot S207 a fascinating study. While Mecum published only a few short bullet points on the motorcycle, this BMW RS 54 sidecar hails from a momentous period in Fath’s racing career. We know from the bike’s historical passport that it was used by Fath from 1958 to 1960, and translating the document reveals that the chassis is from an earlier Type R69 (used from 1955 to 1960). This would suggest that Lot S207 is the motorcycle that Fath and Wohlgemuth rode in their championship-winning 1960 season, but you’d think it would be advertised as such. To get to the truth of the matter, you’d likely have to get boots on the ground at Mecum’s Las Vegas 2025 motorcycle sale to review the documentation they have on file. Regardless, we’re talking about a racing sidecar of the highest significance, which was displayed at the BMW Car Club of America Foundation in 2023. This priceless piece of sidecar racing history is offered without a pre-auction estimate and will be crossing the block on Saturday, February 1, 2025. Source: Mecum

“Boost is addictive,” says Matt Coulter of Sticky’s Speed Shop. “Insane power delivery and tunnel vision at the same time. I rode a turbo ‘Busa and knew I had to have a turbo bike.”

When Matt makes his mind up it doesn’t take things long to happen. The UK-based builder parted out an Aprilia RSV-R he was trying to sell for a turbocharged Suzuki Bandit 1200, and started a long, expensive journey.

Despite its laughably lame name, the Bandit 1200 became a cult bike in the UK in a way that was never really replicated elsewhere. Following the 600 cc Suzuki Bandits, and smaller 250s and 400s that were never officially imported, the 1200 launched in the UK in 1996 as a naked street bike.…

“Boost is addictive,” says Matt Coulter of Sticky’s Speed Shop. “Insane power delivery and tunnel vision at the same time. I rode a turbo ‘Busa and knew I had to have a turbo bike.” When Matt makes his mind up it doesn’t take things long to happen. The UK-based builder parted out an Aprilia RSV-R he was trying to sell for a turbocharged Suzuki Bandit 1200, and started a long, expensive journey. Despite its laughably lame name, the Bandit 1200 became a cult bike in the UK in a way that was never really replicated elsewhere. Following the 600 cc Suzuki Bandits, and smaller 250s and 400s that were never officially imported, the 1200 launched in the UK in 1996 as a naked street bike. The half-faired version followed later. At the time, the country was running low on affordable, unmolested oil-cooled GSX-R1100 engines, so drag racers and sprinters marched down to Suzuki dealers for these cheap, unflashy muscle bikes. Some turbocharged them straight away—they knew these motors, and what they could take, inside-out. But turbocharged bikes are rarely hassle-free. Matt was over the moon with his blown Bandit… for exactly two weeks. “Then it shat itself,” says Matt with some resignation. “The fuel pressure regulator failed, dumped fuel into the turbo and bottom end, and it spun the crank bearings.” The engine went to the turbo specialists Fast By Me, who rebuilt it with new forged pistons, uprated rods, and one of their own billet drag blocks. “It gives improved oil flow, but it gets hot,” says Matt of the new block. “It’s not designed for London traffic.” The turbo itself is a modified TD04—the kind used in loads of cars from Imprezas to Volvos—but this one has a fancy billet impeller. The engine breathes through the original bike’s rejetted CV carbs, which apparently work great on turbo bikes. Matt and Dave from Fast by Me made the slash-cut pipe, while Gary, a hot rod fabricator local to Matt, made the uppipe. The clutch is an Orient Express lock-up. If you’ve seen any of Sticky’s Speed Shop performance customs, you’ll know he doesn’t follow the herd, or choose the more obvious crowd-pleasing style options that some builders rely on for likes and compliments. This is the bike’s fourth look in the 12 years Matt has owned it, and the second since it was nicknamed ‘Scud.’ “I painted it hearing aid beige and thought it looked like the desert camouflage of a US military Humvee,” he says. “Scud being the name NATO gave to a type of missile.” Let’s pick through some of the more unusual choices—like fitting a 200-plus-horsepower bike with these one-off Talon/Excel wheels and adventure bike rubber. “These are Dunlop Mutants, but I fitted Continental TKC80s when they first came out. The rear wouldn’t last more than 100 miles.” That didn’t stop Matt from taking the Bandit on a track day at Brands Hatch. “It was raining and it would wheelspin in the four gears I’d dare use. I was just getting the hang of it when one of the oil lines came off…” Then there was the time a pipe came off the turbo actuator and turbo boost went from 8 psi to 40, “The bike was spinning and wheelieing at the same time, then it span the rear tyre on the rim and ripped the valve out of the tube.” Tubed tires on a turbo bike? Talk about living dangerously. The tail unit is from a Triumph Street Triple—there’s nothing wrong with that, but Matt had the seat pad covered in ‘controversial’ brown leather. “The old-school performance bike lot hate brown seats because they hate hipsters,” he says, taking the opportunity to wind them up. The most recent modifications include a full suite of Hel Performance brakes and a Steelheart Engineering billet swingarm. “The swingarm is the first one Steelheart has made from billet and they did it in two weeks for me as a big favor,” says Matt. A Nitron mono-shock offers rear damping, while GSX-R1000K4 forks suspend the front. Matt has collaborated with English artist and illustrator Ryan Roadkill a number of times, so when Matt wanted some new graphics for the inaugural Worship Moto Show he gave Ryan a call. “The design was inspired by the Scud name, which is synonymous with the Gulf War to me,” says Ryan, “The band of yellow around the front mudguard is suggestive of the red or yellow band around the missile warhead the Scud launchers carried, while the teal green is a nod to Soviet-era vehicle cockpits.” “I replicated a desert camo pattern for the main body of the design, but Matt had the cool idea of keeping the color but making it a digicam instead. The tear-through is taken from the same shapes I used on the Icon Motosports banner at the show.” The graphics were made and laid on by Matt’s graphics firm, Image Worx. Scud is waiting for another round of tweaks before being unleashed on the dual carriageways of Essex again. If there’s one thing Matt has learned over 12 years of turbo bike ownership, it’s “Going fast is a slow process.” Sticky’s Speed Shop Instagram | Images by Thomas Kettlety

Australia’s Gasoline Motor Co. turns a Sportster into a fetching Harley XR750 replica, South Korea’s Crazy Garage transforms a Ducati Hypermotard, and the embattled Austrian marque KTM updates the razor-sharp 790 Duke. Then, in Las Vegas, a rare and unusual motorcycle with a wheel-mounted radial engine is about to go on the auction block.

Harley-Davidson Sportster 883 by Gasoline Motor Co. Made famous by Evel Knievel, and known for its domination in American flat track racing, the Harley-Davidson XR750 is arguably the most recognizable Harley in the world. It’s little wonder then that it’s regularly used as a style reference for custom-built Harleys—like this Sportster from Gasoline Motor Co. in Sydney, Australia.

Gasoline Motor Co. has built a Harley XR750 replica before—so when a customer approached them to create another, they jumped at the chance.…

Australia’s Gasoline Motor Co. turns a Sportster into a fetching Harley XR750 replica, South Korea’s Crazy Garage transforms a Ducati Hypermotard, and the embattled Austrian marque KTM updates the razor-sharp 790 Duke. Then, in Las Vegas, a rare and unusual motorcycle with a wheel-mounted radial engine is about to go on the auction block. Harley-Davidson Sportster 883 by Gasoline Motor Co. Made famous by Evel Knievel, and known for its domination in American flat track racing, the Harley-Davidson XR750 is arguably the most recognizable Harley in the world. It’s little wonder then that it’s regularly used as a style reference for custom-built Harleys—like this Sportster from Gasoline Motor Co. in Sydney, Australia. Gasoline Motor Co. has built a Harley XR750 replica before—so when a customer approached them to create another, they jumped at the chance. Starting with a modern fuel-injected Sportster 883, Gasoline cut things away until they were left with just the engine and frame. A Ceriani-style fork went onto the front, along with a custom numberplate and an LED headlight setup. YSS sent over some 15” rear shocks, and a pair of flat track-appropriate 19” spoked wheels were bolted on. Gasoline converted the 883 belt drive to a chain for even more old-school charm. An HHB sprocket locker was fitted, along with a Vance & Hines fuel pack, an S&S Cycle air filter and a set of custom-made slash-cut pipes. A Phil Little fiberglass tank was fitted, with a custom external fuel pump and regulator to run the EFI system. Even though the bike was rewired with all the new parts, it still retains the ECU, ABS and even the HD immobilizer. The seat is also fiberglass, sitting on a heavily modified rear subframe and a custom oil tank that was made to match the original XR750. The handlebars are from Sydney’s Kansai Giant and are adorned with Motogadget switches and grips, Kustom Tech controls, and a Prism Supply single-cable throttle. A mini Motogadget speedo sends data to the rider from the handlebar clamp. Kellerman Atto indicators sit at all four corners of the bike, chosen for their diminutive style. A classic Harley XR livery rounds out this vintage, yet modern, custom street tracker in style. We can’t think of a Sportster we’d like to own more. [More] Ducati Hypermotard 796 by Crazy Garage When Chi-Hyun Kim from South Korea’s Crazy Garage was on the lookout for a lightweight, aggressive Ducati he could turn into a track bike, he found a 2011 Ducati Hypermotard 796. Since the 796 is more than 25 pounds lighter (and makes only 9 horsepower less) than the Hypermotard 1100 from the same year, it seemed like the better pick for track use. Not one to keep things stock, Kim completely transformed the oversized supermotard into an extremely aggressive track-only machine. To kick things off, a set of Öhlins forks was installed with the Hypermotard wheels wrapped in super sticky Metzeler Racetech slicks. Sunstar brake discs, upgraded Brembo calipers, and a Brembo master cylinder slow the bike down. As a fan of 80s AMA superbikes, Kim chose to fit an oil cooler at the front with a small bikini fairing used as a number plate. A custom front fender was made to complete the new front end. The bike still has handlebar risers, but low Renthal bars were fitted for improved ergonomics. The fuel tank is from a Ducati 1098 and the rear subframe was made from scratch to suit the FRP single seat unit. The tank shape, seat, and rear-set pegs lock Kim into a full race position. Kim made the crazy exhaust by hand, so it’s a shame that most of his artwork is hidden by the carbon fiber M Factory belly pan. The intake was modified to increase airflow and fueling was adjusted using a RapidBike EASY unit. The rear shock is another Öhlins item—Kim modified the linkage and mounter the remote adjuster under the seat. To shake down the bike near the end of the build, Kim and his friends entered a seven-hour endurance race held in South Korea. Not only did the bike perform flawlessly, but they won their class. [Source] 1915 Williams Clady motorcycle Despite the fact this fat-framed bicycle contraption looks like a modern e-bike beach cruiser, it’s actually over 100 years old. And no, it’s not electric—the large fuel tank between the handlebars sort of gives that away. This is a 1915 Williams Clady motorcycle and is one of four prototypes built. It’s only the only one in the world that is currently accounted for. But that’s not the only amazing thing about this bike—if you haven’t already noticed, there’s a rotary radial engine mounted inside the rear wheel. Back in 1915, rotary radial engines were more commonly found in aircraft. Thanks to the way the engine rotates around the crankshaft, they were perfect for propellers in planes and early helicopters. This particular radial engine has a total capacity of 873 cc and pumps out around 10 horsepower. (Only Moto Guzzi would accept figures like those these days, but it was pretty good back in 1915.) It has a two-speed transmission, a Bosch magneto ignition, and a footboard starter system linked to the engine with a chain drive. The fuel tank is mounted at the front of the bike, and the large-diameter sections of the frame tube house the engine oil (like an old Triumph Bonneville). The wide handlebars have a twist-grip throttle, and the front end features leading-link suspension. The saddle-style seat is sprung to smooth out the ride from the rigid tail. If the Williams Clady tickles your fancy, you’ve got until the end of the month to get your affairs in order. It’s going under the hammer at Mecum Auctions in Las Vegas with no reserve—but because of its rarity, design, and incredible condition, we reckon it will go for a pretty penny. [Source] 2025 KTM 790 Duke KTM is on the ropes right now, but that hasn’t stopped them from releasing model updates with the enthusiasm of a company on the up. This time, it’s the KTM 790 Duke that gets a slew of upgrades for the new year—including new tech and EURO 5+ compliance. The Duke’s eight-valve, 799 cc powerplant goes largely unchanged, churning out around 103 hp. At 169 kg [372.6 lbs] dry it’s extremely light—but, because it’s a KTM, the seat height towers at 825 mm. (An optional seat drops the height to 805 mm.) The headlight has been updated to match the current crop of KTMs, making it the only real aesthetic change over the previous generation. The WP APEX forks and rear shock have remained, with steering geometry still keen enough for the 790 Duke to maintain its ‘scalpel; nickname. The light and agile handling is now paired with a new 5-inch TFT dashboard which replaces the old 4.5-inch unit. The new dash brings new functions, including a telemetry screen, anti-wheelie modes, and a selection of riding modes. (Which of those functions are accessible out of the box will depend on KTM’s idiotic paywalls.) The switchgear has been improved for more intuitive use and is now backlit too for when the sun goes down. To increase the 790 Duke’s global reach, KTM also offers an A2 license-compatible version for Europe. Power is bumped down to around 93 hp, but the 87 Nm maximum torque figure stays the same. Given that the 790 is KTM’s base model twin-cylinder Duke, the orange and black liveries it comes in are understated—and, dare we say, a little bland. That said, we’d probably pick the black one with the orange wheels. [KTM 790 Duke]

Love them or hate them, open face helmets aren’t going anywhere any time soon. They’re adored by chopper and bobber riders, fans of vintage café racers and scramblers, scooterists, and anyone who loves the feeling of the wind in their face (and bugs in their teeth).

