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The stolen Audi Q5 broke through barriers and jumped across the gap in the bridge, risking a plunge of more than 40 feet to the water below.

The stolen Audi Q5 broke through barriers and jumped across the gap in the bridge, risking a plunge of more than 40 feet to the water below.

The Cullinan Cosmos' headliner has an "ethereal interpretation" of the Milky Way, freehand painted by a single artist over the course of more than 160 hours.

The Cullinan Cosmos' headliner has an "ethereal interpretation" of the Milky Way, freehand painted by a single artist over the course of more than 160 hours.

Talk about a Candy Crush.

Talk about a Candy Crush.

Ford's F-150 Lightning touted its benefits on the job site and now Volvo wants to show it is the job site.

Ford's F-150 Lightning touted its benefits on the job site and now Volvo wants to show it is the job site.

NASA contractor Lunar Outpost revealed that its Lunar Terrain Vehicle will be capable of real-time teleoperations from its mission control here on Earth.

NASA contractor Lunar Outpost revealed that its Lunar Terrain Vehicle will be capable of real-time teleoperations from its mission control here on Earth.

According to CEO Chris Feuell, a not-minivan and perhaps non-crossover is a-coming.

According to CEO Chris Feuell, a not-minivan and perhaps non-crossover is a-coming.

It's not a great sign when the most important people for your company's most important project jump ship without a clear motivation.

It's not a great sign when the most important people for your company's most important project jump ship without a clear motivation.

I think the electric Eclipse Cross looks great - we partially have Renault to thank for that.

I think the electric Eclipse Cross looks great - we partially have Renault to thank for that.

We've got 992.2 facelifts of nearly every potential 911 variant at our disposal at this point.

We've got 992.2 facelifts of nearly every potential 911 variant at our disposal at this point.

Maserati says it's done with the idea of going all electric, Subaru says goodbye to Legacy production in the U.S., and more.

Maserati says it's done with the idea of going all electric, Subaru says goodbye to Legacy production in the U.S., and more.

What car would be a 10 out of 10 if it weren't for the fact that its interior feels like it's made out of hatred and papier-mache?

What car would be a 10 out of 10 if it weren't for the fact that its interior feels like it's made out of hatred and papier-mache?

This year alone, General Motors says it is going to incur a $5 billion gross tariff bill, and Ford is right behind it at $3 billion.

This year alone, General Motors says it is going to incur a $5 billion gross tariff bill, and Ford is right behind it at $3 billion.

As it represents a model that was once widely unloved, today's Mondial is now one of the cheapest ways to get a Prancing Horse on your key fob.

As it represents a model that was once widely unloved, today's Mondial is now one of the cheapest ways to get a Prancing Horse on your key fob.

Despite its reputation for quality, Toyota has suffered a number of recalls in recent years. The most recent affects over half a million cars, trucks, and SUVs.

Despite its reputation for quality, Toyota has suffered a number of recalls in recent years. The most recent affects over half a million cars, trucks, and SUVs.

Manufacturers may think we want subscription services, but we really don't.

Manufacturers may think we want subscription services, but we really don't.

Whether you're trying to trick the DMV, pay tribute to your favorite TV show, or simply show your love for your ride, you may end up wishing you hadn't.

Whether you're trying to trick the DMV, pay tribute to your favorite TV show, or simply show your love for your ride, you may end up wishing you hadn't.

While it's no surprise this video went viral, it wasn't actually luggage that these workers were tossing down a whole staircase.

While it's no surprise this video went viral, it wasn't actually luggage that these workers were tossing down a whole staircase.

It's a bad idea for everyone and everything involved, but at least it's entertaining.

It's a bad idea for everyone and everything involved, but at least it's entertaining.

The dysfunction surrounding the current state of air traffic control isn't exclusive to the United States.

The dysfunction surrounding the current state of air traffic control isn't exclusive to the United States.

Unless you're climbing into a fighter jet, hurtling across an aircraft carrier's deck in an Italian supercar is the next best way to enter the danger zone.

Unless you're climbing into a fighter jet, hurtling across an aircraft carrier's deck in an Italian supercar is the next best way to enter the danger zone.

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

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

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

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

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

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

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

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

Beijing has run out of patience with companies slashing prices, and is urging restraint. But fierce competition is also producing a surge of innovation.

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

Under the newly fleshed-out details, Washington will maintain high tariffs on vehicles imported from the bloc until the E.U. takes steps to lower its levies on many American products.

Ships carrying Chinese cars are using the Red Sea and Suez Canal even as other vessels still sail around Africa in fear of attacks by the Houthi militia.

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

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

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

The prices of used electric cars have fallen sharply in recent months, making them a more attractive option.

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

But automakers can’t absorb the cost forever and will soon begin to raise new car prices, analysts say.

Lyten will acquire German and Swedish factories built by Northvolt, which declared bankruptcy in March.

Joby Aviation, which is developing electric aircraft, will acquire the passenger business of Blade, a New York helicopter operator, for $125 million.

Car and Bike news, reviews and videos.

Also See: TVS Orbiter review: different, yet familiar

For the last six months on the trot, TVS has topped the electric two-wheeler sales charts in our market. Its success in the EV space can overarchingly be attributed to the popularity of its iQube line-up, but not happy to rest on its laurels, the company has brought out a new, more affordable electric scooter called the Orbiter, which is based on a platform that’s mostly new. After spending some time aboard it at TVS’ test track, we’ve come away with mostly positive things, but also one rather puzzling question. Let me elaborate. 

TVS Orbiter design and quality - 8/10 It’s a quirky-looking thing but, typical of TVS, is well finished

With the iQube, TVS wanted its debut electric scooter to look as innocuous as possible, but with EVs now becoming increasingly commonplace, the company went a different (read: bolder) design direction with the Orbiter. This unusual-looking EV has mostly boxy styling with a few curves and edges sprinkled in here and there. 

The Orbiter has an unusual design but is built well.

While this design will probably not find universal appeal – unlike the iQube – it does stand out from the crowd, especially in one of the brighter colour options. One curious thing that’s rather amusing was that the handlebar-mounted headlight and the entire front cowl assembly looked a little too familiar to the Ather EL01 concept that was unveiled just a few weeks ago. The Orbiter was launched before that, so it’s surely a coincidence, but it’s still amusing to wonder who copied whose homework. Nevertheless, the Orbiter is a well-finished product with good quality plastics used for the body panels with no panel gaps or rough edges in sight or touch – a typical TVS affair. 

TVS Orbiter riding position and comfort - 9/10 Neutral and spacious rider’s triangle 

The Orbiter is based on a clean-sheet new frame design in comparison to the iQube, and that has allowed TVS to offer the magical sweet spot of having a low seat height while also having a spacious riding position for a taller rider like myself (5’11). 

It is spacious enough for taller riders despite having a low seat height.

This means that when I’m making lock-to-lock turns, the Orbiter’s handlebar has enough room to pivot so that it doesn’t foul my knees. And while the seat height is low, the riding position doesn’t feel like you’re sitting knees up, which is quite an achievement. The seat itself is also quite generously sized, and I don’t foresee any hassles with carrying a pillion or some luggage.

TVS Orbiter performance and refinement - 8/10 Hub motor is whisper-quiet and has enough pep for city duties 

Just like the iQube, the Orbiter also uses a hub motor, but this one isn’t sourced from Bosch (the company hasn’t shared who the supplier is), and it also has lower peak output figures. One of the advantages of a hub-mounted motor is that you get pin-drop silence, whether you’re at 16kph or 60kph, and if this is your first time riding an EV with one, you’ll be quite surprised at how eerily calm it is – riding without any noise at all – although it is something you quickly get used to. 

The Orbiter has a hub-mounted motor, but it's not the same unit as the iQube’s.

The Orbiter comes with two riding modes – Eco and City – with the former limiting you to 45kph, while the latter has enough juice to allow you to achieve the 68kph claimed top speed. Performance can best be described as unhurried, although it’s not lackadaisical like some other EVs can feel like, even in Eco mode. 

Motor and outputMotorBLDC, Hub-mountedNominal power 1.8kWPeak power 2.5kWTorque120NmTop speed 68kph Gradeability 7 degrees

One thing that we are yet to confirm is the Orbiter’s ability to climb steep slopes and flyovers, especially if a pillion is aboard. With just 7 degrees of gradeability, the Orbiter’s capabilities are a step below the iQube (which is rated at 10 degrees), and only a real-world test will paint a clearer picture. 

TVS Orbiter range claims - 8/10  3.1kWh battery is shared with the iQube but has a higher range claim here

The Orbiter packs in the same 3.1kWh battery as the iQube – the only option, because it comes in a sole variant – but has a higher 158km claimed IDC range figure. In comparison, the iQube 3.1 is rated for 123km on the IDC (Indian Driving Cycle). TVS claims the motor’s tuning and the Orbiter’s aerodynamic efficiency are responsible for this gain. While that is quite likely true, we also need to factor in the Orbiter’s lower performance ceiling, which is almost certainly also playing a part.

The colour LCD screen shows you all you need to know.

While we didn’t get to test the Orbiter’s range claims, what I can share with you is that on a fully-charged scooter, Eco mode indicated 115km, while city mode displayed 97km. TVS’ range indicator has been highly accurate in our previous experience with the iQube, and we expect that to continue here as well. Nonetheless, the question of real-world range can only definitively be answered once we get to exhaustively test the scooter back in Mumbai. 

The 650W charger on the Orbiter is the same as the one that comes with the lower iQube models.

As for how you charge the scooter, the Orbiter ships with a pretty quick 650W charger as standard, and TVS claims a 0-80 percent charge will take 4hr10min.

Battery and charging timeBattery capacity3.1kWhClaimed IDC range158kmCharging time (0-80%)4hr10minCharger wattage650W

TVS Orbiter ride comfort and handling - 8/10 Suspension is tuned toward comfort, not sportiness 

With a practical electric scooter such as this, it would be rather unfair to ding it for not having razor-sharp handling, so I'm not going to do so. Instead, what impressed me was that the Orbiter’s soft suspension keeps you comfortable – at least over the precious few bumps we encountered at TVS’ test track.

Weight and dimensionsSeat height763mmKerb weight112kgUnderseat storage area34 litresGround clearance165mmWheelbase1330mm

How it tackles the chaos and truly atrocious roads of a city like Mumbai is something we'll have to see at a later date. However, the iQube, Jupiter and Ntorq have already proven that TVS does this very well.

Riding the Orbiter in an aggressive manner doesn't suit its demeanour.

Speaking of tackling bumps, that 14-inch front wheel should aid stability at higher speeds or through rough roads. Surprisingly, there’s very little tradeoff when flicking the Orbiter from side to side, and it feels very similar to a conventional scooter in that sense – a very good thing. 

Suspension, tyres and brakesSuspension (F/R)Telescopic fork / Twin shock absorbersTyres (F/R)90/80-14 / 90/90-12Brakes (F/R)130mm durm / 130mm drum

TVS Orbiter features and safety - 8/10 Cruise control and hill hold are standard

Technology seems to have become non-negotiable on even budget-conscious products these days – for the life of me, I can’t fathom why! – and the Orbiter is no different. This rather humble electric scooter comes with a colour LCD screen (which looks an awful lot like the one on the TVS Raider), cruise control and hill-hold control. The dash can show you call alerts, turn-by-turn navigation, and you can check parameters like battery SOC on your phone via the TVS app. Frankly, outside of the hill hold feature, none of this is likely to be used on a regular basis. 