Sure, an open face helmet won’t protect your face in a crash—but a good one can still safeguard the soft grey stuff between your ears. So if you do insist on riding in one, at least pick a decent three-quarter lid and leave the novelty ‘piss pot’ at home. Here are three options that I’ve tested extensively.

Biltwell Inc. Bonanza Biltwell has a handful of killer full face helmets in their arsenal, but the open-faced Bonanza remains a mainstay of the Californian parts and apparel brand.…

Love them or hate them, open face helmets aren’t going anywhere any time soon. They’re adored by chopper and bobber riders, fans of vintage café racers and scramblers, scooterists, and anyone who loves the feeling of the wind in their face (and bugs in their teeth). Sure, an open face helmet won’t protect your face in a crash—but a good one can still safeguard the soft grey stuff between your ears. So if you do insist on riding in one, at least pick a decent three-quarter lid and leave the novelty ‘piss pot’ at home. Here are three options that I’ve tested extensively. Biltwell Inc. Bonanza Biltwell has a handful of killer full face helmets in their arsenal, but the open-faced Bonanza remains a mainstay of the Californian parts and apparel brand. As their website reads; “Some people prefer the winds of freedom to hit them squarely in the face.” Like all of Biltwell’s gear, the Bonanza helmet is affordable, simple, and stylish. It’s priced at just $129.95 for solid colors and $149.95 for graphic options, with not an ugly one in the bunch. A mix of matte and gloss colors is on offer, with either chrome or rubber trim along the edge. Made with an ABS outer shell and an EPS safety liner, the Bonanza sports a classic three-quarter design with a traditional D-ring strap. It fits true to size and is immediately comfortable—thanks to the quilted brushed fleece inner padding that’s not only plush to the touch, but also breathes well on hot days. It also cuts a slim profile, so you won’t look like a bobblehead wearing it. You’ll find a traditional three-snap setup across the top of the Bonanza, designed to accommodate a visor or peak. (It’s pictured here with a yellow Biltwell visor, but it’ll take just about any standard accessory, regardless of the brand.) The only real issue with the Biltwell Bonanza is that it only has DOT certification—so you can’t ride with it in Europe. I’ve also found that the inner padding tends to develop a little give over time. But since you can pop in new padding for a mere $29.95, that’s hardly a problem. That aside, the Bonanza’s biggest strength is that, like all of Biltwell’s helmets, it’s finished better than some helmets twice its price. [Biltwell Inc. open face helmets] HolyFreedom Stealth Based in Italy, HolyFreedom’s whole vibe is gear that shuns the norm. And nowhere is that more evident than in the outrageous HolyFreedom Stealth helmet. Inspired by stealth aircraft like the Lockheed F-117 Nighthawk, the HolyFreedom Stealth helmet’s calling card is its multi-faceted ABS outer shell. HolyFreedom claims that the unique shape makes the shell stronger, but it’s the visual effect that grabs attention. After all, there are only so many ways to design an open face helmet—so we applaud HolyFreedom for coloring outside the lines. The helmet’s design might seem kooky in photos, but once you see it in the flesh, it’s actually pretty rad. Light pops off the myriad angled surfaces like mad, even on the matte-finished helmet pictured here. Plus there’s a pretty sweet helmet lurking behind the left-field design. The removable padding uses a combination of brushed fleece and faux leather materials, with bold HolyFreedom branding in line with the brand’s bold aesthetic. Three snaps across the top let you add accessories, while a rubber goggle retainer strap at the back acts as more of a design feature than a practical consideration (given how low it sits). The Stealth’s chin strap shuns the typical D-ring closure for a nifty ratchet system. It’s a bit fiddly to adjust at first, but once it’s set up, it’s a cinch to get on and off. Available in matte and gloss finishes at €179.00 [about $184], the Stealth helmet uses two outer shell sizes across its four sizes (small to extra large). The safety layer features a multi-foam EPS core, and the helmet achieves the new ECE22.06 rating. Unfortunately, my head circumference puts me just beyond the reach of HolyFreedom’s size chart, so they sent me a smaller size for my wife instead. Before long, my youngest kid had stolen it as their daily school run lid. Both of them score it high on comfort—but while my kid loves the look of it, my wife politely refers to it as “an acquired taste.” [HolyFreedom open face helmets] Hedon Hedonist Starting at £429 [about $524] for basic colors, and reaching north of £500 for more intricate designs, the Hedon Hedonist helmet’s price is eye-watering. But it’s also one of the most beautiful helmets on my shelf—full face lids included. In the interest of full disclosure, I’ll admit that I was gifted a Hedon Hedonist while acting as a global ambassador for the Distinguished Gentleman’s Ride. So while I think it’s an impeccable piece of gear, I didn’t have to shell out for it myself—and I have trouble recommending it without wincing at the price. That said, if you have cash to burn and feel like adding the Hedonist to your getup, you won’t regret it. The Hedonist’s low-profile and lightweight outer shell is made from a fiberglass and carbon fiber composite and achieves both an ECE22.06 and DOT rating. Available in sizes from XS to XXL, it fits well out of the box. But what truly sets it apart, is how luxurious it looks and feels. Hedon finishes their shells by hand in their studio, using various materials that suit the paint job on each lid. My Hedonist (pictured here with a Biltell visor fitted) wears a delightfully vintage green and white finish, laid down with durable automotive paint. The interior features a soft, anti-bacterial faux suede lining, with genuine leather trim around the sides of the padding and shell, and brass hardware throughout. Like any decent heirloom piece, the Hedonist is also hard-wearing. Mine’s almost seven years old and still fits like the day I got it. The shell and leather bits are scuffed from constant abuse, the brass bits have developed a patina over time, and the liner, although mildly discolored, still smells fresh. If I was offered another Hedon Hedonist, I’d be hard-pressed to say no. [Hedon open face helmets]

After a string of cheap ’70s bikes, I bought my first decent motorcycle—a nearly-new Honda 250 dual sport. I learned a lot of lessons on that bike, and the toughest one cost me some plastics, a little pride and a fat ding in my pickup truck box. That poor Honda ended up on its side plenty of times, but it’s no fun when the ignition’s off and the incident was 100% preventable.

It’s far from the most exciting aspect of owning a bike, but sooner or later you’ll have to transport your motorcycle and there are plenty of ways to get it wrong. Whether by truck, trailer, van or hitch carrier, the basic tenants of safe passage are the same, and the investment in quality gear beats replacing parts.…

After a string of cheap ’70s bikes, I bought my first decent motorcycle—a nearly-new Honda 250 dual sport. I learned a lot of lessons on that bike, and the toughest one cost me some plastics, a little pride and a fat ding in my pickup truck box. That poor Honda ended up on its side plenty of times, but it’s no fun when the ignition’s off and the incident was 100% preventable. It’s far from the most exciting aspect of owning a bike, but sooner or later you’ll have to transport your motorcycle and there are plenty of ways to get it wrong. Whether by truck, trailer, van or hitch carrier, the basic tenants of safe passage are the same, and the investment in quality gear beats replacing parts. Based in Hardenberg, Netherlands, AceBikes was founded in 2007 by riders who insisted on a higher standard of motorcycle transport gear. Initially a passion project, AceBikes has grown into a successful family-owned business focusing on all aspects of motorcycle handling and transport. We’ll have our hands on some of their products next month for a full review, but let’s cover the basics for now. Cinch it Down It doesn’t take an expert to identify that the first thing you’ll need to transport your bike is a quality set of ratchet straps, but using them correctly is equal parts art and science. The key is good anchor points and just the right amount of pressure—tight enough to secure, but not so tight that your suspension weeps. Industrious individuals are bound to have a whole bin of straps on hand, but we recommend getting a dedicated set of straps for your bike. For one, they’ll be tidy and available when you need them, but there are also loads of benefits built into bike-specific straps. AceBikes’ Ratchet Premium package, for example, has plasticized hooks, sewn-in soft straps and the right strap length—all features that make your life easier when you’re loading up. Don’t go overboard with the size of the ratchets, but you want something that will securely handle your pride and joy. These ratchets are approved for a practical 750 daN [1,650 pounds] of pressure. Anchor it Down Reduced to its simplest form, tying a motorcycle off requires strong anchor points and a flat surface to chock your wheel against. On the front of the bike, you’ll want to pick anchor points that pull slightly forward on the handlebars, rather than straight out. Pulling the bike forward creates three firm contact points, ensuring the motorcycle can’t rock right to left. Use a Wheel Chock A good wheel chock is a necessity if you’re loading your motorcycle in a van or trailer, or packing multiple bikes in a tight space. The benefits are three-fold, as the chock holds the wheel in one place, reduces reliance on tie-downs for balance and provides extra stability when you’re loading and unloading. A basic tubular wheel chock will get you by, but it’s worth investing in a higher-end chock if you want to fine-tune your setup. A chock like Acebikes’s SteadyStand Fixed has the added advantage of securing the front and back of the wheel, preventing movement in either direction. Bolt in a quality piece like this one, and you’ll be set for wheels from 10 to 19 inches and tire widths from 90 to 130 mm. For truck beds and other situations where a bolt-in chock is impractical, the AceBikes SteadyStand provides the benefits of a bolt-in chock without drilling holes. Secure the Rear The majority of motorcycle transport focuses on securing the front end, but there are shortcomings with this approach. The front suspension has to be compressed to keep the bike balanced, and that can damage fork seals and other components if you go beyond the normal range of travel. A fork brace can help alleviate this, but there’s more to gain by securing the rear wheel, and most transporters will insist on rear straps or a wheel strap. Bumps and hard stops along the way can shift your bike side to side—remember, the back of the bike is already light with the front suspension compressed. If parts of your rear subframe are exposed, you can use a soft strap kit like Acebikes’ Cam Buckle Pro to even out the load by compressing the rear suspension. That’s not always an option, as some rear subframes are concealed or otherwise not up to the task, and in that case, you’ll need a rear wheel strap like Acebikes’ TyreFix Pro. A wheel strap won’t compress the rear suspension, but it still allows you to rely less on the front straps to keep the bike planted—and it also looks damn cool. Ramped Up Any rider with a social media account has seen the ramp fail compilation videos; it’s tragic, but you can’t look away. The ramp gets a bad wrap, but it can be used safely if you’re smart. Limit the danger level by using a high-quality ramp with a strap to keep it from sliding. The wider the ramp the better, and remember to use natural elevation to your advantage. Photos courtesy of AceBikes | Website | Instagram

An old saying in aviation says ‘If it looks right, it flies right,’ summarizing the idea that the most ideal mechanical designs are often the most visually pleasing. While beauty is decidedly in the eye of the beholder, there’s no debating the Rickman brothers’ performance chops, and not a single item out-of-place on this exceptional 1974 Rickman Kawasaki CR900.

In viewing Lot F171 of Mecum’s upcoming Las Vegas 2025 sale, the impact of the retina-searing safety yellow (or green?) paintwork is undeniable. It’s a bold color that feels like it’s just come back into fashion, but it’s correct for the bike and I’ll go out on my first limb of the new year by saying I fucking love it.…

An old saying in aviation says ‘If it looks right, it flies right,’ summarizing the idea that the most ideal mechanical designs are often the most visually pleasing. While beauty is decidedly in the eye of the beholder, there’s no debating the Rickman brothers’ performance chops, and not a single item out-of-place on this exceptional 1974 Rickman Kawasaki CR900. In viewing Lot F171 of Mecum’s upcoming Las Vegas 2025 sale, the impact of the retina-searing safety yellow (or green?) paintwork is undeniable. It’s a bold color that feels like it’s just come back into fashion, but it’s correct for the bike and I’ll go out on my first limb of the new year by saying I fucking love it. Boasting an impeccable restoration and all the design savviness that made Rickman famous, this CR900 makes our shortlist from Mecum’s big sale. The masterminds behind the marque are Derek and Don Rickman, initially competitive motocross racers, who recognized the need for better chassis performance to handle the rigors of off-road competition. The Rickman brothers went into business in England sometime in the late 1950s, and it didn’t take them long to forge a reputation for exceptional craftsmanship. Superior lightweight design, improved geometry and Reynolds 531 tubing were the defining characteristics of a Rickman chassis. This branded manganese–molybdenum, medium-carbon steel had become a benchmark for the finest fabrication of the time, used in automotive, aeronautical and (most notably) bicycle frame applications. Rickman’s handbuilt frames, combined with off-the-shelf engines, revolutionized off-road racing by offering superior handling, rigidity and weight savings. The success of their motocross frames led to the development of road-going and track-focused chassis, and by the 1960s, Rickman Motorcycles had become synonymous with high-performance custom builds. Their ‘Metisse’ (French for ‘mongrel’) frames gained worldwide acclaim, particularly when paired with engines from Triumph, BSA and Matchless. By this time, Rickman had become a legitimate manufacturer and expanded its offerings to include fully faired café racers and street bikes, often outfitted with Japanese powerplants from brands like Honda and Kawasaki during the 1970s. This transition capitalized on the handling faults of popular high-powered Japanese models, and the company continued to refine their signature handmade frames, fiberglass bodywork and innovative design elements like integral oil-in-frame systems. It takes no more than a passing glance at this Kawasaki Z1-based Rickman CR900 to see the design and manufacturing excellence that earned Derek and Don Rickman their place in the A.M.A. Motorcycle Hall of Fame. The hand-built Reynolds 531 frame has purposeful performance geometry, with every tab, bracket and linkage being no heavier or more complicated than need be. It’s simple and elegant, with a thick nickel-plated finish to top it all off. Rickman went to such lengths with the chassis to tame one of the most wiley beasts of the day, the 903 cc DOHC four-cylinder sourced from the Kawasaki Z1. Developed to topple Honda’s CB750 and establish Kawasaki as the king of motorcycles, the Z1 offered staggering performance to the tune of 82 hp at 8,500 rpm. The Z1’s performance did indeed set the world ablaze, but like many of its contemporaries, the Z1 had a nasty habit of wiggling like a worm when you got off the throttle, and the engine could easily outrun its single front disc and rear drum. Rickman’s progressive dual-shock swingarm and Lockheed discs were a quantum leap forward, laced to Borrani aluminum wheels with CAD-plated 10-inch rotors. To compete with the fit and finish of the big manufacturers, Rickman outfitted the CR900 with a full suite of fiberglass bodywork, including a full CR fairing, Daytona-style tail section and Grand-Prix tank and side covers—these being exceptionally rare items to source today. Graced with a screaming safety yellow finish with black stripes, the CR900 was unlike any bike available in 1974 and Rickman produced just 146 examples that year. Discovered in Florida and comprehensively restored in the early 2000s, you’ll find few nicer examples of the Z1-based ’74 CR900 than Lot F171. While its replacement engine may hold the value down some, there’s simply nothing to scoff at upon a close inspection, and the bike has clearly been well cared for. Its fair value is probably between $25,000 and $30,000, but hey, it’s a no-reserve sale and could be your lucky day. Lot F171 crosses the block on Friday, January 31. Source: Mecum

Like a connoisseur of fine wine, art, or vintage vinyl, every Ducati Monster enthusiast has an era they swear by. For Tony Prust at Analog Motorcycles, it’s the mid-2000s—specifically, the Ducati Monster S2R 1000.

“I cut my teeth customizing my own 2007 Ducati Monster S2R 1000, back when I started getting into motorcycle customization,” Tony tells us. “I tailored bits and pieces like belt covers, lowered the dash and headlight, and actually sold some of those modifications to other Monster owners. That bike was also the first one I fully took apart to powder-coat loads of parts.”

Tony’s love affair with the Ducati Monster S2R 1000 came full circle when a client asked him to build the ultimate air-cooled Monster.…

Like a connoisseur of fine wine, art, or vintage vinyl, every Ducati Monster enthusiast has an era they swear by. For Tony Prust at Analog Motorcycles, it’s the mid-2000s—specifically, the Ducati Monster S2R 1000. “I cut my teeth customizing my own 2007 Ducati Monster S2R 1000, back when I started getting into motorcycle customization,” Tony tells us. “I tailored bits and pieces like belt covers, lowered the dash and headlight, and actually sold some of those modifications to other Monster owners. That bike was also the first one I fully took apart to powder-coat loads of parts.” Tony’s love affair with the Ducati Monster S2R 1000 came full circle when a client asked him to build the ultimate air-cooled Monster. “He has a couple of modern bikes, but wanted something simple to rip around town on,” says Tony. “The air-cooled models certainly help to keep things simple, both aesthetically and mechanically.” A low-mileage Monster S2R 1000 was sourced for the project. The client had two specific requests; he wanted to retain the stock fuel tank, and he wanted a swish set of custom wheels on the bike. Everything else was up to Tony. “He was willing to let me have creative freedom to tailor it how I would if it were mine,” he tells us. “Since I prefer to build riders, I built it as if I planned to ride it a lot; upright handlebars, some room in the seat to get comfortable, and all the things you would need to make it a daily rider if desired.” Tony’s first task was to add some flair to the Monster’s fuel tank without ruining its classic lines. He fabricated a pair of small tank fairings that not only look great, but also direct air to the rear cylinder. Next, the subframe was modified and the iconic Ducati trellis frame was de-tabbed. A new seat pan and rear hump were fabricated, before regular Analog co-conspirator, Dane Utech at Plzbeseated, topped it off with elegant upholstery. The Monster’s new bodywork is different enough to set it apart from the stock bike, but not so outlandish that it ruins the S2R’s classic appeal. Moving to the chassis, Tony added new fork cartridges and an upgraded rear shock, both from Matris Dampers. As per the client’s request, a gorgeous set of spoked wheels was ordered from Jonich Wheels in Italy, specced with black and bronze finishes. The plan was to carry the same color scheme through to the rest of the Monster—but since the wheels were being custom-built, Analog had to be patient. Luckily Jonich sent over a set of paint samples, so that the team could tackle the rest of the finishes with zero guesswork. The frame, forks, swingarm, and a handful of other bits, were all sent to Southern Powdercoating for a bronze chrome finish. Krossover Customs laid down a tasteful silver, black, and bronze livery over the bodywork. The remaining parts were done in black—save for the engine, which was repainted in the original silver hue by Apex Cycles. With 95 horsepower from the Monster’s 992 cc motor, there was little need for internal upgrades. Instead, Analog modified the air box, installed a K&N filter, and built a new exhaust system with Cone Engineering mufflers. Ceramic coated in black by Loko Performance, the asymmetrical exhausts reportedly sound as rowdy as they look. “I always wear earplugs when I ride,” says Tony. “That may not be most people’s go-to, but I’d recommend it in this case.” A Microtech ECU was added next, before the bike went off to Mark Sutton (formerly of Ducshop) for a tune. The Monster also employs a Ducabike six-spring slipper clutch and slave cylinder, with a billet aluminum clutch cover from TPO. Going deeper, Analog built an all-new wiring loom around a Motogadget control box. The cockpit features Rizoma handlebars, Magura controls, Motogadget switches, and Vortex grips. A tiny Motogadget speedo sits atop the upper bar clamp, complete with a row of LED idiot lights. CRG bar-end mirrors round out the package. For lighting, Tony picked an LED headlight from Speed Moto Co. and mounted it on custom-made brackets. The front turn signals are from Analog’s in-house brand, Analog Motor Goods, while the rear units are from Highsider. A Denali LED taillight is neatly embedded into the back of the tail bump. Finishing touches include a Vortex fuel cap, Spiegler brake hoses, and CNC Racing rear-set foot controls. Tony has a gift for balancing form and function, and he’s used it to great effect with this Monster restomod, by amplifying both its timeless style and its rideability. “It’s a super fun bike to ride and rip around back roads on,” he adds. “It has a ton of torque—like a properly tuned Monster should.” Analog Motorcycles | Facebook | Instagram | Images by Steve West

The Yamaha SR150 is Taiwan’s best-kept secret. Exclusively manufactured and sold locally, the cheap and cheerful single sold in droves in its heyday, mostly to commuters and delivery riders. It’s no longer in production—but it’s found new life in the custom scene.

We’ve seen slick custom SR150s from workshops like Hide Work Custom, TwentyTwo Custom, and Twist.Co. But this plucky Yamaha SR150 bobber comes from an outfit that’s new to these pages; Balls Custom.

Based in New Taipei City, the cheekily-named Balls Custom shop is part workshop, part café. They were tasked with customizing the Yamaha SR150 by a female rider who wanted something small and manageable to scoot around on. Visual inspiration for the build came from an unlikely source—the vintage BMW R50.…

The Yamaha SR150 is Taiwan’s best-kept secret. Exclusively manufactured and sold locally, the cheap and cheerful single sold in droves in its heyday, mostly to commuters and delivery riders. It’s no longer in production—but it’s found new life in the custom scene. We’ve seen slick custom SR150s from workshops like Hide Work Custom, TwentyTwo Custom, and Twist.Co. But this plucky Yamaha SR150 bobber comes from an outfit that’s new to these pages; Balls Custom. Based in New Taipei City, the cheekily-named Balls Custom shop is part workshop, part café. They were tasked with customizing the Yamaha SR150 by a female rider who wanted something small and manageable to scoot around on. Visual inspiration for the build came from an unlikely source—the vintage BMW R50. The SR150 and R50 are worlds apart, so Balls wasn’t looking to copy every aspect of the classic boxer’s design. The idea was to take key elements from the R50 and reinterpret them for the newer Yamaha. A compact fuel tank, bobbed seat, and low-mounted rear fender were all on the list. Before they tackled the bodywork, Balls tore the Yamaha SR150 down to its nuts and bolts and began massaging the frame. The pint-sized runabout needed a lot more than a subframe chop to bring it in line with the team’s vision though. Balls ended up welding in a thicker frame backbone, fettling the steering neck, and redesigning the rear end with new shock mounts. Next, the guys modified the swingarm and installed a pair of chromed rear shocks. The wheels were swapped out for 16” items, built with aluminum hoops and the OEM drum brake hubs. They’re wrapped in matching 3.5-inch-wide Kenda K489 tires. Next, Balls fabricated an adorable fuel tank to sit atop the tweaked frame, topped off with a chromed filler cap. A kangaroo and pig leather saddle sits just behind it. Handmade fenders and brackets sit at either end of the bike, with a classic taillight mounted in an integrated housing on the rear fender. The headlight mount is a custom piece too, as are the brackets that hold the Yamaha’s vintage-style turn signals. Balls kitted the cockpit with a set of stainless steel handlebars, fitted with the bare minimum controls and switches. The ignition’s been relocated to a custom bracket just below the fuel tank, on the left side of the bike. The brake pedal and gear shifter are custom stainless steel bits. Looking to squeeze a little more juice out of the baby SR, the crew cracked open the motor and bumped it up to 226 cubic centimeters. It’s fed by a Yoshimura carb and a velocity stack, and exhales via a custom-made stainless steel exhaust system. The crew wanted to keep the SR150’s new exhaust as unobtrusive as possible, so they built a boxy muffler underneath the bike that gently matches the curve of the frame’s lower rails. From there, a short curved section directs gasses upward and out, mimicking the look of an open system. Other subtle custom touches include a neat aluminum front sprocket cover and a hidden box that holds a Lithium-ion battery. The Yamaha SR150’s silver frame and fuel tank sport an electroplated silver finish that’s almost as brilliant as chrome, but with a more satin-like finish. Conversely, the silver bits on the fenders are polished aluminum, to show off Balls’ handiwork. Line and Circle Custom Studio added the blue paint and silver leaf striping, tying the whole thing together stylishly. Quirky, yet handsome in its own special way, Balls Custom’s Yamaha SR150 bobber is the perfect cure for the Monday blues—and a great reminder that the littlest SR has miles of potential. Balls Custom Instagram | Images by Amos Wang and Weeber Photography

Many custom bike builders develop a signature style over time—but that style is often attached to one particular make, model, or era of motorcycling. Then there are craftsmen who can apply their distinct art to any canvas, without compromise. Kengo Kimura of Heiwa MC is one such artisan.