Cruise control works well, but it may not be useful for all.

Speaking of the hill-hold function, the way it is activated is that you come to a halt, press either or both brake levers, wait until the scooter beeps, and then you can let go. Subsequently, once you’re ready to go, you simply twist the accelerator and set off – it truly has been executed neatly!

14-inch front wheel aids stability but doesn’t hamper agility too much.

On the utility side of things, you have a large 34-litre boot (although it’s a rather shallow unit), which can accommodate two half-face helmets and a spacious cubby on the front apron with a rather narrow opening.

Large 34-litre boot is nice to have, but it isn’t very deep.

This is actually a good thing, because it will minimise the chances of your belongings falling out when you encounter a larger bump on the road.

The cubby is rather spacious, and the USB port is nice to have.

There’s also a USB charger above the said cubby, and you even get a good old-fashioned parking brake lock clasp. While the Orbiter is decently well equipped, the omission of a front disc brake (at least as an option) seems like the bean counters got preference over the engineers in this regard. 

TVS Orbiter price and verdict - 8/10 It is a well-rounded product, but it doesn’t have a clear place in the line-up

At Rs 99,900 (ex-showroom, Bengaluru, inclusive of PM e-Drive subsidy and charger), the Orbiter is priced Rs 2,700 below the base iQube 2.2 and Rs 10,100 less than the iQube with a similarly sized 3.1kWh battery, making it the entry-level EV in TVS’ portfolio.

Price and warrantyPrice (ex-showroom, Bengaluru, inclusive of charger and PM e-Drive subsidy)Rs 99,900Vehicle/Battery/Charger warranty3 years / 50,000km

Summing up, the Orbiter is a bit of a tough cookie to crack, because on one hand, it does have some clear advantages over the iQube – more space, better claimed range, a slightly larger boot, a big front cubby, as well as cruise control and hill hold. 

It is available in six colours, three of which are some form of silver/grey; all are priced the same.

At the same time, its performance is a noticeable step down, but it is also very similar to the iQube in the sort of riding experience it delivers. The similarities in the overall usability leave me wondering – where does the Orbiter fit in? While we can’t yet answer who the Orbiter is exactly for, what is without a doubt is that both it and the iQube are well-engineered and practical, so whichever road you go down, your journey is likely to be a smooth affair!

Also see: 2025 Yezdi Roadster review: A big step up from before

The Yezdi Roadster receives several updates, and we recently had the opportunity to ride the bike through some beautiful roads in Karnataka to bring you our review. The bike gets some cosmetic changes and is powered by the 334cc, Alpha 2 engine. Additionally, Yezdi is also offering a lof of customization options for this new model.  2025 Yezdi Roadster design and quality - 7/10 More premium when compared to the previous model; sleek-looking, bobber-style tail section The front end features a similar styling to the older model, with a round LED headlight. Two small changes at the front include a sharper rake angle and a hydroformed handlebar. However, the main design difference is evident at the rear with a new sleek bobber-style tail section, and the number plate and tail light sit on the tyre hugger. It also has a reprofiled rider and pillion seat and a new, wider section MRF Steel Brace radial tyre - the front is a non radial MRF Zapper tyre. Additionally, the rear seat and grab rails can be removed for an even cleaner rear look.    The 2025 Yezdi Roadster has a much sleeker and cleaner look compared to before.   The build quality and fit and finish levels are good, and the paint quality is a big step up from before. However, when compared to something like the popular Classic 350, it is still not as premium-feeling.  2025 Yezdi Roadster riding position and comfort - 9/10 Upright riding position with an extremely comfortable seat for longer rides. With my height of 5’7, I was able to fit well on the Yezdi Roadster. It has an accessible 795mm seat height, and I was placed upright in a commanding position with the nice, wide handlebars. Even my legs were placed ahead in a comfortable position, but I would have liked the footpegs to be placed slightly more towards the rear. This is a matter of personal preference and will vary from rider to rider.    An upright and commanding riding position with an extremely comfortable seat.   The reprofiled seat was surely the highlight of the entire ride experience. I felt no discomfort after hours of being in the saddle and completing almost 280km over two days. This goes to show that the Yezdi Roadster makes for a good highway tourer as well.    Weight and dimensionsSeat height795mmWheelbase1440mmKerb weight194kgFuel tank capacity12.5 litresRider height5'7" 2025 Yezdi Roadster performance and refinement - 7/10  Quicker acceleration, but not entirely refined  The updated Roadster gets the 334cc, liquid-cooled, Alpha 2 engine, which puts out 29.1hp and a peak torque of 29.6Nm. The rear has a 47-tooth sprocket, which is now 2 teeth larger and gives the bike quicker and punchier acceleration. The bike feels smoother in the low range rpms, has a light clutch action, and slick gearshifts. Once the revs cross 5,500, there are noticeable vibrations that creep in on the handlebars and pegs.    Engine and outputEngine334cc, single-cyl, liquid-cooledPower 29.1hpTorque29.6Nmgearbox6-speed   The bike feels in its element cruising at 90kmph, and it is also a tractable motor, being able to do slow speeds of 30kmph in third gear. I did feel like the fuelling could have been better, as there were times it felt inconsistent.    It now gets the 334cc, single-cylinder, liquid-cooled, Alpha 2 engine.   Yezdi have also added a feature to improve fuel efficiency. When the bike starts up, it is by default in city mode, which restricts the top speed to 100kmph. To activate the performance mode, a rider has to long-press the small M button on the left-hand side switchgear. On the go, the mode can be switched under 30 kmph. There is hardly any difference in acceleration and the city mode essentially restricts the top speed. In theory, this sounds like a good idea, but given that it mostly just restricts the top speed, it doesn’t seem very functional. It’s also irritating that the bike automatically resets to City mode on each key cycle. 2025 Yezdi Roadster ride comfort and handling - 8/10 Reworked suspension, stiffened chassis, and grippy tyres Yezdi has reworked the suspension at both ends for better comfort. With my lightweight frame of 57kg, I did find the rear on the stiffer side, however, riders who were heavier (around 75-80kg) found it more plush. The front fork has 135mm of suspension travel, while the twin rear shocks offer 106mm of travel. With the sharper rake angle, the bike tips into corners quickly, and it's effortless to change direction. The new MRF Steel Brace rear tyre offers really good grip, and the bike feels planted through twisty roads.    The new MRF Steel Brace tyre at the rear offers really good grip levels, but the front is a non-radial MRF tyre.   The Yezdi Roadster gets disc brakes at both ends with ByBre calipers. The front brake lever lacks initial bite, after which you suddenly feel strong brake power kicking in sharply. I had to get used to how these brakes engaged, as they are sharp but require a rider to get used to modulating them to smoothly get to a halt.    Suspesnion, tyres, and brakesSuspension (F/R)Telescopic fork / Twin shock absorbersBrakes (F/R)320mm disc / 240mm discTyres (F/R)100/90-18 / 150/70-17 2025 Yezdi Roadster features and safety - 6/10 Simple, but ample The Yezdi is quite basic in terms of features and has a round LCD screen displaying basic information. The info is laid out well, but the unit is barely visible under harsh sunlight. The console can also be adjusted for a better viewing angle, but it is not the brightest on sunny days. The only safety feature is dual-channel ABS. It misses out on a traction control system, but for the level of performance, TC is not really required. 
Simple layout on the LCD screen.   What it misses out on in features, it makes up for with customization. With this generation of the Roadster, Yezdi is offering over 50 types of customizations to enable different riders to personalize their bike according to their liking. The top-spec variant of this motorcycle can be had in a black color scheme with a flat handlebar, bar-end mirrors, sleek indicators, and the rear indicators also incorporate the brake light into them. This gives the bike a really clean look.  2025 Yezdi Roadster price and verdict - 7/10 Better and more affordable than before Compared to the older model, the updated Roadster is a big step up. It has better build quality, offers quicker acceleration, and lovely handling abilities. Despite being a roadster, it can comfortably handle long-distance riding, and that does make it quite a usable bike.   Sharkskin Blue is the most affordable colour scheme of offer.   Another advantage is that with the new GST rates announced, the bike is going to become more affordable. At the launch, it was priced starting at Rs 2.10 lakh and going up to Rs 2.26 lakh. Now, it will be priced between Rs 1.94 lakh and Rs 2.08 lakh (all prices ex-showroom prices), making it more accessible. 
Price (with new GST rates)Sharkskin Blue Rs 1.93 lakh (ex-showroom)Smoke GreyRs 1.96 lakh (ex-showroom)Bloodrush MaroonRs 2.00 lakh (ex-showroom)Savage GreenRs 2.05 lakh (ex-showroom)Shadow BlackRs 2.08 lakh (ex-showroom)

Also See: Hero Xoom 160 review: Ready for Adventure?

 

It's been nearly two years since Hero first showed off a rather production-ready looking concept of the Hero Xoom 160 at EICMA and almost 9 months since it was launched at the Auto Expo earlier this year. The scooter is now finally on sale and we’ve had a chance to see what it's like.

Hero Xoom 160 Design and Style - 9/10 It carries a large, proportionate and handsome design

The biggest thing the Xoom 160 has going for it is its style and presence. This is a thoroughly stylish scooter with a tall frontal area that packs sporty twin LED headlamps and a big windshield. The side profile is unmistakable for anything but a maxi scooter and the large exhaust as well as the sleek tail design neatly sum up the ADV-maxi scooter theme. Smaller details like the neatly integrated cast aluminium rear grab handle, smart looking pillion footpegs and the chunky aluminium swingarm all add to the appeal.  

The biggest Xoom is a large scooter and turns heads on the road.

The overall effect is of a large scooter that turns heads on the road, especially if you go for the brighter choices amongst the four available colour options. At a closer look, it's a familiar story with Hero’s premium products where some of the plastics used could be of a higher quality and the same applies to the switchgear as well. In fact, this switchgear is a step down from recent products like the Xoom 125 in terms of how it looks and feels. 

For a premium product, the Xoom 160's quality leaves a lot to be desired. Hero Xoom 160 seating position and comfort - 8/10 It will fit riders of all sizes

Given that this is a rather large scooter and it weighs a hefty 142 kg, Hero has done a good job with making the seat height as accessible as possible. At 787mm, it's not only low on paper, but also helps shorter riders get their feet down easily. One of the ways this friendliness has been achieved has been by giving the seat a downward slope. 

The sloping rider's seat can get a bit annoying over time.

Taller riders will also find decent comfort on this scooter, but the sloping seat can become a mild irritant over time. It’s definitely not as uncomfortable for bigger riders as the Xoom 125, but it could have been better - although this is something that can be improved by aftermarket seat modifiers. What’s nice out of the box is that the pillion seat is wide and spacious.

Hero Xoom 160 Engine and Performance - 8/10 A smooth motor with good highway performance

Hero has created a brand new 156cc liquid-cooled engine for this scooter. Like its main rival the Yamaha Aerox 155, it used a 4-valve SOHC valvetrain design and the power and torque figures are also very similar at 14.8hp and 14Nm.

Engine and outputEngine156cc, single-cylinder, liquid-cooledPower14.6hp at 8,000rpmTorque14Nm at 6,500rpmGearboxCVT

The exhaust sound is rather conventional but the engine is quite smooth with no harsh vibrations to complain about. The motor and CVT gearing appear to have been tuned for a gradual, yet strong rate of acceleration rather than bursting off the line the moment you twist the accelerator. 