Based in Hiroshima, Kimura-san is one of the leading lights in the Japanese custom scene. His custom bikes are recognizable for their elegant tapered silhouettes, and the way each part harmonizes with the next. Most of his projects use older models as donors, but he’s just as adept at modifying new bikes—as evidenced by this handsome 2024-model custom Triumph Scrambler 900.

What’s remarkable is how much Kengo’s been able to manipulate the modern Triumph to suit his vision.…

Many custom bike builders develop a signature style over time—but that style is often attached to one particular make, model, or era of motorcycling. Then there are craftsmen who can apply their distinct art to any canvas, without compromise. Kengo Kimura of Heiwa MC is one such artisan. Based in Hiroshima, Kimura-san is one of the leading lights in the Japanese custom scene. His custom bikes are recognizable for their elegant tapered silhouettes, and the way each part harmonizes with the next. Most of his projects use older models as donors, but he’s just as adept at modifying new bikes—as evidenced by this handsome 2024-model custom Triumph Scrambler 900. What’s remarkable is how much Kengo’s been able to manipulate the modern Triumph to suit his vision. The British marque has done well to keep the Scrambler 900 looking rather tidy out of the box, but it still packs a hefty amount of electronic doohickies. There’s a lot to clean up—and one wrong move could turn the bike into a very stylish (and expensive) paperweight. That hasn’t stopped Kengo though. Thanks to his deft handiwork, this neo-retro scrambler could easily pass for a vintage machine. As you’d expect, there are a lot of handmade parts in play. Kengo removed all of the Triumph Scrambler 900’s bodywork, replacing it with custom aluminum pieces. The design starts with a generous front fender, mounted on hand-bent stays, before continuing through to a svelte fuel tank and a tracker-style tailpiece. Kengo’s first big challenge was accommodating the Triumph’s bulky fuel pump in such a small space. To get around it, he instead housed the pump in a second aluminum reservoir, situated under the seat. The lack of side covers puts more clever craftsmanship on display—starting with the Scrambler 900’s new bespoke subframe. Kengo hacked the original unit off, before welding mounting points to the main frame and fabricating a bolt-on section that looks better than factory. Keen eyes will also notice the lack of Triumph’s traditional twin-rear-shock arrangement. Kengo lengthened the stock swingarm, shaved off its original shock mounts, and added a brace that doubles as the lower shock mount. An Öhlins shock connects the swingarm to a custom upper shock mount. A set of rare Italian-made Forcelle forks do duty up front, held in place by custom-made aluminum yokes. A small headlight floats between the yokes, hung from a handmade brace that echoes the design of the front fender stays. Cross-braced Renthal handlebars sit further back, fitted with ProTaper dirt bike grips. Kengo has somehow managed to navigate around the modern Triumph Scrambler’s can BUS system, reducing the dashboard to a small Motogadget speedo with a pair of basic switches. A slim LED taillight, and discreet LED turn signals, round out the lighting package. Kengo also fabricated a new sump guard, sprocket cover, and radiator guard. (The latter includes a housing for the ignition barrel, situated low down on the left-hand side). Heiwa’s Triumph is finished off in a bewitching light grey livery from Shakin’ Speedgraphix, complete with dark grey accents and silver leaf striping. The upholstery comes courtesy of Ya.Seat.Custom in Bangkok, and the marvelous twin exhausts are Kengo’s doing. If you’ve been aboard a Triumph Scrambler 900, you’ll know that it’s fairly compact in stock form. But Kengo’s managed to make it look even skinnier, and a heck of a lot classier. As we’ve come to expect from Heiwa, there’s not a single thing we’d change—other than the name on the title. Heiwa MC | Facebook | Instagram | Images by Kazuo Matsumoto

Every five years, Harley-Davidson releases a fresh slew of special anniversary editions. They’re usually existing models, upgraded with fancy liveries and, in some cases, numbered plaques. But the fact that they come out twice a decade (and in strong numbers) sort of diminishes their allure.

It’s little wonder, then, that the owner of this 100th Anniversary Harley Springer Softail had no qualms about handing it over to our man in Taiwan, Winston Yeh, for a Rough Crafts makeover.

As implied, the 2003-model Harley-Davidson Springer Softail followed The Motor Co.’s typical Softail formula, with a vintage-style springer front end added to the mix. This particular example had already been dressed in a handful of aftermarket parts, so Winston’s client had no illusions about keeping it stock.…

Every five years, Harley-Davidson releases a fresh slew of special anniversary editions. They’re usually existing models, upgraded with fancy liveries and, in some cases, numbered plaques. But the fact that they come out twice a decade (and in strong numbers) sort of diminishes their allure. It’s little wonder, then, that the owner of this 100th Anniversary Harley Springer Softail had no qualms about handing it over to our man in Taiwan, Winston Yeh, for a Rough Crafts makeover. As implied, the 2003-model Harley-Davidson Springer Softail followed The Motor Co.’s typical Softail formula, with a vintage-style springer front end added to the mix. This particular example had already been dressed in a handful of aftermarket parts, so Winston’s client had no illusions about keeping it stock. The brief was to turn it into a no-holds-barred Rough Crafts special, with one particular note. “He’s obviously into that old school vibe,” explains Winston, “so the one request he had was to keep it a ‘springer’ Softail.” Winston sought to retain the vintage aesthetic of the front end—but improve its performance. So he ditched the OEM Harley springer fork in favor of a stunning billet aluminum setup from Rebuffini. The black-anodized fork utilizes a pair of Öhlins shocks. Next, Winston specced the rest of the Harley’s running gear to perfect its stance. “I decided to go with that old school chopper vibe,” he tells us, “but, as usual, without changing the frame.” The Softail now rolls on carbon fiber wheels from BST, with a skinny 21” hoop up front and a less skinny 17” unit at the back. They’re wrapped in Pirelli rubber, with Rough Crafts-branded Beringer Aerotec brake calipers to slow them down. Rough Crafts brake carriers and Beringer discs complete the setup. A Progressive Suspension shock is hooked up to the stock swingarm, improving the rear-end ride feel. The Softail not only looks perfectly balanced now, but it should perform a whole lot better too. The new components also go a long way to shedding visual weight, giving the machine a lithe appearance that’s echoed in its svelte bodywork. As we’ve come to expect from Rough Crafts, every part is pixel-perfect. A bolt-on Rough Crafts ‘Guerilla’ fuel tank perches atop the Softail frame, mounted high and far back to add a little Frisco style. A bespoke solo seat sits behind it, followed by a tight rear fender that has just the slightest kick in its tail. There’s no front fender—just a small headlight covered in a vertical grill; a hallmark of Rough Crafts’ bikes since day one. The cockpit wears a set of mini-ape bars, held in place by Rough Crafts risers. The grips are RC x Arlen Ness items, and the controls and switches are from Rebuffini. A tiny Motogadget speedo sits in the middle of the bars. Koso LED turn signals hang from the handlebars, with three-in-one Koso LEDs attached to the swingarm to act as taillights and rear turn signals. The mid-mounted foot controls are from Famous Fabricator, while the actual pegs are, once again, from the RC x Arlen Ness catalog. The engine internals are stock, but the exterior boasts a handful of tasty upgrades. An open belt drive from Belt Drives Ltd dominates the left-hand side, Roland Sands rocker box covers sit up top, and a Rough Crafts intake pokes out on the right. The Harley’s been converted from a belt to a chain drive too, with an RK Takasago chain and Supersprox sprockets. An elegant two-into-one exhaust adds a finishing touch, sporting a pseudo-fishtail muffler. It’s a style that Winston’s been playing with lately, and it’s a welcomed break from the garden variety exhaust systems you typically see on old Softails. Nicknamed ‘Imperium Talon,’ Rough Crafts’ Harley Springer Softail was put together by Winston’s usual coterie of collaborators. CT-Garage handled the heavy lifting, SFC Simon Fiber Craft added the lush carbon fiber accents, and Rover Works Custom Paint and Rebirth Sign Painter teamed up to execute the livery. Finally, 2 Abnormal Sides created a pair of Rough Crafts tank badges, plus collars to mount on the custom brass pushrod tubes. With judicious chrome and brass details shining against the mostly-black finishes, this Softail is Rough Crafts at its best. Rough Crafts | Facebook | Instagram | Images by Daryl Chung Imaging Studio

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Breaking Car News, Scoops & Reviews

A judge ruled that the employee is entitled to sue the dealership for being fired as retaliation, but not for discrimination

Content from the finance manager’s wife was shared with bosses at the Lexus dealership. The man was told he could no longer be employed as others didn’t want to work with him. A federal judge ruled that he can sue the dealership over being fired for “retaliatory reasons”. Plenty of industries have boomed in the post-COVID world, perhaps none more so than the world of homemade adult content. But for one Lexus dealership employee, this surge led to trouble in March 2022, when he was fired after a subordinate discovered his wife’s adult content online and shared it with others at the dealership. Now, a federal judge has ruled that the former employee can move forward with legal action against the dealer. A legal filing reveals that used car finance manager Russ Kirby had worked at Sewell Lexus in Dallas, Texas, for a decade before getting the axe. A fellow dealer employee discovered racy accounts run by Kirby’s wife on Instagram, Twitter, OnlyFans, and PornHub, and proceeded to take screenshots of them and share them with other employees and managers. Fired Over “Wife’s Content” Not long after the screenshots made their rounds, Kirby was called in to meet with the general manager of the dealer and the executive vice president. In the meeting, he was told managers were aware of his “wife’s content” and couldn’t have him “in an environment where people don’t want to work with” him. And just like that, Kirby’s decade-long tenure at the dealership came to an end. The former Lexus finance manager claims he was forced to tolerate biased statements while working for the dealer, was treated differently than other employees, and was fired for “discriminatory and retaliatory reasons.” He adds white employees were not sacked despite having suggestive and revealing images on their social media accounts. While Kirby is not part of a protected class, he claims associational discrimination because he’s “married to a woman who is black.” Read: Lexus Lawsuit Says $30 Part Could Have Stopped Water Leaks In Interiors In his legal challenge, Kirby has successfully made a case for retaliation, with the court agreeing that there’s enough to move forward on that front. However, he has not made a compelling case of discrimination, the court ruled, stating that the content his wife produced cannot be compared with the “suggestive” Halloween costumes and bikini photos shared online by co-workers. If nothing else, Kirby’s case murky intersection of personal lives, workplace boundaries, and the lingering taboos surrounding adult content. If nothing else, it’s a reminder that what you do outside of work can still have an unfortunate habit of following you into the office, especially when your coworkers are apparently amateur detectives.

Unfortunately, the car is not in running condition but could still appeal to some motorsport collectors

The E21 was driven by Kimi Raikkonen and Romain Grosjean, securing six podium finishes. RM Sotheby’s is offering the car in its original 2013 livery directly from Alpine F1 Team. It’s not every day that a modern Formula 1 car pops up at a public auction. And when one does, it’s usually a championship-winning example with a price tag that soars well beyond $10 million. But come February, a 2013 Lotus E21 F1 car will cross the auction block and is expected to sell for between $375,000 and $475,000, roughly on par with a well-specced Ferrari 296 GTB. This particular Lotus has a solid pedigree, having been driven by both Kimi Raikkonen and Romain Grosjean during the 2013 Formula 1 season. While it doesn’t have a race win under its belt, this car claimed six podium finishes and played a pivotal role in the outfit finishing an impressive 4th place in the constructors’ championship that year. Read: Michael Schumacher’s 2006 F1 Ferrari Could Smash Auction Records Chassis E21-04 saw plenty of action that season. Raikkonen piloted the car, notably finishing second at both the German and Hungarian Grands Prix. He also brought it home in fifth at Silverstone and managed an 11th-place finish at Monza. From September onwards, the Lotus was handed over to Grosjean, who squeezed even more success out of it. Highlights of his stint include a trio of third-place finishes in Korea, Japan, and India, plus a fourth-place result in Abu Dhabi. Grosjean even came close to a win, finishing second at the United States Grand Prix. So, while this specific car doesn’t have any race wins, it did have quite a successful season. RM Sotheby’s has been tasked with selling. The car is being offered directly from the BWT Alpine F1 Team and looks just like it did during the 2013 season. The listing notes the car is “presented in static, non-running condition,” but doesn’t specify if the original 2.4-liter naturally-aspirated Renault V8 has been removed or if it simply needs some work to run again. If the V8 has been taken out, then that certainly detracts from some of the racer’s appeal. Nevertheless, for those collectors out there tired of adding yet another mid-engined supercar to their garages, having the chance to own an F1 car might be too tempting to pass up.

Officers discretion to begin a pursuit is weakened and limited to the most serious violent crimes

The NYPD will no longer pursue suspects allegedly involved in non-violent criminal activity. This policy includes traffic violations, minor infractions, and other non-violent misdemeanors. It’s unclear how the NYPD will view those who engage in highly dangerous reckless driving. In a move that appears to signal a shift toward prioritizing safety, NYPD Commissioner Jessica Tisch has rolled out a new policy for the department tightening the rules on vehicle pursuits. The updated guidelines restrict chases to only the most serious of crimes. The Commissioner says this will strengthen street safety, still enable officers to do their job, and require the department to use modern tools to apprehend low-level offenders. For years, one of the key issues with police pursuits has been the department’s vague or inconsistent protocols. For example, officers were to consider the location and population density before beginning a pursuit. Now, they’re specifically discouraged from pursuing a suspect if they’re near a school, a playground, or in a residential area. In addition, officers cannot be the subject of criticism or discipline for terminating a pursuit out of a concern for safety. Read: NJ Police Gave Drivers With Courtesy Cards Or Police Ties A Pass On Serious Traffic Violations Commissioner Tisch pointed out some sobering statistics during the policy announcement. In 2024, , there were 2,278 vehicle pursuits by the NYPD. A full 25 percent of those chases resulted in “some combination of a collision, property damage, or physical harm.” On top of that, 67 percent of these chases stemmed from suspects fleeing a routine traffic stop, situations that under the new policy will no longer warrant a pursuit. Notably, this is absolutely in line with modern policing studies and research. Police who study the subject have even admitted that chases are dangerous and they often happen too easily. No policy will ever be perfect and the NYPD does have some tools that can help, like the helicopter featured below. While the new policy appears well-intentioned, some concerns remain unaddressed, like the growing trend of “swimming” in the tri-state area. Viral videos have shown brazen criminals going as far as to do donuts around NYPD patrol cars who then didn’t give chase. Video: BMW 7 Series Flees NYC Traffic Stop, Crashes Into Pedestrians Carscoops reached out to Commissioner Tisch to clear up some of the concerns about such driving. As of this writing, she has not replied. If she does, we’ll be sure to update you. For now, it seems as though the highways in and around New York City might be the new American Autobahn for those willing to run from police. Credit: NYPD

Data mining apps reportedly included GasBuddy, Sirius XM, Routely, Life360, and Fuel Rewards

Allstate and Arity have been hit with a class action lawsuit, following hot on the heels of a lawsuit from the State of Texas. The latest suit says the companies collected data on more than 45 million Americans without their consent. This information was reportedly sold and used to justify everything from dropping coverage to raising insurance premiums. Texas recently sued Allstate and Arity for violating data privacy laws. The Lone Star state alleged they “conspired to secretly collect and sell ‘trillions of miles’ of consumers’ driving behavior data from mobile devices, in-car devices, and vehicles.” Fast forward to today and the lawsuits are piling up. The latest comes from the Morgan & Morgan and Clifford Law Offices, which have filed a class action suit in the Northern District of Illinois. It alleges the companies invaded the privacy of more than 45 million Americans by collecting their data without prior consent. The suit spans 26 pages, but claims the duo “developed software that could be integrated into third-party apps to secretly collect consumers’ driving behavior.” More: Allstate Accused Of Using Apps Like GasBuddy To Spy On Drivers And Raise Rates Digging into the complaint, it claims Allstate and Arity paid app developers millions of dollars to integrate their software development kit (SDK) into apps and further incentivized them with bonuses for “increasing the size of their dataset.” This software collected an assortment of data from smartphones that had those apps installed. This is said to include “geolocation data, accelerometer data, magnetometer data, and gyroscopic data, which monitors details such as the phone’s altitude, longitude, latitude, bearing, GPS time, speed, and accuracy.” That’s an enormous amount of information and the lawsuit said Allstate monetized it in multiple ways. For their own purposes, the company allegedly used the information when consumers requested a car insurance quote or had to renew their coverage. This ranged from denying or dropping coverage to justifying higher insurance premiums. The defendants also allegedly sold access to other insurers. If that wasn’t bad enough, the complaint alleges consumers weren’t aware of the data collection and the selling of that information. They also reportedly never consented to it. While that’s a quick summary, the lawsuit was filed on behalf of Demetric Sims who used the Sirius XM app. It’s one of several – including Routely, Life360, GasBuddy, and Fuel Rewards – that reportedly integrated the Arity SDK. In a joint statement, the law firms said “Allstate has allegedly built the ‘world’s largest driver database’ by collecting and selling data about tens of millions of people without their consent. Our class action lawsuit alleges that Allstate undertook this data collection effort to increase its profits at the expense of unaware consumers and their privacy. We are fighting on behalf of our clients to put a stop to this purportedly improper data collection and hold Allstate accountable for its alleged surveillance and invasion of privacy.”

While the deer didn’t make it out alive, the Tesla continued on as if nothing had happened

A Tesla Cybertruck driver hit a six-point buck while traveling at 75 mph down the road. The truck not only survived the incident but drove away as though it never happened. Those with experience handling such incidents say the truck’s protection proved impressive. Animal collisions on the road are a sad reality we all face from time to time. Preventing those accidents from becoming fatal to vehicle occupants is imperative wherever possible. Now, a new video showing the damage to a Tesla Cybertruck after a high-speed deer impact suggests that the truck is quite safe in such a scenario. According to Justin Demaree, the incident happened at around 4 am as he and others traveled to Boca Chica. Out of nowhere, a deer stepped into the path of the Cybertruck and there was no way to avoid hitting it. This wasn’t a tiny deer either. It was a six-point buck and it hit the pickup on the front driver’s side corner where the front wraps around to the side. More: Cybertruck Attack Exposes Chilling Truth About How Much Cars Spy On Us The deer, tragically, didn’t survive the collision, but the truck came out with flying colors. Demaree, who runs the BeardedTesla social media accounts, showed off the damage soon after the crash. The front fender is pushed back toward the cab slightly, the inner fender liner is damaged, and the strip of metal above the window is bent back. Demaree says this is a Turo rental so he won’t be able to track the repair timeline but estimates that it’ll cost around $5,000 to repair. That might sound like a lot but keep in mind the forces at play at such a speed. Erik Lutes, a former law enforcement officer, said of the crash and resulting damage “I worked in Law Enforcement for 5 years, worked countless deer wrecks. This is insane how well it held up.” Demaree provided a few more details about the wreck on X. Cybertruck vs Deer at 75 MPH This thing drove on FSD after this too 😳 pic.twitter.com/bgmNSMpKVr — Bearded Tesla (@BeardedTesla) January 15, 2025 For example, Demaree noted that the Tesla did not have Full Self-Driving (FSD) engaged at the time of the collision, as the driver was in full control throughout. Impressively, the truck was able to drive away from the scene without any major features being compromised. In fact, after leaving the crash site, the driver activated FSD, which successfully handled most of the remaining trip to the group’s destination. Credit: BeardedTesla

An official launch of the second-generation VW T-Roc is expected soon, with sales to follow later this year

The next-gen VW T-Roc builds on its predecessor’s design with sharper, fresher details. The compact crossover shares its MQB Evo platform with the latest updated Golf Mk8.5. Mild-hybrid engines are expected, along with a Golf R-powered performance variant. The first images of the second-generation VW T-Roc have surfaced online, showcasing a compact crossover that builds on the current model’s design while incorporating fresh elements borrowed from its larger sibling, the Tiguan. If you’re wondering about the source of these photos, they appear to have come from VW’s own infotainment screen. Yes, this is becoming a bit of a trend for the brand, as similar leaks happened in the past with the Golf GTI and the Touareg. The new T-Roc is tipped to land later this year and holds significant weight for Volkswagen, especially in key markets like Europe. It’s consistently one of the continent’s best-selling vehicles, often landing just behind familiar names like the Dacia Sandero, VW Golf, and Renault Clio. In fact, last year, it was VW’s second best-selling model worldwide, trailing only the Tiguan in overall numbers. Positioned between the T-Cross and Tiguan in Volkswagen’s crossover-heavy lineup, this new generation will serve as an important rival to the Hyundai Kona and Toyota C-HR. The outgoing model shares a lot in common with the old Mk7 Golf, but the new T-Roc will use the same underpinnings as the Mk8.5 Golf, including its MQB Evo architecture. Read: Here’s What We Know About The Second-Gen VW T-Roc Dominating the front end of the new T-Roc is a gargantuan grille with large hexagon-shaped cut-outs and sharp intakes. The headlights are similar to plenty of other VW models, including the Tayron and Tiguan, but have a slightly more tapered and aggressive shape. They are joined by an LED light bar. Photos Cochespias / Wilkoblock The side profile has seen its fair share of updates, too. For example, the front overhang appears longer than the first-gen model, and a new set of black and silver wheels stands out. The sharp crease running along the top of the door skins has been removed, and there are few curved creases on the quarter panels. A similarly thick C-pillar to the current T-Roc has been retained and the rear window is just as tapered. VW’s designers have also worked overtime on the rear end of the T-Roc. They’ve crafted new taillights for it, a light bar, and overhauled the rear bumper and tailgate. What About Powertrains? Specifics about the engine lineup remain unknown, but we can expect a similar potpourri of offerings to those found in other compact VW models, such as the Golf, including several mild-hybrid options. A new T-Roc R performance variant is also expected, likely powered by the same 2.0-liter turbocharged four-cylinder engine found in the Golf R. Many are also hoping for a plug-in hybrid addition to the range, though VW has yet to confirm anything on that front. View this post on Instagram A post shared by Rollende Reporter (@rollendereporter)

BMW M's most iconic car is about to get an electric makeover

BMW has begun testing an electric M3 in Sweden, following a preview last month. Little is known about the model, but it appears lower and wider than the upcoming i3. The car could have a quad-motor powertrain producing more than 700 hp. Last month, BMW M quietly released the first pictures of a high performance Neue Klasse EV. Now, spy photographers have caught the prototype undergoing cold weather testing in snowy Sweden. Set to become the first M3 EV (or i3 M), the prototype is heavily disguised but closely resembles the Vision Neue Klasse concept. Starting up front, there’s a wide ‘grille’ that is flanked by sweptback headlights. Further below, we can see what appears to be an expansive lower intake. More: BMW M Teases A Hot Neue Klasse M3 EV The model also wears streamlined bodywork with flush-mounted door handles. Those aerodynamic cues are interrupted by pronounced fender flares that indicate the prototype has a wider track than the standard i3. Additional details are hard to make out, but the model has a rakish windscreen and an evolutionary greenhouse. We can also see a rounded rear bumper as well as a nearly vertical trunk. Spy photographers didn’t get a good look inside, but BMW recently introduced their new Panoramic iDrive system at CES. It features an expansive pillar-to-pillar display located at the base of the windscreen. The display is broken up into three sections and the one directly in front of the driver acts as a digital instrument cluster. The remaining sections are customizable and can accommodate up to six widgets that show everything from the weather to a G Meter. Little else is known about the car at this point, but it’s expected to use a quad-motor powertrain that was tested in earlier i4-based prototypes. Those were rumored to have more than 1,000 hp (746 kW / 1,014 PS) and advanced torque vectoring technology, but speculation suggests the road-going model could be a little tamer as it may have closer to 700 hp (522 kW / 710 PS). SHProshots