Hero's first liquid-cooled scooter engine is a smooth and decently punchy mill.

The Xoom 160 keeps building pace as you cross 60 and 80kph and it should show you an indicated top speed of somewhere between 110-120kph. Top speed wise, it will probably slot in between the new TVS Ntorq 150 and the Yamaha Aerox 155. This level of performance will make the Xoom quite handy on longer inter-city rides like Mumbai-Pune. 

Throttle response is smooth and predictable and while the engine’s performance itself is fine, the accelerator has an excessively long twist action which quickly becomes annoying. You need to make an exaggerated twist of your right wrist to access all the performance and it feels quite counter-productive given that people would buy this scooter with the expectation of effortless performance. A quicker-action throttle would greatly improve the riding experience.

Hero Xoom 160 suspension comfort and handling - 6/10 It's not what many people may have been expecting

The communication around this scooter has positioned it as an ADV-style maxi scooter and that’s quite an exciting proposition for anyone who lives in an area with bad roads. Moreover, the Xoom 160 has a little more suspension travel than most scooters with 97mm at the front and 94mm at the rear. However, on the road, the Xoom doesn’t end up having that plush, absorptive suspension set up that many people have been hoping for.

Unlike other Hero products, the Xoom's ride quality isn't very supple.

Instead, it carries an inherent air of firmness in its suspension that reminds me of the Aerox 155. It might be a little more forgiving than the Yamaha, but it's similar in nature and this is a disappointment. With 155mm of ground clearance, bad roads can be dealt with as well as on any other scooter, but you do need to reduce the pace. The Xoom doesn’t like being hustled over broken surfaces and its weight will quickly become apparent as it pitches you out of the seat over bigger bumps. This behaviour also rules out any potential of the Xoom 160 being that oddball off-roader that some people may have been hoping for. 

The Xoom's suspension feels similiar to that of an Aerox.

Over smaller bumps, things aren’t so offensive and the Xoom is nicely comfortable on a smooth road. It also has a pleasantly light steering feel at very slow crawling speeds in traffic and feels well-balanced in these conditions. We only encountered a couple of corners on our test route, but it felt a bit awkward through them. From what we’ve experienced so far, it's not as natural and intuitive a handler as most of its 14-inch wheel rivals. However this is something we’d like to further evaluate when we get to spend more time with it.

The brakes work adequately and it has single-channel ABS.

Braking performance is acceptable and while the front disc definitely isn’t as sharp as some rivals, the scooter slows decently enough when both brakes are used. Like most scooters in this class, it gets a rear drum brake and single channel ABS.

Suspension, tyres and brakesSuspension (F/R)Telescopic fork / MonoshockTyres (F/R)120/70-14 / 140/60-14BrakesDisc / Drum

Hero Xoom 160 features and safety - 8/10 It scores well in some areas and misses out in others

My favourite feature on the Xoom 160 is the keyless function whereby you have a rotary knob that is used to start the ignition or open the centre tunnel mounted fuel-filler cap. Another small button next to this knob lets you open the boot, although you can also do this via a button on the key fob. 

Despite measuring just 22 litres, the boot can accommodate a full-sized ECE-certified helmet.

Boot space on paper is just 22-litres, but this is one of the very few scooters in India that can accommodate a large fullface helmet and that’s another great convenience. A large 7-litre tank means it should have decent fuel range as well.

Its 7 litre tank is one of the largest on any Indian scooter.

There is also a closable cubby on the left side of the front apron and while the plastic clasp that closes it could have been nicer, it's a good storage space that can hold a large smartphone. 

The LCD has decent features but a TFT would have been welcome at this price.

The above mentioned features work well and do a great job of elevating the premium user experience with this scooter. However, other areas like the simple LCD display and lack of traction control do put the Xoom 160 on the back foot when compared to some rivals. Neither really bothered me, but a TFT display would have been appropriate at this price. Even so, you do get Bluetooth connectivity with call alerts and navigation assists with this LCD display

Hero Xoom 160 price and verdict - 7/10 The price doesn’t reflect Hero’s usual competitiveness

At Rs 1.49 lakh ex-showroom Delhi, this scooter is priced on par with the Yamaha Aerox and is positioned significantly higher than 150cc plus air-cooled options from Aprilia and TVS.

PricePrice (ex-showroom, Delhi)Rs 1.49 lakh

On the one hand, the pricing is reasonable when you consider the sheer size, design and attention to detail in areas like the swingarm. But on the other hand, it is priced uncomfortably close to the Yamaha Aerox and the Xoom 160 lacks Hero’s typical cost competitiveness.

As a large and stylish maxi-scooter, this is currently one of the best locally made options.

For those of you who have been hoping for a super absorptive, plush-riding scooter that can effortlessly eat through bad roads, the Xoom 160 will disappoint. But as a large, stylish and premium-looking maxi-scooter with good convenience baked in, this is currently one of the best locally made options. If you’re lucky enough to have consistently smooth roads around you, you’ll probably really like what the Xoom 160 has to offer. 

Also See: Hero Xoom 160 video review

Also See: TVS Ntorq 150 review: Evolution not revolution

For many years now, the TVS Ntorq 125 has championed the cause of the sporty scooter and it's done so while not sacrificing practicality - a combination that has helped it soar past the 2 million unit sales milestone ever since its inception. As great as the 125cc Ntorq is, the market is maturing and the 150cc+ scooter space is slowly but surely seeing new entrants both from well-established Indian and foreign OEMs. To throw its hat in the ring, TVS has decided to create the new Ntorq 150, the rather striking yet also familiar scooter you see here. 

TVS Ntorq 150 design and quality - 9/10 Excellent quality; sharp and sporty design with flashy colours 

While the Ntorq 150’s design isn’t exactly wholly original, it is sure to catch your eyes - especially so because every single one of the four available  colours screams flashy. To this author's eyes, the Ntorq 150 is a striking thing with its new headlight split into four neatly recessed LED projectors, those curvy DRLs (which also serve as indicators), that lovely, angular tail light, sharp silhouette with cuts and creases and even winglets! One thing’s for certain, no matter whether you like or loathe the way the Ntorq 150 looks, it's going to be hard to miss on the road! 

The Ntorq 150 is a catchy looking thing and its flashy colour schemes help it stand out.

By now I'm sure you're wondering - hey, those don't look like 14-inch wheels - and you're correct, they're 12-inchers. Many people (including myself) expected to see the bigger Ntorq move to bigger 14-inch wheels but TVS has decided to stick with the same 12-inch wheel size as nearly the rest of its ICE scooter lineup. How this wheel choice affects the Ntorq’s riding dynamics is something we'll address a little later but I personally don’t think it's any worse without bigger wheels. 

In typical TVS fashion, quality is at a high level be it the shiny paint finish, tactile switchgear, neat panel gaps and leaves very few causes for complaint. However we did notice some creaking plastics in the handlebar area on a couple of scooters.

TVS Ntorq 150 riding position and comfort - 9/10 Neutral, spacious riding position and spacious seat make for a winning combination 

That sense of familiarity to the smaller Ntorq will continue once you get onboard the bigger 150 - a good thing. You're greeted by a really spacious, neutral and open riding position (even 6’1 Rishaad fit perfectly here) and a seat that's spacious enough to carry 2 full-sized adults. 

It can accommodate larger riders without them feeling cramped.

Even while taking lock-to-lock u-turns the handlebar didn’t foul with my knees (or Rishaad’s) which means that larger riders won’t have to compromise on space or comfort here. On the flip side, the 770mm seat height is low enough that shorter riders will be able to get at least one foot down without trouble. 

TVS Ntorq 150 performance and refinement - 10/10 New motor packs punchy performance and impeccable refinement 

Like the 14-inch wheels, lots of people (again, myself included) were also hoping for a liquid-cooled motor from the Ntorq 150. Again, TVS has gone down a seemingly divergent path and given the Ntorq 150 an air-cooled engine. While its genesis began with the Ntorq 125’s motor, the company has overhauled every aspect of the engine - including, but not limited to, a bigger bore, longer stroke, revised muffler routing and a litany of other comprehensive changes. 

New 150cc engine is smooth, punchy and has a brappy exhaust note too!

The end result is a peachy engine with a rorty, mischievous soundtrack - a pukka Ntorq then! Aside from the slight judder at idle (a typical CVT scooter trait) and the mildest of tingles in the floorboard at high rpms, this engine is smooth everywhere else. 

And it packs a good punch too! While it's not the most powerful engine in the class, its torque figure is the highest. Best of all, the torque is delivered quite low in the rev band and the motor’s punchy nature translates to the Ntorq 150 being a really responsive machine with every twist of the accelerator. Getting up to 80kph feels rather effortless and even accelerating from 30-40kph up to highway speeds is a quick affair. For you top speed junkies out there, TVS claims a 104kph top speed for the Ntorq 150. 

Engine and outputEngine149.7cc, single-cyl, air-cooledPower13.2hp at 7,000rpmTorque14.2Nm at 5,500rpm (including 0.7Nm from iGO electric boost)GearboxCVT

There are two riding modes - Street and Race - which have different peak outputs and mapping. Street has a mellower response and also tempers down peak power to 10.9hp, which is almost in line with the Ntorq 125. Meanwhile, Race gives you the full 13.5hp and you also get TVS’ electric iGO assist, with a maximum torque output of 14.2Nm (0.7Nm of that comes from iGO) and this feels like the mode I’d want to spend all my time in. 

The Ntorq has enough juice to comfortably cruise at highway speeds.

However, what is puzzling is that TVS’ iGo assist electric boost can only be used in Race mode. Since Street mode extracts less power from the engine, you could argue that you’d need the electric boost more in this mode, especially when you’re trying to make a quick overtake inside the city. 

TVS Ntorq 150 ride comfort and handling - 9/10 Suspension balances poise and comfort exceptionally well; brakes are strong too

Complimenting the punchy engine is the Ntorq’s well setup chassis. TVS started with the same main frame as the Ntorq 125 but strengthened and reinforced it to create the backbone of the Ntorq 150. On the move, it has a fun and flickable nature and it can tackle a set of corners with good composure albeit with noticeable suspension movement. While the Ntorq 150 is a good handler, it won't be able to match the sharper nature of the more stiffly sprung Aprilia SR or the Yamaha Aerox - but in my books, that little tradeoff is well worth it. 

TVS has walked the line between suspension comfort and sporty handling in a sublime fashion.

The way TVS has straddled the line between poise and comfort is truly remarkable and my feeling is this sporty scooter will surprise most people with how well it tackles road imperfections. Of course, we only rode the Ntorq 150 on TVS’ butter smooth test track, where I encountered precisely the same two bumps lap after lap.

At 22 litres, its boot is the same size as the 125cc Ntorq.

However, while I did so, the Ntorq’s suspension (while slightly stiffer than the Ntorq 125) reminded me of the Jupiter’s setup in how absorbent it was - when was the last time any sporty scooter was spoken of in that vein? I think the tiny bit of outright handling you'll be sacrificing will be well worth the spades of comfort you gain in return. 

Weight and dimensionsSeat height770mmGround clearance155mmFuel tank capacity5.8 litresKerb weight115kgWheelbase1285mmUnderseat storage capacity22 litres

TVS Ntorq 150 features and safety - 9/10 Top variant comes with a 5-inch TFT; single-channel ABS standard here

Braking performance too is reassuringly strong and measured, with initial bite being gentle but once you give the chunky, adjustable levers a firm tug, you’ll come to a halt reasonably quickly. In fact, if anything, the rear brake can lock up a little too easily, which is because the Ntorq 150 - just like its peers - only gets a single-channel ABS. This is par for the course and just something you’ll have to get used to over time. 