Charging cable theft is a big problem, but new developments could stop vandals in their tracks

ChargePoint has developed a new cut-resistant charging cable to help deter theft. The company has also introduced a new alarm system that notifies station owners in real time. The developments are expected to help reduce repair costs, while also maximizing uptime. Electric vehicle chargers have been targeted by thieves as their cables contain copper, which can be sold for scrap. This means, in certain areas, it’s not uncommon to arrive at a charger only to find the cable has been cut off. This is an expensive and annoying problem that impacts companies as well as drivers. ChargePoint is now addressing it with a series of anti-vandalism measures. More: Thieves Now Targeting EV Charging Cables In Driveways The big news is a cut-resistant charging cable that has been designed to deter theft. The company didn’t go into many specifics, but said cut-resistant materials have been incorporated into the cable and this makes it “substantially more difficult for would-be vandals to cut.” A promotional video suggests it will be able to foil attacks with manual cable cutters. Thieves using battery-powered cut-off tools face a longer, more time consuming attempt and no guarantee of success. Meet ChargePoint Protect and cut-resistant cables ⚡️ We’re combating charger vandalism in a big way – introducing new, patent-pending cut-resistant cables and the ChargePoint Protect alarm system. We are patenting cut-resistant cables to mitigate theft. The new ChargePoint Protect feature offers advanced real-time protection by detecting cable cutting, triggering audible and visual alarms, and notifying station owners via SMS and email, this feature will be deployed via an over-the-air update for existing customers as a no-cost security measure. n addition to being available on ChargePoint products, the cut-resistant cable design will be made available to all charger manufacturers under license, ensuring the best charging experience for all businesses and EV drivers. Learn more ➡️ https://bit.ly/3Wm1Tdc Posted by ChargePoint on Thursday, January 16, 2025 While you’re probably envisioning a thick and stiff cable, ChargePoint said it’s “flexible and easy for drivers to comfortably maneuver.” The company will offer the cut-resistant cable on all its commercial and fleet charging stations, and they also plan to license its design to other charging station manufacturers. This could be a game changer that significantly reduces theft across the industry. Licensing deals are expected to begin around the middle of the year and ChargePoint said they believe “customers and partners that elect to use its cut-resistant cable design can make any charging station more resistant to tampering and therefore more dependable for all EV drivers.” Besides the new cable, ChargePoint announced a Protect alarm system. When cable tampering is detected, it automatically engages an alarm that uses the station’s existing speakers, screens and lighting system. In effect, it’s like a car alarm for charging stations. ChargePoint Protect will be available on select chargers as a no cost software upgrade and the system also has the ability to notify station owners about alarms via text or email. This means they could quickly contact police, which may limit the damage and result in vandals being arrested.

It sounds like everyone escaped without injury but it's possible that at least one person might be out of a job

A rare and valuable Ferrari F40 crashed in Marykate, UK today suffering serious damage. Reports indicate that, fortunately, everyone escaped the crash without significant injury. Evidently, this is the world’s highest mileage F40 and a service tech might have been driving it. Pour one out for this stunning Ferrari F40. According to several reports, this isn’t just any old F40 either. It is known as the F40PRX, affectionately named for its number plate and widely believed to be the highest-mileage F40 in existence… until now at least. The photos also provide a clue as to what might have been happening at the time of the crash. It appears as though a service tech might have been at the helm. According to details posted on Instagram by the account @kayash2000, the accident happened in the United Kingdom, along the A5 near the village of Marykate. The description suggests that the driver lost control, leading the legendary seven-figure supercar to roll onto its side. The accompanying photos, while undeniably fascinating, are nothing short of heartbreaking for car enthusiasts. See: First Ferrari 12Cilindri Apparently Crashed During Press Drive In Luxembourg The damage to the F40 is catastrophic, and the photos leave little to the imagination. The entire front clip is gone. The front wheels, suspension, radiator, storage area, and horn are all openly exposed. A power or perhaps light pole sits beside the car. It’s possible that the Ferrari lost its nose when it hit that pole.The remains of the F40’s front section lie upside-down, partially wedged under the car’s left-hand side. The rear hasn’t escaped unscathed either. The driver’s side rear suspension appears misaligned, with the wheel exhibiting excessive toe-in. The rear bumper is damaged as well, underscoring the violence of the crash. It’s in a third photo, a closeup of the front bumper that we see the F40PRX designation on the number plate. View this post on Instagram A post shared by Kay (@kayash2000) That’s important because F40PRX’s last publicly-known location was in the UK. Photos and video of the car from several years ago show the same number plate in the same location too. Even Kayash2000 believes this is the same car. In fact, they posit the idea that a service technician was driving at the time of the wreck. More: World’s Most Expensive Supercar Pileup Includes Ferrari LaFerrari, 812 Superfast, And McLaren Elva That’s due to the fact that we can see interior plastic coverings in the cabin of the car. Having such covers in the car would make far more sense if the car was in the midst of service and this was a test drive situation. Of course, it would also make it one of the most expensive accidents at the hands of a service tech ever. Lead image credit: KayAsh2000

Authorities say the Mustang Mach-E will suit security officers who drive fewer miles than regular troopers, but many locals have lashed out at social media

Locals criticize Michigan police for using taxpayer money on a new Mustang Mach-E. One person suggested money spent on EVs should be removed from regular funding. Nevertheless, other EVs could be added to the Michigan State Police’s fleet in the future. The Michigan State Police have added a shiny new 2024 Ford Mustang Mach-E to their fleet, sparking a heated debate among locals. While police departments across the States have been gradually integrating EVs into their operations, this particular purchase has some Michiganders fuming. Social media, unsurprisingly, has become the battleground, with critics calling the move everything from a “waste of taxpayer dollars” to evidence of a supposed “woke agenda.” According to the local force, the Mustang Mach-E will be used by the State Security Operations Section. Apparently, uniformed state properties security officers specializing “in general law enforcement and security services at state-owned and leased facilities in the Lansing area” will be driving the EV around. Chances are, many locals will probably never even see the Mach-E on the road. More: NYPD Sends Gas Bills To The Slammer With Fleet Of Electric Mustang Mach-E GT Cop Cars That hasn’t stopped them from taking to Facebook to vent their frustration at the purchase at the comments section of the Michigan State Police’s post. “Makes no sense whatsoever. A waste of taxpayers dollars,” wrote one local. Another was particularly upset, suggesting the MSP thinks it has an endless supply of money. People Call It “A Throwaway” And “Woke” “Why are they knowingly buying throwaway cars with our tax dollars, especially when the battery itself cost over $15k? Oh yeah, because they think we have an endless supply of money to give them to repair or replace.” One commenter suggested that “For every penny spent on electric vehicles, a dollar should be removed from regular funding.” A fierce rebuke of the police’s leadership was also offered by another person. “Sadly, state leadership and the top ‘leaders’ of the agency have swapped out greatness in service for pushing a destructive woke agenda. So sad. Members of command are selected for political agenda rather than merit or ability.” Police Defend EVs The director of the Michigan State Police, Col. James F. Grady II, says the Mustang Mach-E will suit the security officers because they drive fewer miles than regular troopers “within city limits and at lower speeds.” There’s also plenty of charging infrastructure in downtown Lansing. This Mach-E could be the first of many EVs to join the force. Lt. Nicholas Darlington, the commander of the Precision Driving Unit, says it will evaluate the cost savings of the Ford to see if there’s “broader applicability within our fleet” for other EVs.

Without clear profitability, Nissan’s dream of transforming the auto industry looks increasingly fragile

Nissan now faces an uphill battle to triple its profits by 2026 or risk losing Honda. Honda’s financial stability highlights the stark contrast to Nissan’s weak earnings outlook. Nissan’s cuts haven’t solved its biggest problem, which is struggling to meet sales targets. The proposed merger between Nissan, Honda, and potentially Mitsubishi has the potential to reshape the automotive industry. However, for Nissan, the path forward is far from straightforward. The company is under immense pressure to significantly increase its profits, an essential step to securing Honda’s commitment to the deal. Without a clear financial turnaround, the merger may never come to fruition. At a joint press conference last month, the automakers unveiled a graph projecting Nissan’s ambitious goal of significantly increasing its operating profit by August 2026, the tentative timeline for the merger. To hit this target, Nissan will need to rake in approximately 400 billion yen in fiscal 2026—roughly $2.6 billion at current exchange rates. Read: Ex-Nissan Boss Warns Of ‘Carnage’ If Honda Takes The Wheel That’s a tall order, especially considering Nissan’s operating profits plummeted by 90.2%, dropping from 336.7 billion yen to 32.9 billion yen (equal to $2.3 billion to $225 million at today’s rates), representing an operating profit margin of just 0.5%. Meanwhile, net income took an even steeper dive, falling 93.5% from 296.2 billion yen to 19.2 billion yen ($2.02 billion to $131 million) in the first half of fiscal year 2024 compared to the same period the previous year. A Financial Everest for Nissan According to Nikkei Asia, the combined group aims to generate 3 trillion yen ($19 billion) in annual earnings while establishing synergies worth 1 trillion yen ($6.4 billion). For Nissan, this means contributing around 600 billion yen ($3.8 billion) in profit over the long term. However, if Nissan cannot present a credible strategy to triple its profit by the 2026 financial year, the merger could fall apart before it even begins. These details come shortly after Honda president and chief executive Toshihiro Mibe put it bluntly, “The integration will not be realized unless Nissan and Honda execute it as two companies that are able to stand on their own feet.” Honda is in a much better position to do its part. It’s expected to earn roughly 1.42 trillion yen ($9.1 billion) in operating profit during the 2024 fiscal year. By comparison, Nissan recently downgraded its full-year outlook to a measly 150 billion yen (~$950 million). This is a monumental fall of 74% from fiscal 2023 and does not paint a pretty picture for the embattled Japanese automaker. Production Woes and a Long Road Ahead Following planned capacity cuts, Nissan will be able to manufacture roughly 4 million vehicles annually. According to company boss Makoto Uchida, Nissan can make a profit if it sells 3.5 million units annually and allows for shareholder returns and growth investments. Unfortunately for the brand, it’s only expected to sell 3.4 million vehicles this fiscal year. Many terms of the merger still need to be finalized. Nissan and Honda will finalize their share transfer ratio in June, taking into account average stock prices before the memorandum of understanding was signed. Honda’s share price took a battering after the announcement of the planned merger due to fears that Nissan could hold it back.

The Grand Cherokee AT35 has a maximum ground clearance of 339 mm (13.4 inches) thanks to beefy new tires and an upgraded suspension

A 2017 Jeep Grand Cherokee is the latest Arctic Trucks build in Russia. The Grand Cherokee AT35 rides on 35-inch tires and features the trademark fender extensions. The SUV also benefits from suspension upgrades. The Russian division of Arctic Trucks presented their latest project. The Jeep Grand Cherokee AT35 is based on the discontinued WK2 generation of the SUV, featuring larger tires, wide fender extensions, and suspension upgrades. As with every single AT35 conversion, the Grand Cherokee received a set of chunky 35-inch tires. The all-terrain rubber is wrapped around a new set of 20-inch forged wheels with a BBS-style design and a dark finish. Another cool feature is the custom fender extensions, matching the color of the bodywork. More: Land Rover Defender Gets Ready To Conquer With Giant Fender Flares And Huge Tires The larger shoes are supported by a modified suspension, featuring front air struts, new rear shocks, and air springs. The upgrades add an extra 67 mm (2.6 inches) of ground clearance, resulting in a maximum figure of 339 mm (13.4 inches). The tracks have also been widened by 140 mm (5.5 inches), contributing to the “bigfoot” stance. These changes have a positive effect on the off-road angles of the Jeep, making it pretty much unstoppable over any terrain. Arctic Trucks claims that the approach angle has been increased by 5° (35°), while the departure angle gained 13° (36°). Specifically for use in cold climate regions, the tuner has applied anti-corrosion protection. The pictured model is currently offered for sale in Russia, where the company is accepting orders for similar conversions. According to the listing, the SUV is fitted with the stock 3.6-liter Pentastar V6 and has 158,000 km (98,200 miles) on the odometer. While the company hasn’t disclosed pricing, local media Daily Motor suggests that the aforementioned upgrades cost 575,000 rubles ($5,600). Arctic Trucks claims that the new build was created in response to “numerous requests from customers”. This is the third Grand Cherokee AT35 that has appeared online, although previous Trailhawk-based examples from Iceland and the Middle East were fitted with a more discreet bodykit. The Jeep Grand Cherokee WK2 remained in production for 12 years, between 2010 and 2022. Its successor, the Grand Cherokee WL, was introduced by Stellantis in 2021, riding on fresh underpinnings. Arctic Trucks

Replacement for Polestar 2 will be less sedan-shaped and built in Europe to avoid import tariffs on cars coming from China

Polestar is working on a new premium compact SUV. The Polestar 7 wants to steal sales from the Porsche Macan. Production will take place in Europe before end of the decade. Polestar has a logical solution to its current run of poor sales. It’s jumping into the premium compact SUV market with an EV rival to the likes of the Porsche Macan Electric that will be on sale before the end of the decade. Less logical is the name of this new Macan fighter. It’s going to be called the Polestar 7, which could be kind of confusing given that it will be smaller than the Polestar 3 seen in the picture at the top of this page. Previous intel suggested the 7 will replace today’s 2 crossover, but Polestar tells us that is not the case. Related: Radical Polestar 7 EV Will Replace The 2 In 2027 Not confusing at all is Polestar’s decision to follow up the sedan-shaped 2 crossover with something more overtly SUV-shaped, given that’s what buyers currently crave. “Polestar is known for its progressive design, with each car standing out and creating its own buzz – so too will Polestar 7,” said Philipp Römers, Head of Design at Polestar. “It is incredibly exciting to bring Polestar’s design ethos to a new segment. Polestar 7 will be everything our customers expect from us, both in terms of design and performance.” Will it have a back window? The company’s 4 crossover attracted plenty of attention and criticism when it debuted with a body-colored panel where the rear window is normally sited. Polestar reasons that there’s no need for glass when you have cameras. It’s not clear whether the 7 will follow suit, but we can be sure it’ll be no wallflower. Replacement for Polestar 2 (seen here) will be more SUV-shaped Polestar will build the 7 in Europe to avoid import tariffs placed on cars coming to the continent from China, where European-market 2s are built. Romers didn’t specify what platform the 7 would use, but the Geely SEA architecture found under the Smart #3 and Polestar 4 seems like a safe bet. Polestar needs the 7 now The Swedish automaker revealed plans for the 7 in 2022 but re-confirmed them this week to help put a positive spin on the company’s state of the union address, in which it had to face up to some worrying results during 2024. Full-year figures haven’t been revealed yet but demand for the new 3 SUV and 4 crossover was lower than expected and sales and revenue fell 8 and 10 percent respectively in Q3. Sales did pick up in the fourth quarter, Polestar claimed, however, and the company is forecasting growth of over 30 percent in the next three years, Bloomberg reports. Other positive news out of Polestar’s strategy update includes a planned increase in the number of retail outlets from 106 to 187, the potential to make triple-digit-million dollar amounts from selling CO2 credits to dirtier automakers, and the impending arrival of the Polestar 5 sports car later this year.

The new powertrain makes 194 horsepower and will continue to employ symmetrical AWD

Subaru just launched a new hybrid powertrain for the Crosstrek. It offers more horsepower than any other Crosstrek and maintains a real AWD system. Pricing, specs, and equipment details will follow close to its Fall 2025 launch. Subaru Crosstrek fans can rejoice. Their favorite spunky little crossover, once nothing more than a lifted Impreza, just got better. For the 2026 model year, Subaru is launching the Crosstrek Hybrid. While the automaker hasn’t spilled the beans on every tiny detail, what it’s telling us now sounds promising. More Power, Better Economy? To start things off, let’s talk about numbers. Subaru says the new 2026 Crosstrek Hybrid will come with 194 horsepower. That’s 12 more ponies than in the current range-topping 2.5-liter flat-four engine we tested a few months ago. Will that extra oomph be enough to make this car feel engaging on public roads? Probably not, but it should be quite economical to run. More: 2024 Subaru Crosstrek Sport Plays It Safe For Better And Worse We say that because Subaru’s series-parallel hybrid powertrain leverages a small 1.1 kWh lithium-ion battery and a 2.5-liter Atkinson/Miller-cycle four-cylinder engine to produce that power. While it hasn’t said anything about fuel economy figures, we’re confident they’ll be better than in the non-hybrid 2.5-liter engine. More power and better fuel economy sound like a win-win to us. A Key Difference On top of that, the engine mates up to a Lineatronic CVT (the only transmission available) and then to all four wheels via Subaru’s symmetrical all-wheel drive system. That’s important because, for the vast majority of players in this space, genuine AWD is a differentiator. Ed note: We asked Subaru whether the transmission is a traditional CVT or an e-CVT. Subaru explained that while the hybrid transmission is continuously variable, it forgoes the usual belt-and-pulley design for a planetary gearset and electric motors to vary wheel speed independently of engine speed. Despite being an e-CVT, Subaru markets it under the Lineartronic CVT name. Many hybrids with all-wheel drive actually use the battery and electric motors to power the rear axle. Subaru is going against the grain here by continuing to connect the gas-burning engine to the rear wheels. The Third Time’s The Charm? Notably, Subaru has tried to sell a Crosstrek Hybrid two other times but it never took off. It first launched a hybrid version, similar to the 2026 model, back in 2014, but it netted only 2 mpg over the normal car. Subaru gave it another shot in 2019 with a plug-in hybrid variant that provided 17 miles of electric-only range, but it still didn’t catch on. So, what’s different this time? If Subaru hits the rumored 35-mpg combined fuel economy figure, it would outpace the most frugal Crosstrek currently on sale by 6 mpg. Combine that with the car’s 16.6-gallon fuel tank, and you’re looking at an impressive theoretical range of nearly 600 miles (581 to be exact) between fill-ups. Other Details For now, Subaru won’t reveal the pricing on the Crosstrek Hybrid either. We do know that it’ll arrive at dealers sometime in the fall of 2025 as a 2026 model and that it’ll come with two new paint options available. Those include Sand Dune Pearl and Citron Yellow Pearl. A new set of 18-inch dark gray alloy wheels will also be exclusive to the 2026 Crosstrek Hybrid. Notably, Subaru says that some features, like the 11.6-inch infotainment system, will be “available” on the new car. That makes it seem like we’ll get at least a couple of different Crosstrek Hybrid trims. Current pricing for the Crosstrek tops out at around $33,000 before options.

The extreme upgrade kits boost downforce and track performance of the hottest modern 911s

The kits alone almost cost as much as a base Porsche 911. The GT3 RS kit produces over 2,200 lbs (1,000 kg) of downforce at 177 mph. Manthey will start deliveries in the US this spring. Americans who yearn for the ultimate on-track performance for their Porsche 911s can now order two of Manthey’s spectacular upgrade kits. The first has been developed for the latest-generation 911 GT3 RS, while the second is for the 991-generation 911 GT2 RS, which has been out of production since 2020. Both kits are available from 45 different Porsche Centers across the country. The folks over at Manthey unveiled their kit for the GT3 RS in November last year. It takes what is already one of the most insane street-legal cars on the planet and turns the dial up to 11. The aerodynamic changes mean that an upgraded GT3 RS delivers more than 2,200 lbs (1,000 kg) of downforce at 177 mph. That downforce number isn’t the only figure that’ll leave owners with teary eyes. The kit is also very expensive, priced at $116,160. Read: Manthey’s 992 GT3 RS Has No Back Window, Offers An Actual Metric Ton Of Downforce No stone has been left unturned in overhauling the GT3 RS. There’s a thoroughly updated front fascia with a new splitter, dive planes, and revised gurney flaps on the front wheel arches. Manthey’s also crafted carbon fiber skirts for the car, a huge shark fin, and an enlarged rear wing with DRS functionality. The rear window has also been ditched and replaced with a lightweight carbon panel. As the Manthey kit forces the GT3 RS into the pavement with so much force, the racing outfit has had to adjust the suspension and revise the spring rates. Acceleration sensors have also been added to ensure the dampers can automatically adjust depending on the speed. Other tweaks include braided steel brake lines, illuminated door sills, and Manthey decals. Manthey Porsche 911 GT2 RS The 911 GT2 RS package isn’t quite as extreme but is still very pricey at $113,140. Key aero changes include the new front spoiler flaps, a carbon fiber underbody, a modified rear diffuser, and a new wing. Manthey’s also worked its magic on the coilovers and added the same magnesium alloy wheels as offered with the car’s Weissach Package from the factory. Both the GT3 RS and GT2 RS kits are available for order now, and deliveries should start this spring.

Volkswagen’s plan to close two factories to cut costs could fast-track Chinese brands' production ambitions in the region

Chinese brands are reportedly interested in VW’s cast-off plants in Europe. VW wants to shutter two sites to improve profits harmed in part by a downturn in China. Adapting an existing plant would be quicker than building one, and help avoid tariffs. Imagine having to sell your fun weekend car because your wife has left you for someone else and you’re getting divorced. And the person who turns up to buy your beloved car is the same one your ex left you for. That’s the kind of situation VW could find itself in according to a new report that claims China could be interested in purchasing the German automaker’s unwanted plants. VW is in the financial doo-doo. Last fall, finance boss Arno Antlitz warned the automaker had only “one, maybe two years” to save the brand, and a couple of months later VW revealed plans to close two factories in Europe to save money. Some of the company’s woes can be put down to the slower-than-expected growth of the EV market, but another big financial drain has been the brand’s underperformance in China. Related: VW Slashes Manager Bonuses By 10% For Two Years, Plans More Cuts Through 2030 Sales of VWs in China fell 8.3 percent last year as buyers increasingly opted for rapidly improved and aggressively priced cars from domestic brands. And now that same Chinese car industry is eyeing up VW’s cast-off plants, which would give it a European foothold within Germany’s borders. Without naming brands, Reuters says Chinese officials and automakers are interested in VW’s plans for its Dresden and Osnabrueck sites, two factories earmarked for the chop. Dresden employs 340 people to produce the ID.3 EV and is scheduled to close this year, while the bigger Osnabrueck factory, where 2,300 workers produce the T-Roc Cabrio and Porsche’s combustion 718s, all of which are on their way out, won’t last past 2027. It’s the Osnabrueck site that’s particularly of interest to the Chinese government, the report claims, and sources say VW is open to the idea of a sale. Offloading the plant could cost VW less than closing it altogether, and adapting an existing site would save China time versus setting up a new plant from scratch. The European Commission’s decision to introduce tariffs of up to 37 percent on some Chinese cars imported to Europe has made China keener to shift production to the region. BYD has already green-lighted plans for plants in Hungary and Turkey, Stellantis and Leapmotor are building cars together in Poland, and Chery will begin pumping out cars this year from Nissan’s old site in Spain.

This special Phantom has two dragons flying across the headliner

The interior is clad in Ardent Red leather with bespoke embroidery in Chinese calligraphy. A custom Starlight headliner depicts two dragons flying through the sky. The centerpiece of the dashboard combines four different kinds of wood trim. For decades, the Rolls-Royce Phantom has been the finest of all luxury sedans. It is the epitome of class and the automotive equivalent of a private jet or a superyacht. But, if you’re the type of person who can’t be seen in any old Phantom and need something unique, Rolls-Royce will happily build you something bespoke – if you have the money, of course. That’s exactly what it’s done with the one-off Phantom Dragon. Commissioned by a client in China to celebrate 2024, which was the Year of the Dragon, the Phantom Dragon has several custom touches that differentiate it from any other Phantom out there. Read: One-Off Rolls Royce ‘Goldfinger’ Phantom Has A Real Car-Shaped Gold Bar On The Console Adorning the exterior is a simple yet glamorous shade of Iced Diamond Black that looks quite unassuming, ensuring this Phantom blends in. While the outside is subtle, the inside is anything but. Gorgeous Ardent Red leather bathes the front seats, dashboard, steering wheel, and door panels. The owner’s family name has been embroidered into the headrests in ancient Chinese calligraphy. One of the highlights of the Phantom Dragon is the custom dashboard – or as Rolls-Royce likes to call it, ‘The Gallery.’ It’s been crafted from four different types of wood, depicting two dragons enclosed within clouds, and made from 297 individual pieces. The buyer also commissioned a special Starlight headliner for the Phantom with an abstract depiction of two dragons, one in red and one in white. There are also 24 shooting stars incorporated into the headliner. “Our goal for this project was to express China’s most revered symbols and the client’s personal iconography impactfully yet respectfully, while also subtly incorporating Rolls-Royce’s design handwriting,” lead bespoke designer for Rolls-Royce Motor Cars, Shuai Feng said. “In this motor car, our artisans have accomplished this using different mediums, capturing the rich legacy of the region, the client, and the Rolls-Royce brand.” There’s no word on how much the client spent on the custom Rolls-Royce, but it inevitably came at a significant premium over a standard Phantom.