The Ntorq gets a rear drum brake and a single-channel ABS.

Another safety feature the Ntorq has is traction control, which we never got the opportunity to test on TVS’ smooth test track but could come in handy over rough patches in inclement weather owing to this engine’s torque-rich character. 

5-inch TFT is borrowed from the Apache RTR 310, has a boatload of tech baked in.

One area where TVS really has pulled out all the stops is in the sheer technology baked into the scooter, especially on the top TFT variant. Aside from the usual - and now commonplace - gamut of features like turn-by-turn navigation, music playback and notification alerts, the Ntorq 150 also has Alexa alerts, smartwatch pairing compatibility, geo-fencing functionality and a whole lot more if you pair your phone to the dash via TVS’ app.

The base model uses this hybrid LCD/TFT dash seen on the Ntorq 125 XT and Jupiter 125 SXC.

The real-world use case for many of these features is rather infinitesimal but they’re there in the background, should you ever need them, which is exactly the way technology should be integrated into a vehicle. 

Suspension, tyres and brakesSuspension (F/R)Telescopic fork / MonoshockBrakes (F/R)220mm disc / 130mm drumTyres (F/R)100/80-12 / 110/80-12

TVS Ntorq 150 price and verdict - 9/10 Priced very well and scores highly on all counts

Summing up, the Ntorq is fast, flashy and feature-loaded, which means it meets more or less everything somebody in this class is shopping for. The cherry on top is the excellent price. Ranging from Rs 1.15 lakh - Rs 1.25 lakh (ex-showroom, Delhi), not only is the Ntorq 150 the most affordable 150cc scooter in India, it's not a big stretch from the top 125cc Ntorq variant.

Silver is reserved for the base model while the neon yellow is exclusive to the top variant.

If the biggest complaints we’ve come away with are the lack of iGO assist in Street mode and a slightly sharp rear brake, then TVS have done well and have another winner on their hands with the new Ntorq 150. 

Also See: KTM 160 Duke review: size matters

 

Single-minded motorcycles, as the term suggests, are machines created for a specific purpose. A sportbike is meant to slice up a track or a set of twisties, a cruiser is meant to amble along an open highway, and so on and so forth.

Which is why I think the KTM 160 Duke is also a single-minded machine. Not because of the sort of riding experience it was born to provide, but it is a single-minded machine because it was created to dethrone a certain blue motorcycle’s dominance in this part of the market.

KTM 160 Duke design and features - 8/10 Comes with supermoto ABS and a slipper clutch.

Looking at these pictures you can see that there is a lot of visual similarity between the new 160 Duke and the bigger 200. That’s because both are based on the same gen 2 KTM Duke chassis architecture.

 

It's a sharp-looking thing and visually very similiar to the 200 Duke.

To this author’s eyes, the 160 Duke looks sharp, svelte and purposeful without going over the top like the latest 250 and 390 Dukes can sometimes feel. Quality is at a nice level all across and there’s very little stray wiring peeking out from underneath the bodywork – this is a neatly finished bike.

Weight and dimensionsKerb weight147kgSeat height815mmGround clearance174mmFuel tank capacity10 litresWheelbase1357mm

Coming to the new 160 Duke’s feature-set, this is a decently feature-rich machine for the class with a slipper clutch, supermoto ABS (rear off), full-LED lighting and Bluetooth connectivity for the LCD display, if you purchase the optional Bluetooth module priced at Rs 5,140.

LCD dash is well laid-out and the UI is intuitive and straightforward.

The 160 Duke uses the same left-hand switch cube as all of its bigger siblings – this cluster is intuitive to use and is of a good quality as well. 

KTM 160 Duke ride and handling - 9/10 Has a spacious riding position and well-judged suspension.

The first thing you'll notice once you’re perched atop the 160 Duke is its spacious and open riding position, unlike the latest 250 and 390. For taller riders like myself, this roomier riding triangle is more preferable in comparison to the tighter, more compact seating position on the bigger Dukes. 

Despite its smaller displacement, the riding position is spacious for larger folks.

Bajaj has gone to great lengths to make the 160 Duke as light as possible, and at 147kg, it is 12 kilos lighter than the 200. Some of the more noteworthy changes include slimmer frame tubes, a thinner 37mm USD fork, narrower pillion grab rails, new wheels seen on almost all India-made Duke and RC models and the 160’s engine is a kilo lighter than the 200’s block.

Latest-gen small-capacity KTM cycle parts used here; brakes work and feel great!

All that hard work has paid dividends once you get riding. The city is where the 160 Duke is certain to spend a large amount of its time and in that application it works very well. It's light, flickable and manageable – all lovely attributes to tackle our unpredictable road infrastructure. And when you do decide to break free from the shackles of the urban jungle, the 160 Duke is good fun on a set of winding roads. It has genuine sporting ability in a very fun, KTM fashion and it doesn’t feel like a dressed-up commuter in that sense.

Suspension, tyres and brakesSuspension (F/R)USD fork / MonoshockBrakes (F/R)320mm disc / 230mm discTyres (F/R)110/70-17 / 140/60-R17

The 160 Duke’s wheels and braking hardware are shared with the latest KTM models – not the 200 Duke, with which it shares a lot. This means you get a big 320mm rotor up front with a 4-piston radially mounted caliper and organic brake pads. Despite the organic pads, braking power is commendable and these brakes are also very communicative as well as progressive – all attributes that will help the newer, less experienced sort of riders who are likely to gravitate towards the 160.

The chassis is well set-up and inspires confidence on the side of the tyre. KTM 160 Duke engine and performance - 9/10  Rev-happy engine is fun to max out, it's decently tractable too.

Just like the taut chassis, the 160 Duke’s engine is also faithful to the KTM ethos. This is an engine that rewards chasing the redline (read mischievous behaviour) and wringing the throttle wide open to make forward progress is great fun! Happily, this addictive high-rpm thrill doesn’t come at the expense of hesitant city manners.

New 164cc motor is enjoyable and a great fit for a beginner bike like this.

The 160 Duke’s motor feels tractable and docile enough for city work, but you get the sense that this little engine is its enjoyable best when you’re revving it hard. Part of the reason why its city manners are so good is its relatively modest 19hp/15.5Nm peak output and partly its super short gearing. Here, Bajaj has employed a 45-tooth rear sprocket – three more than the 200 Duke, which itself has always been aggressively short-geared.

This super short gearing also means that you'll hit the redline a little too quickly in every gear. If you’re the sort that cares about top speed, you should see a figure around the mid-120s, which is a little lower than its arch rival from the tuning fork brand.

EngineEngine164cc, single-cylinder, liquid-cooledPower19hp at 9,500rpmTorque15.5Nm at 7,500rpmGearbox6-speed

KTM 160 Duke price and verdict - 9/10 The 160 is a small bike that's big on fun.

Speaking of that particular arch rival – the Yamaha MT-15, in case you’re wondering – let me first tell you why the 160 Duke replaced the 125 before we sum up. You see, in the Indian context, the 125 Duke always found itself fighting an uphill battle in comparison to similarly priced bikes. It had a genuinely sporty chassis but that 15hp engine really couldn't justify its Rs 1.80 lakh sticker price because that price bracket includes some genuinely credible sporty 250s and even Bajaj’s own Pulsar NS400Z.

A full-blown comparison with the Yamaha is on the cards!

The biggest challenge, however, was posed by the Yamaha MT-15. The pared-back R15 promised peppy performance and aspirational brand value along with great fuel efficiency – a synergy no other bike at this price point was able to manage. This catalyst is exactly what triggered the inception of the KTM 160 Duke. Yamaha now sells over 10,000 MTs a month and that’s a market Bajaj simply couldn’t afford to overlook anymore. As of now, India is the only market the 160 Duke is sold with no immediate plans to export it elsewhere.

PricePrice (ex-showroom, Delhi)Rs 1.85 lakh

At Rs 1.85 lakh, the KTM 160 Duke is priced just a few thousand rupees more than the now discontinued 125 Duke. For that incremental jump you get a noticeable step up in performance, componentry and features, not to mention bragging rights – an important consideration for a buyer in this class. For someone who wants the image of having a KTM without the frantic performance or high initial purchase price, the 160 is a wonderful stepping stone into this mad orange world.

As a sporty first bike, the 160 Duke fits the bill very nicely.

And not just in isolation, even in comparison to the Yamaha, there are some areas where the KTM fares better. Only a full-blown comparison will answer the question of which is the sporty, liquid-cooled, 160cc streetfighter to buy and that's a story we hope to bring you very soon!

Also See: KTM 160 Duke video review

Car and Bike news, reviews and videos.

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The Maruti Suzuki Victoris enters one of the most fiercely contested segments in our market – midsize SUVs, currently ruled by the venerable Hyundai Creta. The Victoris aims to take on the Creta by offering a wide range of powertrains, a sharp design and, in a first for Maruti, ADAS features.

And even though Maruti does have the Grand Vitara in this space, the Victoris will be retailed through the brand’s more widespread Arena retail channel as opposed to Nexa, thus enabling it to reach a wider consumer base. The Victoris will also be exported from India to over 100 countries, signalling just how important this product is to India’s No. 1 carmaker. Let’s see if it’s up to the task.  

Maruti Suzuki Victoris design and engineering - 8/10 Sharp new design language, segmented LED lights make an impression; based on the same platform as the Grand Vitara.

The Victoris makes a very good first impression with its design. Sharp and distinctive, it borrows cues from the upcoming e Vitara SUV, and it also has some resemblance to the smaller Brezza. Up front, it has segmented LED daytime running lamps and a chiselled bumper, with a wide air dam and a skid plate element lower down. Then, there are strong character lines along the sides and squared-off wheel arches with plastic cladding, which help give it a muscular stance.

The Victoris’s design draws some inspiration from the Brezza and e Vitara, and it’s virtually as big as the Grand Vitara.

Though attractive and par for the segment in size, the 17-inch dual-tone alloys and their weedy tyres look small in the large wheel arches; meanwhile, the blacked-out roof and pillars help enhance the SUV’s length. The raked rear windscreen also gives it a coupe-SUV vibe and makes it appear longer than it is. Out back, it gets a striking, segmented LED light bar with a flat tailgate, and it’s from this angle that the Victoris doesn’t appear cohesive. Still, on the whole, it’s an attractive-looking SUV, and it can be had in as many as seven colours.

Like the Grand Vitara, the Victoris is based on Suzuki’s Global C platform, which Maruti has dubbed ‘Suzuki Tect’. As for dimensions, it is 4,360mm long, 1,795mm wide and 1,655mm high, with a 2,600mm wheelbase, which makes it more or less as big as the Grand Vitara.