99-unit run of modded 8-Series Gran Coupes celebrates Alpina’s 60 years of improving BMW cars

Alpina is marking 60 years of improving BMWs with the limited edition B8 GT. The €225,000 8-Series Gran Coupe makes 634 hp and is capped at 99 units. On an autobahn the GT can run to 205 mph, having hit 62 mph in 3.3 seconds. Alpina celebrates 60 years in the car game this month, and it’s doing it with an updated model, the B8 GT. Based on the BMW’s four-door 8-Series Gran Coupe and limited to just 99 units, it outmuscles the M car thanks to the most powerful engine Alpina has ever built. The 4.4-liter bi-turbo V8, which is already fitted to the smaller B5 GT, makes 634 hp (643 PS / 466 kW), up 9 hp on the old non-GT B8, and throwing shade on the M8’s 617 hp (625 PS / 460 kW). The torque figures show an even bigger win for the Buchloe firm’s flagship: its V8 winds out 627 lb-ft (850 Nm) compared to 590 lb-ft (800 Nm) of the previous B8 and just 553 lb-ft (750 Nm) for the BMW-branded M car. Related: Alpina B8 Gran Coupe Follows BMW 8 Series’ Footsteps With Glowing Grille That said, the B8 is still a tenth slower than the M8 to 62 mph (100 kmh) according to Alpina’s figures, taking 3.3 seconds to do the deed, versus 3.2 seconds (while the old B8 also scored 3.3, the new one is almost a second faster to 124 mph / 200 kmh). But the M8’s advantage disappears when the traffic on the autobahn does. The M8 is limited to 155 mph (250 kmh) as standard and even the available raised limiter (a $2,500 option) only unlocks 190 mph (305 kmh). But the B8 GT keeps charging all the way to 205 mph (330 kmh), 4 mph (6 kmh) up on the old B8. Alpina says a new centre silencer improves the V8’s sound while a tweaked transfer case sends more power to the all-wheel drive coupe’s rear wheels, which are controlled by an e-diff with new software. Those changes are said to improve agility, but since the company’s cars have long been conceived with touring in mind, and not just five-minute canyon blasts, the GT remains comfortable on longer drivers, Alpina claims. Bespoke exterior touches marking the GT out from other 8-Series Gran Coupes include a diffuser, air ducts and dive planes all made from carbon, plus Alpina’s distinctive 21-inch forged wheels, whose centre caps aren’t cheap plastic but milled from solid pieces of aluminium. B8 GT lettering comes standard on the door sills and B-pillars, and the optional stripes come in a relatively discrete carbon metallic. Buyers get to choose from seven paints, and 20 of the 99 cars will feature a bi-color coat combining either blue or green with black. Hmm, we’d definitely want to see one of those cars before committing to ordering our own, especially since there must be an additional cost over the already steep €225,000 ($232,000) price of a B8 GT. An M8 GC is only $140k, remember, but then it doesn’t come with as much swanky Merino leather and two branded weekender bags, or feature a console plaque and cup-holder lid bearing the signature of Alpina founder Berkard Bovensiepen to remind you that you’re driving something a little bit special. But even Alpina’s trim team can’t do anything about the dated interior design, the creaky 8 being one of the few BMWs still using the old-style in-dash touchscreen. BMW acquired Alpina in 2022, shortly before Bovensiepen’s death, and will take full control from the start of next year, which could make the B8 GT a collector’s item. We’re looking forward to seeing what BMW has planned for the brand in the years to come.

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

In the past days several F1 journalists, creators & publications have moved to or became active on BlueSky. I compiled a list of accounts that are verified to not be impersonations or mirrors. Verified means that the account has either been linked from a previously verified account on Twitter/Reddit, it has been linked from an official website or in some cases we confirmed via direct messages. There are many other F1 related accounts, the list below is just the ones that could be verified so far. Here is the full BlueSky Starter Pack of F1-related accounts. Below is a breakdown into categories: Journalists Link to journalists-only Starter Pack Name Role Andrew Benson F1 Correspondent, BBC Ben Hunt F1 Journalist, Autosport Chris Medland F1 journalist, Freelance (Racer, SiriusXM, etc) Craig Scarborough (ScarbsTech) F1 Technical Guru Daniel Moxon F1 Correspondent, Daily Mirror Dave Nelson Editor, Motorsport Broadcasting Ed Spencer F1 Writer, AutoEvolution Elizabeth Blackstock US Editor, PlanetF1 Harry Benjamin TV & Radio Broadcaster Keith Collantine Journalist, RaceFans Luke Smith Senior Writer, The Athletic Madeline Coleman Staff Writer F1, The Athletic Mark Mann-Bryans F1 Business Correspondent, Autosport Matt Bishop Columnist Nate Saunders F1 Writer, ESPN Sam Cooper F1 Journalist, PlanetF1 Scott Mitchell-Malm F1 Writer, The Race Sean Kelly (virtualstatman) F1 Statistician Thomas Maher F1 Editor/Journalist, PlanetF1 Will Buxton Broadcaster/Journalist, F1TV Publications Link to BlueSky list Publication RaceFans PlanetF1 Daily Mirror F1 GPFans Crash.net Teams & Drivers There are no team or driver accounts that could be verified. Creators & other personalities Name Role Chain Bear F1 F1 YouTuber Dr. Obbs Braking Bias Podcast Jack Elleker (F1StatMan) f1statblog.co.uk Jeppe Olesen raceweekrecap.com Matt Amys F1 YouTuber MultiViewer Desktop Application for F1TV submitted by /u/overspeeed [link] [comments]

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/F1-Bot [link] [comments]

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Link https://www.instagram.com/p/DE5B9-gtios submitted by /u/queerhedgehog [link] [comments]

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My love for Lego 🤝 love for Ferrari! Now I need some 16 and 44 stickers. submitted by /u/Ok_Zucchini_6347 [link] [comments]

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That’s an insane number. Is there any information on the TPCs for other rookies joining the grid this year? From what I know, Bortoleto likely did almost nothing—just one private session at McLaren before joining Sauber. Jack Doohan, on the other hand, has been a reserve for two years, so he’s probably racked up a good amount of kilometers. Ollie did TPC with Ferrari since Haas only started this year. Not sure about Hadjar’s situation at Red Bull. submitted by /u/4_max_4 [link] [comments]

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Insta reel link: https://www.instagram.com/reel/DE43vkhsa1q/?igsh=M3hncG9zbnd4Y2Vp submitted by /u/Any_Aide_4500 [link] [comments]

After reading into this…holy conflict of interest Batman, and why on earth would he continue to have Flavio as his manager?! Jack Doohan is managed by Flavio Briatore. The same Flavio who’s both; Executive Director of the team he’s on Seems to be quite actively sabotaging his own clients career in favour of Franco. As someone in talent management, this isn’t just ‘an account’, someone is putting their passion and livelihood in your hands to maximize their career potential and earnings. Flavio being Jack’s manager makes sense…until he went to Alpine. Toto Wolff manage(d) Esteban Ocon and Valterri Bottas. When there was conflict of interest with them being a part of Mercedes F1, Toto separated himself from the conflict of interest to other reps to keep church vs state, until it came to external negotiations (that scene in DTS where Toto’s on the phone with Cyril). Once Flavio joined Alpine, immediately Flavio should’ve enacted the same. Taking on a role at Alpine would also be his priority, also arguably a reason to look elsewhere for representation if I were Team Jack. But, for some reason…this never happened. With the news that Alpine actually scooped up Franco…ya’ll know he’ll be in that seat sometime in 2025…Flavio, still being his manager is f’ing shocking. His own manager is actively working against his own client, to put in someone else into the team! Beyond the talent of Franco, I’ll take a wager Flavio sees a profit share from extra sponsors Franco brings in, and to add value to Alpine in advance of selling to increase the value of his own payout. If you were Jack, on top of all this, how can you confide and speak openly with your ‘manager’ when he’s also at the top of the team and absolutely could (and probably would) use that information against you to further the argument to drop him for Franco. What am I missing here? How the hell could Jack still be managed by Flavio, what a VERY scummy thing for Flavio to set up for Jack… How is this not being covered more by F1 news?! submitted by /u/ClippingTetris [link] [comments]

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Robert Shwartzman, Callum Ilott and Marcus Armstrong. All former members of Ferrari Driver Academy. https://www.instagram.com/p/DE5hM7bvRKt/?img_index=3&igsh=MTdjY2Z2dnh5cm1pMQ== submitted by /u/fake_hester [link] [comments]

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....Pato O'Ward? Entering his third season as the McLaren F1 reserve driver, holder of a super license, and extremely talented. His car control is second to none in IndyCar. A former team RedBull driver, who was unceremoniously dropped by Helmut Marko, and immediately snagged by Zak Brown and McLaren F1, Pato has put up some impressive numbers in his FP1 ventures. With Sergio being out of the series, and the Mexican eye's looking for another driver to place their loyalties behind, I firmly believe there is an opportunity that can be grasped. The problem: McLaren has two championship contenders in their stable right now. Both Piastri and Norris will spend the next couple of years fighting for championships and race wins, so his chance is probably not with McLaren, unless, God Forbid, someone gets injured. Personally, all the Colton Herta talk to Cadillac is annoying to me, as Pato has seat time in a F1 car, and is a better driver than Colton. And, he is one year older. On a recent Spanish language podcast, Pato made it clear that if he doesn't get a real shot at F1 in 2026, he's going to place his focus strictly on IndyCar and the Indy 500. A few questions. Do you think he stands a real shot at landing an F1 ride? If so, where, and how? If no, why? I'd like to see if we can have a real healthy discussion around this. https://preview.redd.it/a1obthoyygde1.png?width=1000&format=png&auto=webp&s=0ba6929a137db7b69e3193510fbb6ed0d1bd5e7b submitted by /u/Successful-Coyote99 [link] [comments]

Recently Pato O'Ward went to a Mexican podcast called "Creativo", one of the clips that went kinda viral or at least gained some notoriety is this one. Pato had previously talked about it, mentioning that only that the FIA did not wanna give him his SL, but in this podcast he expanded. O'Ward says that after getting P8 with Carlin in Indycar, Helmut got in contact with him an gave him a Formula 1 contract for what would have been 2020. Patricio says that he was on his way to F1, that Charlie Whiting gave the green light and all. Charlie dies and a new team arrives, referred by O'Ward as "the French team", they block O'Ward's SL due to a lack of points by not counting his Indy Lights points due to the number of cars not meeting the minimum to reward full points. This is the part when he is sent to Japan to get points, that he does not receive because he does not complete the season. In the end, O'Ward claims that the FIA did it on purpose to protect "A Frenchman" from losing his seat (honestly, just should have said Gasly, with the timeframe is very clear). While I don't doubt there were politics involved because FIA, I find interesting that depending on who he talks to, his tone changes. In both english and spanish he is kinda hostile to the FIA, but in english has claimed "Red Bull let me go", while in spanish verions (i've seen) of the story is "I cut with Red Bull" (as if he was the one leaving, not Marko telling him to go). Other thing I find interesting is what would have been Red Bull's structure for 2020, I asume VER-ALB in RBR and KVY-OWA in AT with Gasly dropped. submitted by /u/SyuusukeFuji [link] [comments]

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Some of these were very over the top predictions. Some of the key things I noticed, Alonso and Hamilton are out of the sport, while Ricciardo is still in, and at Mercedes. He also predicted lots of young drivers in, which isn't entirely wrong. Imagine if we got to see Norris and Verstappen in Red Bull this year. submitted by /u/PlebBot69 [link] [comments]

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