Maruti Suzuki Victoris interior space and comfort - 8/10 Layered dash is attractive, and it gets two upholstery colour options. Inside, too, it’s a familiar yet distinctive affair. The dashboard and steering wheel are completely different from the Grand Vitara, but you’ll still find shared bits like the window switches, indicator stalks, and more. Like the Grand Vitara, the Victoris gets two interior colour schemes – ivory and black with silver accents for the petrol and CNG versions and all-black with rose gold accents for the strong hybrid. While the dual-tone upholstery of the petrol and CNG does help the sense of space inside, the fabric inserts on the seats will be tough to keep clean. Personally, I prefer the all-black upholstery of the strong hybrid.  
Petrol and CNG Victoris variants get an ivory-and-black interior scheme, while the hybrid's cabin is all-black. On top of the layered dashboard sits a free-standing touchscreen, below which are the AC vents and the AC controls. It’s nice to see physical toggle switches for this and a rotary knob for the volume, too. There’s also a vibrant, fully digital 10.25-inch instrument cluster – a first for Maruti. The dash is broken up by a soft-touch, leatherette panel with contrasting stitching, which uplifts the cabin. And so does the ambient lighting, which is displayed in a pattern on the passenger side and in the footwell. A special mention also goes to the all-new steering wheel that’s nice to look at and hold, and it features physical buttons too. The overall fit and finish and quality of materials inside the cabin feel a notch above what we’re used to from Marutis, and that comes as no surprise given this SUV’s export aspirations.   Space at the back for taller passengers and three adults is a bit tight. The front seats are very comfortable, with just the right amount of support, cushioning and under-thigh support. And on a hot day, you’ll also appreciate the fabric inserts in the upholstery, which cool down quicker than leatherette. However, it does fall short when it comes to the rear seat. The headroom and kneeroom are tight for taller passengers, and the relatively narrow cabin means it won’t be ideal for seating three adults. What’s good, though, is that you’re seated high up, which gives you a good view out, and the panoramic sunroof and large windows help the sense of space. The seat itself is comfortable and supportive, though, and you also get dedicated AC vents, USB ports and a fold-down armrest with cup holders at the back.  
The Victoris’s boot space is good in the petrol and CNG variants, but the spare wheel is unfortunately an optional extra.

Practicality is good, too, with large door bins, a sizeable glove box, a cubby under the front armrest, two cup holders, a dedicated wireless phone charging pad and some additional space ahead of the gear lever. Boot space depends on which version you opt for. The petrol gets the most space, which includes a circular recess under the boot floor, while the CNG misses out on this recess thanks to an underbody-mounted CNG tank. The strong hybrid, meanwhile, has a raised boot floor thanks to the battery pack placed underneath. What is a downer, however, is that no versions come with a spare tyre, and you only get a puncture-repair kit instead. Buyers can opt to buy the spare wheel separately at the time of purchase.

Maruti Suzuki Victoris features and safety - 9/10 Gets Maruti’s new infotainment touchscreen and a powered tailgate; digital cluster and ADAS features are a Maruti-first; has a 5-star safety rating. New 10.1-inch infotainment touchscreen feels slick to use. The Victoris is also more feature-rich than any Maruti Suzuki. Compared to the Grand Vitara, the Victoris packs a larger touchscreen, a fully digital instrument cluster and Level 2 ADAS tech. Dubbed Smartplay Pro X, the new 10.1-inch touchscreen impresses with its slickness and response, and Maruti’s new user interface is also easy to navigate and easier on the eyes, too. The new 10.25-inch instrument cluster, too, has crisp graphics and a high resolution, and you can even change the display themes. However, it doesn’t have a blind-spot monitor or display navigation like some of its competitors.   Ventilated front seats are offered in top-spec Victoris trims. Among other things, the top-spec ZXI+ (O) gets ventilated front seats, a powered driver’s seat, an electronic parking brake (petrol only), a panoramic sunroof, a head-up display, leatherette upholstery, configurable ambient lighting, all-LED lighting, 17-inch diamond-cut alloys, a PM2.5 air filter, an 8-speaker Infinity audio system with Dolby Atmos (it sounds quite average, though), connected car tech, a powered tailgate with gesture control (segment-first), and much more. It’s clear that Maruti hasn’t left any stone unturned in terms of comfort and convenience features.   8-speaker Infinity audio system sounds rather average.

And it’s a similar story with the safety kit too. The Victoris’s safety suite comprises six airbags, traction control, brake assist, hill hold control, ISOFIX child seat anchorages, and more as standard. Higher variants also get a 360-degree camera, a tyre-pressure monitoring system and, as a first for a Maruti model, Level 2 ADAS (Petrol AT only). Moreover, the Victoris has also received a full 5-star safety rating from Bharat NCAP and Global NCAP, furthering its safety credentials.

The Victoris debuts Level 2 ADAS for Maruti cars, and the system is well-tuned for Indian roads.

The Victoris’s Level 2 ADAS includes features like autonomous emergency braking, lane-keep assist, blind-spot detection, adaptive cruise control, and more. And what’s nice is that it’s well-suited to Indian road conditions. The AEB isn’t too sensitive and provides adequate warning before applying the brakes, the lane-keep assist isn’t very intrusive, and the adaptive cruise control, too, worked as intended.

Maruti Suzuki Victoris performance and refinement - 7/10 Powertrains are refined but not for the performance-oriented; tyre and road noise is audible inside. 1.5-litre petrol engine makes 103hp, which feels underpowered in the Victoris.

One of the Victoris’s strong points is the number of powertrain options available. Sure, there’s no diesel or turbo-petrol, but you can choose between a 1.5-litre mild-hybrid petrol, a 1.5-litre CNG and a 1.5-litre strong hybrid. The CNG comes with a 5-speed manual, and the strong hybrid gets an eCVT only, but the 1.5 NA petrol engine can be had with either a 5-speed manual or 6-speed torque converter automatic; the latter also comes with Suzuki’s AllGrip AWD system.

We got to experience the strong hybrid and the AWD versions of the Victoris on our drive. Starting with the 1.5 petrol mild hybrid, this engine is a familiar one that does duty in a number of Maruti models like the Grand Vitara and Brezza. Output stands at 103hp and 139Nm, and despite it weighing only around 1,300kg, the Victoris petrol-AT AWD feels underpowered, and its clear focus is on efficiency. This especially comes to the fore when you want to make a quick overtake on the highway, where you’re left wanting more.

You get drive modes to alter the petrol engine's character, but the lack of grunt remains evident.

Selecting Sport mode heightens the response, which does help matters a bit, but there’s no escaping this engine’s lack of grunt. But what impresses is its refinement, and paired with the smooth torque-converter gearbox, it makes for a near-seamless drive experience. You also get paddle shifters, which do their bit to add engagement.

Suzuki’s AllGrip AWD system proves quite capable off-road.

A special off-road course also successfully demonstrated the Victoris AWD’s off-tarmac prowess. It packs modes like Snow, Sport and Auto, and even has a Lock function that’ll split power 50:50 front/rear, and it comes with hill-descent control for greater control. The Victoris AWD tackled the articulation, rough roads and steep decline obstacles with ease, and as such, this will be a good option for those living in hilly areas with poor road conditions.

But what is undoubtedly the powertrain to go for is the strong hybrid. This is also a familiar one, as it is shared with the Grand Vitara, and as such, the combined output stands at the same 116hp. This powertrain uses a 1.5-litre, 3-cylinder Atkinson cycle petrol engine, along with an electric motor and a lithium-ion battery.

With 116hp (combined) on tap, the Victoris strong hybrid is our pick.

The strong hybrid starts off in EV mode, and as long as you’re light with your throttle inputs and the battery has juice, it will stay in that mode, which makes for a smooth and soothing drive experience. When you prod the throttle harder or if the battery is low, the engine comes to life to boost performance and charge the battery. This unit is smooth as far as 3-cylinder units go but is audible when you rev it hard. In hybrid mode (engine + motor), the Victoris responds keenly from the get-go, and the instant torque from the electric motor makes overtaking easy.

Strong hybrid setup makes for a smooth driving experience and is also highly fuel-efficient.

You also get drive modes with the strong hybrid – Eco and Power – which have a corresponding effect on the powertrain’s response. And complementing it is a smooth CVT gearbox, which makes the drive seamless. While the powertrains are refined, what does filter through to the cabin is tyre and road noise, especially at higher speeds.

Maruti Suzuki Victoris mileage - 9/10 Strong hybrid delivers an impressive 28.56kpl, while the AWD returns 19.07kpl (ARAI).

On our short drive, we didn’t get to test the Victoris’ fuel efficiency, but rather unsurprisingly, the strong hybrid is claimed to be the most efficient, delivering 28.65kpl (ARAI). Meanwhile, the AWD AT is said to return 19.07kpl (ARAI). This makes the Victoris more fuel-efficient than the Grand Vitara, and that’s down to better aerodynamics and low rolling resistance tyres.

Maruti Suzuki Victoris ride comfort and handling - 8/10 Ride is on the firmer side, but it deals with broken roads well.

The Victoris also strikes a good balance between ride comfort and handling. The ride, especially on the strong hybrid owing to its higher kerb weight, does feel a bit firm at lower speeds, but that means it feels composed and mature at higher speeds and while tackling the rough stuff. Furthermore, it should also get more pliant when fully loaded. What’s also nice is that the suspension also works silently.

Body roll is well-controlled, making the Victoris feel predictable around bends.

The steering, too, has the right amount of weight, which means it’s light and easy enough to twirl in traffic yet reassuring at higher speeds. It also feels direct enough; that, along with good body control, means the Victoris feels agile and predictable around bends. In conclusion, the Victoris has impressive road manners, although, as is the case with its powertrains, you aren’t presented with an engaging or exciting experience.

Maruti Suzuki Victoris price and verdict - 8/10 Priced well, packed with features, and has a wide range of powertrains.

The Maruti Suzuki Victoris is priced from Rs 10.49 lakh for the base petrol manual up to Rs 19.99 lakh (introductory, ex-showroom, India) for the range-topping strong hybrid. This comes across as competitive in its segment and, considering all that it packs, makes the Victoris a value-for-money choice.

The Victoris is the most compelling rival the Creta has had in a while.

It may not be a lot different from the Grand Vitara; it doesn’t get punchy diesel and turbo-petrol options, and it’s not the most spacious at the rear. On the surface, then, it may appear a bit too vanilla, but it has exactly what level-headed buyers are looking for – efficient powertrains, a lengthy feature list and a comfy cabin, and it’s backed up by Maruti’s widespread service network.

It also excels in the ride and handling department, has a number of firsts for a Maruti and is proven to be safe, too. While Maruti may market it as an ideal choice for the youth, the Victoris actually represents a very good buy for the family-oriented. As such, the Victoris is a more than worthy midsize SUV that should be a good foil to the Hyundai Creta.

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Toyota’s Taisor Turbo is a car that is both practical and fun in equal measure. Over the months we’ve had the Taisor, it has provided both practical transport and an elevated fun factor you don’t regularly see in this class of car.

The party piece, for sure, is the engine. Runs up the power band were regularly enjoyed every time I got even a whiff of a gap in traffic. And what makes it work well is that at just over a tonne (1,030kg), the Taisor makes full use of its 100hp and 148Nm of torque from the direct-injection engine.

Light bar at the rear looks cool, adds definition to design.

There is some small amount of turbo lag, and turbo boost isn’t spikey, but power keeps climbing steadily as you climb the rev band. The best bit is the manner in which it revs enthusiastically at the top end, almost like a naturally aspirated engine, with no lack of ‘breath’ at the top. On a recent early morning trip to Pune, I made full use of the open roads and cool drizzle to give the engine a good run. Must say, that felt good; the seamless power delivery and the light and delightfully accurate gearbox adding to the tactile pleasure.

CarPlay now gives you direction prompts on the multi-information colour display. Cool.

While the Taisor doesn’t give the impression of being spacious on the inside, passengers seated in the rear were always happy with the legroom; there’s a padded elbow rest that adds comfort, and the rear vents and USB-C ports add convenience. The cabin may not be luxurious, but it’s functional and reasonably well-thought-out. And while the 360-degree camera doesn’t have the best resolution, it is a genuinely helpful feature I somehow tended to use every day; the front camera coming especially handy quite often.

Rear camera works most of the time, but there seems to be a loose contact, so the feed gets cut.

Then, there are the quirks. The boot offers around 300 litres of space, which is enough for three to four soft bags, but the loading lip is quite high. Lifting heavier items over it becomes a chore. The cabin plastics are sub-optimal. Hard surfaces are everywhere – from the dashboard to the phone tray and wireless charging pad, which doesn’t hold the phone well, especially over uneven surfaces. Even the footwell is noticeably cramped, especially for your left foot. Moving from the dead pedal to the clutch can sometimes get unnecessarily tight and awkward, especially if you are in a hurry.

Plastics, in general, aren’t built to high standards, more so in areas you don’t normally encounter.

Another area where the Taisor falters slightly is cabin insulation. Road noise, engine sound and city commotion seep through more than they should. In quieter places, this passes unnoticed, but in Mumbai’s relentless traffic, it often becomes apparent.

Despite being turbocharged, real-world fuel efficiency is reasonable. In regular city driving, we easily averaged between 12 and 14kpl. Push it harder, and those figures dip closer to 10kpl. That’s expected of a fun-to-drive turbo-petrol, and most buyers will find those numbers acceptable.

Clean, clear dials look great and are easy to read, even if all you can manage is a quick glance.

Some features I’d have liked to see are cooled seats, a sunroof and perhaps a few ADAS options. The Taisor does come with cruise control and a colour MID between analogue dials – and those dials, by the way, are super clear and refreshingly easy to read. One glance at the needles tells you everything you need to know, and that means your eyes can get back to the road without having to linger – safer and less stressful.

It’s a compact crossover that punches above its weight and proves that you don’t have to sacrifice fun at the altar of practicality. And six months in, that blend of usability and enjoyment has made the Taisor feel like a genuinely well-rounded package.

Toyota Urban Crusier Taisor V 1.0 turbo test dataOdometer11,454kmPriceRs 11.66 lakh (ex-showroom)Economy11.4kplMaintenance costNilFaultsRear camera feed gets cut at timesPrevious reportApril 2025

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In case you find yourself lost in Mercedes' vast universe of models, you aren’t alone. Case in point, the CLE - a nameplate that didn't exist till 2023. To give a quick introduction, the CLE is a replacement for both the C-Class Coupé and Cabriolet and the E-Class Coupé and Cabriolet. India got the CLE Cabriolet last year in leisurely 300 guise, but the CLE Coupé that has just gone on sale is an altogether more serious tool. And that’s because it comes in AMG 53 guise.

Mercedes-AMG CLE 53 Coupe exterior design and engineering - 8/10 Flared wheel arches and 20-inch rims lend CLE 53 sporty stance

Before all else, let’s talk design and styling because the CLE 53 is a looker. It’s got a graceful coupe shape with AMG styling dialling up the visual drama. An AMG grille, exaggerated intakes, and even power bulges on the bonnet give the CLE its brooding face, one that's backed by the muscle of flared wheel arches and tight-fitting 20-inch rims.

Frameless doors add glamour to sleek coupe shape

Frameless doors add glamour to the flowing shape, which ends in a short decked tail section. We love the effect the lip spoiler, diffuser and quad exhaust have on the overall look. It’s a car that can pull off the bright and happy Sun Yellow paint shade, but Mercedes will only be happy to fulfil your request for something subtler. In size, the CLE is marginally longer and wider than a BMW 4 Series that’s sold in India in M4 form.

Mercedes-AMG CLE 53 Coupe interior space and comfort - 8/10 Easy access to the cabin

What makes the CLE 53 relatively easy to live with as performance cars go is that you don't sit all that low. Getting into the car is easy, and visibility all around is also rather nice. You’ll love the view of the power bulges on the bonnet that serve as a constant reminder that you're in something special.

CLE 53 interior has much in common with the C-Class 

The interior that has much in common with the C-Class gets that point across as well. It’s a high-end space that uses contrast stitching and a metal-like finish for the dash panel to deliver a sporty vibe. The sport front seats also deliver on comfort. Speaking of which, I found the belt feeder that presents the seatbelt to you (it’s quite a reach back to the B-pillar otherwise) a rather polite feature.

Rear seat offers reasonable space and comfort for a coupe

Access to the back is decent for a coupe, and the rear seat, while cosy, is actually usable. I'm just under six feet tall and struggled with headroom, but anyone shorter than me would manage. Knee room, however, was sufficient even for me.

The rear seats fold flat to free up luggage room, which is an option you might need to take up, given that a lot of the usable luggage area is taken up by the space saver spare. And that's a shame because the CLE 53 is a car that's actually quite happy to tour in.

Mercedes-AMG CLE 53 Coupe features and safety - 9/10 CLE 53 comes to India in a single, fully-loaded form  

What you see on the CLE 53 Coupe featured here is what you get. It’s sold in India in a single fully-loaded variant and packs in lots. Merc’s 12.3-inch touchscreen is the centrepiece of the interior and comes loaded with everything from wireless Apple CarPlay and Android Auto to the crisp 360-degree camera, and even an IWC stopwatch to telemetry and drag start screens.

The touchscreen is super slick, but what's nice is that you don't have to rely on it for things you'd use in the heat of driving. You could program functions such as ESP settings and exhaust modes onto the rotary dial pods on the sporty AMG twin-spoke steering wheel.

The 11.9-inch digital dials are bright and vibrant, too, and best enjoyed with the AMG screen. Head-up display is on the expansive feature list as well, which also includes things like a punchy Burmester sound system, powered and ventilated front seats and a sizable sunroof. 

Safety suite includes ADAS and 8 airbags, including a centre airbag

Safety kit includes eight airbags (including a centre airbag between the front seats) and radar and camera-based ADAS. However, we'd keep automatic braking intervention off as the system doesn't always respond aptly to Indian conditions.

Mercedes-AMG CLE 53 Coupe performance and refinement - 8/10 CLE 53's 2999cc turbo-petrol engine makes a solid 450hp

Mercedes-AMG CLE 53 Coupe powertrainEngine2999cc, twin-turbo, straight-six petrolPower450hpTorque560NmGearbox9-speed torque converter0-100kph4.2 secondsTop speed250kph

Let's talk numbers of interest. 450hp of power, a 0-100 kph time of 4.2 seconds and a top speed of 270kph. These numbers are made possible by a 2999cc 6-cylinder engine. Yup, no downsized and overworked 4 cylinder unit here (looking at you C 63 and C 43). This is a proper sports car with a proper sports car heart.

The engine uses a twin-scroll turbocharger that's complemented by an electric compressor. The electric compressor feeds the engine at lower revs, and then the turbocharger kicks in. The net effect is no turbo lag. What you get instead is very ready access to power and an engine that feels lovely and long-legged, from 1500rpm to 6500rpm.

It's a free engine and you'd love using and intervening with gear shifts via these paddle shifters. The 9-speed automatic transmission does its job perfectly well, but the paddles bring in a new level of connect with your car. And on quick downshifts, they'll also grant you a few pops and bangs. 

Quad exhausts deliver a nice snarl, but it could be louder 

When you're driving fast, you'll also find that this engine emotes rather well through those quad exhaust pipes at the back. It'll let out this lovely snarl when you're driving hard, and you can increase the decibel levels by pressing down on the loud exhaust mode. The thing is, it still doesn't get as loud as you’d want it to, and it never sounds like the bad boy of the neighbourhood. And that could be a negative for some sports car buyers.

It's worth bringing in here that the CLE 53 isn't a top-tier AMG, the ones built to the hallowed one-man-one-engine philosophy. That space is reserved for the CLE 63, which will debut later this year with a 4.0-litre twin-turbo V8. 

Mercedes-AMG CLE 53 Coupe mileage - 6/10 It’s a mild hybrid, alright, but efficiency isn’t its forte

The AMG CLE 53 isn’t about economy and will run through a tank of 100 octane petrol rather quickly over a day of hard driving. In sedate city driving, you can expect the CLE 53 to deliver about 5-6kpl.   

Mercedes-AMG CLE 53 Coupe ride comfort and handling - 8/10 4MATIC system switches between all-wheel drive, rear-wheel drive in real-time

The CLE 53 is a fast car, but one that won't overwhelm you. Standard fit all-wheel drive really helps make the most of the power at hand. The CLE 53's 4MATIC system keeps switching between all-wheel drive and rear-wheel drive in real-time, reading the conditions and allocating the power as it deems fit. You can't feel this switch, but it's nice to know that your car has your back and will keep you pointed in the right direction when the conditions go against you. 450hp is not a small figure, particularly on a wet road.

The cool thing? The AWD system delivered enough grip even on a damp road to match the claimed 4.2-second 0-100kph claimed acceleration time. Of course, when conditions (and your skill level) permit, there's also a Drift Mode, which has the CLE run exclusively in exciting rear-wheel drive form.

Smooth steering and keen turn-in make it fun in the corners

It's on twisty driving roads that another facet of the CLE 53 comes through, and that is that it's not a hardcore sports car. The steering, for instance, is not super sensitive even at its sportiest setting. As a result, the car isn't super pointy, and that's actually no bad thing because it doesn't feel edgy, allowing you to drive without the need for super concentration and super awareness at all times. 

The CLE 53 stitches the corners with grace and does it with the agility of a smaller car. Helping to this end is rear axle steer. Under 100kph, the rear wheels will turn in the opposite direction as the ones up front (up to 2.5 degrees) to enhance agility. Above 100 kph, the wheels will turn in the same direction as the front ones (up to 0.7 degrees) for added stability. You won't feel the rear wheels really turning, but you can feel the impact that this motion has when you're on the go.

Ride comfort is decent, and there’s fair ground clearance, too

The CLE 53 is a fun car, alright, but that's not the start and end of it. The overriding theme is that this is a sports car with AMG in its name, but it doesn't forget that it's also a Mercedes. You feel that in ride comfort. It's not jarring at any point, and in Comfort mode, ride quality is actually pretty nice even on these 20-inch rims. Sure, you do feel more of the surface when you move to Sport and Sport Plus, but this is a car that you could use every day without breaking your back. 

There’s enough ground clearance, too, to clear average-sized speedbrakers without the need to zigzag over them. 

Mercedes-AMG CLE 53 Coupe price and verdict - 8/10 Mercedes-AMG CLE 53 is priced at Rs 1.35 crore (ex-showroom)

The Mercedes-AMG CLE 53 is about some big numbers, and I’ll end with another one. And that’s the price - Rs 1.35 crore ex-showroom.

BMW M4 is a more performance-focused alternative 

Thing is, there's nothing quite like a CLE 53 at the moment. The closest coupe alternative in India is a BMW M4, but it’s not only pricier, but generally a more hardcore and committed choice. 

The CLE 53's forte is delivering AMG thrills with everyday Mercedes comfort, packaged in an eye-catching coupe form. It’s a relatively easy performance car to live with, which means you’ll find more occasions to drive it. And that is the point, isn't it?

What do you do when you have to follow up an icon? That's the unenviable job the Lamborghini Temerario has been handed. It replaces the much-loved Huracán, a car powered by one of the most charismatic engines of the century – a howling, naturally aspirated V10 that made your neck hair stand every time it cleared its throat.

So, can a twin-turbo V8 hybrid really match up to that visceral drama?

Spoiler alert: it doesn't try to. Instead, the Temerario rewrites the Lamborghini rulebook. It’s faster, far more sophisticated, and in many ways, easier to drive. But more importantly, it signals a turning point for Lamborghini: the shift from pure mechanical rage to digitally facilitated insanity. And in doing so, it opens a whole new chapter for the supercar.

Lamborghini Temerario powertrain 920hp, 4.0-litre twin-turbo V8 hybrid.

Lamborghini Temerario powertrainEngineV8, 3995cc, twin-turbo petrolPower800hp at 9000-9750rpmTorque730Nm at 4000-7000rpmElectric motors3Combined system power920hpGearbox8-speed dual-clutchBattery3.8kWh lithium-ion0-100kph2.7 seconds (claimed)Top speed343kph (claimed)

At the heart of the Temerario lies a brand-new, in-house-developed 4.0-litre twin-turbo V8 engine. It features a flat-plane crank, a dry sump, and spins to a spine-tingling 10,000rpm – unheard of numbers for a production turbocharged engine that push it squarely into race-engine territory. On its own, the V8 makes a formidable 800hp and 730Nm of torque. But that’s just the beginning.

It’s backed up by a trio of axial-flux electric motors: one sandwiched between the engine and the all-new 8-speed dual-clutch gearbox, and two up front, one for each wheel. Together, they generate a system output of 920hp. The 3.8kWh battery may be small by EV standards, but it’s designed for performance, not range. Still, you do get about 10km of pure EV range in “Città” mode for low-speed, stealthy escapes – perfect for slipping out of your villa at dawn without waking the neighbours.

There’s no turbo lag – just one seamless, spine-compressing surge to 10,000rpm.

But performance, not politeness, is the priority here. The e-motors aren’t just there to fill torque gaps. They work with surgical precision, particularly the front-axle motors, which provide torque vectoring at a level the Huracán could only dream of. The rear e-motor, meanwhile, ensures throttle response is eerily immediate – there’s zero lag, just an unrelenting shove that builds all the way to the redline.

Lamborghini Temerario ride and handling Drive modes alter aero profile.

What gives the Temerario its newfound agility isn’t just the powertrain but what it’s bolted onto. Built on a new all-aluminium space frame that has 20 percent higher torsional rigidity, the Temerario’s dynamic capabilities come with a great starting point.

Its double-wishbone suspension setup at both ends is paired with the latest generation of MagneRide Evo adaptive dampers. These are faster-reacting and more nuanced than before, designed to reduce pitch and roll while amplifying road connection and feel. You feel this especially under hard braking or quick direction changes – the car stays flat and planted but communicates clearly through the chassis.

The revised torque vectoring logic, now augmented by the electric front axle, transforms the way the car turns. In Corsa mode, it feels like the front end is being actively pulled into corners. The rear differential, electronically controlled, works in harmony with the front to apportion power with pinpoint precision. The result? You can rotate the car with throttle inputs alone, and even at the limit, which includes controlled power oversteer, it remains composed.

The steering, too, has seen a fundamental rethink. A quicker rack, more rigid mounting and clever packaging – made possible by moving the front drive to the e-motors – make the steering feel lighter but more accurate. Under the skin, it’s been sculpted by airflow. Lamborghini claims the aerodynamic package generates up to 35 percent more downforce than the Huracán Evo. The front splitter, aggressive rear diffuser and active rear wing all work in tandem. Crucially, the underbody is now a significant contributor to the total aero load.

Depending on your drive mode, the aero profile shifts. In Corsa, the wing deploys fully for max grip; in Strada, it tucks away to reduce drag and boost efficiency. It’s yet another example of how this Lambo has gone from brute force to intelligent force.

Lamborghini Temerario performance and refinement 0-100kph in just 2.7 seconds.

Estoril Circuit in Portugal was the stage for our first encounter with the Temerario’s full fury. On the very first straight, a hard squeeze of the throttle hurled the car forward with physics-defying force. 0-100kph flashes by in 2.7 seconds, 0-200kph takes just over 7 seconds, and the top speed? A searing 343kph.

And yet, what’s more impressive than the numbers is how the power is delivered. There’s no step-up, no pause, no turbo whoosh. It’s just one seamless, spine-compressing surge that builds relentlessly to that glorious 10,000rpm redline. The sound may not have the spine-tingling shriek of the V10, but the V8’s deep, guttural growl has its own savage appeal. It’s angry, raw and sounds best when you keep it pinned in the higher revs.

Temerario makes novices feel like pros.

The gearbox deserves a shout-out, too. The new 8-speed DCT feels race-bred – snapping through upshifts with authority and barking on downshifts. Whether you’re cruising or charging, it never feels caught off-guard.

The real revelation, however, is not the straight-line speed – it’s how the Temerario dances. On a racetrack, it’s unflinchingly composed. Turn-in is razor-sharp, and the way the torque vectoring works behind the scenes is pure magic. It reads your intentions and adjusts power delivery to each wheel in milliseconds.

Phenomenal braking from 10-pot calipers.

What’s even more impressive is how friendly it feels at the limit. In Corsa mode, the Temerario stays flat and progressive. Even under heavy braking, there’s no nervous twitchiness – just solid, predictable responses. The brake pedal, despite blending regen and friction braking, feels natural and confidence-inspiring, thanks to Lamborghini’s latest CCM-R carbon ceramic discs, which are lighter and more heat-resistant than before.

There’s also a Drift mode for when you want to let loose. It offers three levels of slip, ranging from mild yaw to full opposite-lock showboating. Unlike the Huracán, which had a bit of a snappy edge, the Temerario encourages you to explore its limits without biting back.

Drift mode lets you indulge in full opposite-lock showboating.

All of this is orchestrated by Lamborghini’s LDVI 2.0 brain – short for Lamborghini Dinamica Veicolo Integrata. It’s the car’s central nervous system, using inputs from yaw, steering angle, vertical load and throttle to make real-time decisions about torque split, damping, aero, and more.

There are now clearer distinctions between drive modes. Strada is subdued, electric-first and well-suited for city duty. Sport wakes things up, makes the rear more active and brings out more drama from the engine. Corsa is flat-out attack mode: stiffest suspension, sharpest throttle, most aggressive aero. And if you spec the optional Rally mode – yes, really – it adds a dose of loose-surface playfulness, inspired by the Huracán Sterrato. It’s another example of how broad the Temerario’s personality has become.

Lamborghini Temerario exterior design and interior features Hexagonal elements used for the exterior, optional passenger screen.

Lamborghini Temerario dimensionsLength4,706mmWidth1,996mmHeight1,201mmWheelbase2,658mmFront track1,722mmRear track1,670mmTyres (front)255/35 ZR20Tyres (rear)325/30 ZR21Dry weight1,690kg

Styling is subjective, but the Temerario marks a shift in Lamborghini’s design language. Yes, there are still hexagonal elements (in the lights, air vents and high-mounted exhausts), and that sloping roofline remains unmistakably Lambo. But gone is the menacing scowl of the Huracán. In its place is a sleeker, more polished face.

High-set exhaust similar to Revuelto.

A key part of that change is the lighting signature. The Y-shaped daytime running lamps that gave the Huracán its instantly recognisable, angry glare have been dropped. This isn't by accident but a deliberate choice stemming from Lamborghini’s evolving design hierarchy. The Y-motif is now reserved for the Revuelto, while the Temerario leans more heavily into hexagonal themes to establish a clearer visual distinction between models.

Hexagonal design elements give Temerario visual distinction.

As a result, the Temerario looks less aggressive, less overtly furious than its predecessor. Some might say it’s lost a bit of the visual menace that made Lamborghinis feel like rolling tantrums. It still turns heads, no doubt, but there’s a new air of restraint in its proportions and detailing.

It’s a design that tries to balance shock and sophistication – perhaps too successfully. Some may feel it has lost a bit of the wild-eyed madness that made Lambos iconic. But the detailing is rich, and the proportions are pure supercar. From some angles, especially the rear three-quarter, it looks positively stunning.

Cabin is more spacious and comfortable than Huracán’s.

Step inside, and the Temerario echoes what we saw in the Revuelto. The fighter-jet DNA is still present, but it’s been filtered through a sleeker, more user-friendly interface. You get three screens – a digital driver display, a central touchscreen and an optional passenger display for co-pilot bragging rights.

Small central touchscreen has crisp graphics and is easy to use.

There's a wireless charging pad, USB-C ports, cup holders (finally) and vastly improved seats. Lamborghini says a third of its owners use their cars daily, and the cabin now reflects that reality. There’s more space, more comfort and better ergonomics, but the absence of door pockets is a miss. All in all, this is a very liveable car and possibly the first Lambo you wouldn’t mind being stuck in traffic in.

Lamborghini Temerario price and verdict 

What will certainly shock Lambo buyers in India is the pricing. At Rs 6 crore (ex-showroom), the Temerario is 50 percent pricier than the Huracán Tecnica it replaces. That in itself is a staggering leap. But what’s even more startling is that it’s over 10 percent more expensive than the Ferrari 296 GTB hybrid here in India – a gap that’s notably wider than in most international markets.

Yes, this is Lamborghini’s most advanced V8 car ever. Yes, on spec, performance and innovation, it trumps the 296. But there’s no denying that in India, the cutting-edge brilliance of the Temerario comes at an elevated cost.  

So, where does the Temerario stand? It’s not the fire-breathing, shouty drama queen the Huracán was. Instead, it’s calmer, smarter and more sophisticated. It’s the Lamborghini that won’t scare you stupid. It’s also the Lamborghini that might tempt you to drive it every day.

It doesn’t chase the old-school thrills of a naturally aspirated V10. Instead, it embraces a digital future, where performance doesn’t just mean being blisteringly fast – but intelligent. And while some purists may scoff at a hybrid Lambo with electric torque and torque vectoring, the truth is: the Temerario may well be the most complete Lamborghini sports car yet.

Faster, yes. But also more rounded, more capable and more rewarding in ways the Huracán never was. In short, it’s the most evolved bull yet. And in its own high-tech, growling way, that’s revolutionary.

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The Creta just celebrated its 10th birthday and is an SUV that's practically defined Hyundai India as we know the brand today. At this milestone, as we looked back on Autocar India's decade-long relationship with the ubiquitous midsize SUV, we realised the long-term fleet has been home to every single generation and facelift of it. And this newest entrant to the fleet represents the latest and largest leap for an SUV that's constantly evolving. Is it any surprise that Hyundai's first mass-market EV for India took the shape and name of the Creta? It seems like a winning formula, but the sales charts tell a different story. After running it for a month, however, I can't figure out why people aren't falling over each other to buy one. It’s brilliant!

Interesting two-tone alloy wheel design with ridges on spokes is hard to keep clean.

There's the argument that it doesn't look or feel wild enough, and to each their own, but that's precisely what I like about it. Personally, I'm past the novelty phase of EVs, where they had to wow you with their looks and hurt your eyeballs with their acceleration. I've come to realise that an EV's ultimate application is the daily grind, and for that, it needs to be comfortable, refined, practical, soothing and full of features. You know, like a Creta.

3-pin plug point under the rear seat lets you charge larger devices like laptops.

I loved the spell in our Creta 1.5 petrol CVT long termer, and frankly, stepping into this felt almost no different. Tall seating position, comfy seat, great view out over the unexpectedly low dual screens and a clean if somewhat plasticky dashboard. It's got the same enormous equipment list too, including my favourite feature – the brilliant 8-speaker Bose sound system. One big change – the centre console is now split, with a floating bit between the seats and a large storage space freed up in the dashboard. It may not seem like much, but it shows Hyundai was at least trying to pass on some of the space efficiency benefits of an EV to the customer.

The steering wheel is new, borrowed from the latest-gen Kona Electric, and as a long-time Hyundai user, I'm still not used to the steering controls having been swapped between the left and right spokes. What I got used to surprisingly quickly was the twist-operated drive state selector behind that steering wheel, although I will admit I may have gone into R instead of D a few times initially.

Little compromise to boot space on the electric version.

Another pleasant surprise is how little it gives away in terms of boot space. Not something I usually have to put to the test, an emergency requirement for some plastic chairs meant I had to play a hurried game of Tetris in the luggage compartment. The parcel tray came off, chairs went in, and a bit of push and pull later, I managed to pack it nearly to the roof with stuff. Probably couldn't do that in some newfangled, low-slung coupé-EV.

Unreal level of efficiency that averages at 7.5km/kWh and tops out close to 10!

I'll tell you more about how it drives in a future report, but I will leave you with one last detail that left me gobsmacked, and that's the efficiency. The Ioniq 5 always wowed us by delivering upwards of 6.5km/kWh regularly, but it was a big, heavy car. The smaller Creta averages 7.5-7.8km/kWh, and if there's less traffic, it can nudge 10! That's an insane figure for a low-slung aero-efficient sports car, let alone a boxy SUV based on an ICE model.

Battery protected and high enough, but easily visible and untidily executed.

So you see, underneath that conventional and recognisable body shell lies the best of Hyundai's tech and engineering. If that's the only barrier to purchasing this EV, I’d encourage more people to give it another go. I’m still learning more about it as we go along, but for now, colour me impressed.

Hyundai Creta Electric Excellence LR HC DT test dataOdometer2,580kmPrice (ex-showroom, Delhi)Rs 24.38 lakhEconomy7.8km/kWhMaintenance costNoneFaultsNone

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Mahindra has announced benefits of up to Rs 2.56 lakh on its entire line-up of combustion-powered SUVs, which not only includes price reductions after the recent GST cut but also additional benefits on all models. The carmaker, however, is yet to provide a detailed variant-wise break-up of prices post the GST cut.

Mahindra Bolero and Bolero Neo Benefits of up to Rs 2.56 lakh 

Being sub-4-metre models, the Bolero and Bolero Neo see the maximum price reduction in the line-up. Their ex-showroom prices have been lowered by up to Rs 1.27 lakh, and there are additional benefits worth up to Rs 1.29 lakh. This takes total savings up to Rs 2.56 lakh, with the Bolero range now starting from Rs 8.79 lakh.

Mahindra XUV 3XO Benefits of up to Rs 2.46 lakh 

The XUV 3XO’s ex-showroom price has been reduced by up to Rs 1.56 lakh, and there are additional benefits worth up to Rs 90,000. Total benefits on the XUV 3XO amount to up to Rs 2.46 lakh, and the prices for this Nexon rival now start at Rs 7.28 lakh.

Mahindra Thar Benefits of up to Rs 1.55 lakh 

The rugged off-roader’s ex-showroom prices have dropped by up to Rs 1.35 lakh, but additional benefits on the Thar amount to up to just Rs 20,000. With benefits of up to Rs 1.55 lakh, the Thar range now starts from Rs 10.32 lakh.

Mahindra Scorpio Classic Benefits of up to Rs 1.96 lakh 

Mahindra has lowered ex-showroom prices of the Scorpio Classic by up to Rs 1.01 lakh, and there are additional benefits of up to Rs 95,000, taking the total benefits to as much as 1.96 lakh. Prices for the Scorpio Classic now start from Rs 12.38 lakh.

Mahindra Scorpio N Benefits of up to Rs 2.15 lakh 

The newer Scorpio N gets an even greater reduction in price, with ex-showroom prices being slashed by up to Rs 1.45 lakh. Benefits on the Scorpio N amount to up to Rs 71,000, resulting in total savings of up to Rs 2.15 lakh. The Scorpio N range is now priced from Rs 13.20 lakh.

Mahindra Thar Roxx Benefits of up to Rs 1.33 lakh 

The ex-showroom prices for the 5-door Thar Roxx have reduced by up to Rs 1.33 lakh and now start from Rs 12.25 lakh. However, just like the 3-door Thar, additional benefits on the Roxx amount to up to Rs 20,000 only.

Mahindra XUV700 Benefits of up to Rs 2.24 lakh 

Lastly, Mahindra’s flagship SUV also sees a sizeable reduction in ex-showroom prices, which have been slashed by up to Rs 1.43 lakh, and there are additional benefits of up to Rs 81,000. So, for the XUV700, total benefits add up to as much as Rs 2.24 lakh, and the range now starts from Rs 13.19 lakh.

Mahindra SUV prices after GST cut and additional benefitsModel New starting price (Rs lakh)Reduction in ex-showroom price (Up to, Rs lakh)Additional benefits (Up to, Rs lakh)Total benefits (Up to, Rs lakh)Bolero/Bolero Neo 8.791.271.292.56XUV 3XO 7.281.560.902.46Thar 10.321.350.201.55Scorpio Classic 12.981.010.951.96Scorpio N 13.201.450.712.15Thar Roxx12.251.330.201.53XUV700 13.191.430.812.24

All prices ex-showroom, India

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The Bajaj Chetak has clocked sales of over 5,10,000 units since its launch in January 2020. What’s particularly noteworthy is that over 40 percent (2,06,366 units) of these sales took place in the 10 months since November 2024.

1. 5,10,000 Chetaks sold since January 2020
2. Over 2,00,000 units sold in the last 10 months

Bajaj Chetak sales milestone details Chetak took 46 months to reach 1,00,000 units in sales

The Bajaj Chetak has crossed the 5,00,000 units milestone despite recent supply chain challenges – a rare-earth magnet shortage that temporarily halted Chetak production. The Chetak has consistently ranked among the bestselling electric scooters in India, even trading the top spot with the TVS iQube until the recent issues dropped it down the order. That said, with production now back on track, we can expect to see sales figures recover over the coming months.

The success can be attributed to Bajaj offering multiple variants within the Chetak line-up and leveraging its extensive service network of over 3,800 touchpoints across the country. Of the 5,10,007 Chetak scooters sold so far, 3,48,251 units were dispatched in the 20 months since April 2024. Impressively, the last 2,00,000 units were shipped from Bajaj’s factory to dealers across India in less than 10 months.

The Bajaj Chetak portfolio currently comprises four models across two battery configurations. The Chetak 3001 features a 3kWh battery, while the 3501, 3502 and 3503 variants use a larger 3.5kWh battery pack. The ex-showroom prices for the range start at Rs 99,900 and go up to Rs 1.35 lakh.

Also see:

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Mini India will commence bookings for the new Countryman John Cooper Works ALL4 on September 22 through its website and dealerships.

1. Countryman JCW is powered by a 300hp, 2.0-litre petrol engine 
2. Comes with all-wheel drive configuration 
3. Will be Countryman’s only ICE-powered variant in India 

Mini Countryman JCW engine and specs 

Powering the Mini Countryman JCW is a 2.0-litre 4-cylinder turbocharged petrol engine producing 300hp and 400Nm of torque. The engine is paired with a 7-Speed DCT gearbox with AWD as standard. The brand claims a 0-100kph time of 5.4 seconds.

Mini Countryman JCW exterior and interior details 

On the outside, the JCW version of the Countryman comes with a sportier kit over the standard Countryman. The front grille gets a blacked out finish replete with Mini’s signature chequered-flag pattern. Adding to the overall front fascia are larger air intakes and red accents at the edges of the bumper. This version also comes with JCW specific rims, red brake callipers, and a JCW logo on the C-pillar. Changes to the rear include a dual tone bumper with red accents, a pronounced spoiler and quad tipped exhausts. 

The story continues similarly on the inside with JCW specific design bits on the dashboard with red accents,ambient lighting, red contrast stitching along with sporty looking pedals. The infotainment system isn't left out either, as it comes with JCW centric graphics. 

Mini Countryman JCW expected price

It’s yet to be known how many units of the petrol powered JCW Countryman will be allotted for India considering the JCW version of the Countryman Electric was limited to 20 units. Expect prices to be around the Rs 70 lakh mark, ex-showroom

As of now, the Mini Countryman is sold in India only in electric guise, with the battery pack powering the car at 201hp and a WLTP claimed range of 462km. 

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Chinese carmaker SAIC Motor is preparing to significantly reduce its 49 percent stake in JSW MG Motor India and pause further investments, according to a Reuters report. Despite a recent India-China meeting, progress on trade has been limited, and tensions continue to impact the auto sector. While the move doesn’t signal a full exit, it underscores the challenges Chinese automakers face in India.

1. SAIC plans to cut its stake but will keep supplying technology and products
2. JSW seeks a majority stake in the JV, but valuation is still pending
3. The move comes amid China’s investment curbs and Tesla’s entry

The decision comes against the backdrop of India’s 2020 restrictions on foreign direct investment from neighbouring countries, rules widely seen as aimed at Chinese firms following border tensions that year. To work around these curbs, SAIC tied up with Indian conglomerate JSW Group, paving the way for MG Motor’s expansion in what is now the world’s third-largest car market.

Despite a recent meeting between Indian and Chinese leaders, progress on easing trade barriers has been slow. For example, Indian carmakers are still waiting for approvals from Beijing to import rare-earth materials crucial for EV manufacturing.

Valuation standoff with JSW

The Reuters report, citing sources, said SAIC plans to dilute its shareholding “substantially” but continue supplying technology and products. JSW has offered to buy most of SAIC’s shares to become the majority shareholder, though both sides have yet to agree on valuation.

The strains aren’t limited to politics. JSW is also in advanced talks with Chery Automobile for a technology partnership to build cars under its own brand in India, something that has reportedly caused unease for SAIC. 

SAIC’s journey in India

 

SAIC entered India in 2019 with the MG Motor brand, investing over $650 million and taking over General Motors’s former Gujarat facility with an annual capacity of 1,20,000 units. However, its proposal to invest further in EVs under a government-linked incentive programme was turned down in 2020.

Last year, SAIC sold a majority of its holdings in its Indian arm to local investors, with JSW buying a 35 percent stake for around $300 million, valuing MG Motor India at about $1.2 billion. The proceeds went directly to SAIC instead of the Indian unit. Since then, JSW MG Motor has filed a $240 million EV investment plan, which is still awaiting government approval.

MG’s growth and the road ahead

Despite hurdles and losses, MG Motor India’s sales have grown from 16,500 units in 2019 to over 61,000 in 2024, and it has become the country’s second-largest EV maker after Tata Motors. The challenge now will be maintaining momentum with the entry of global heavyweight Tesla.

SAIC’s reduced role could give JSW greater control over MG’s future direction in India, but it also raises fresh questions about technology access, valuation and how the joint venture will navigate India’s increasingly competitive EV space.

 

Maruti Suzuki expects the upcoming GST rate cut on automobiles to trigger a fresh wave of car ownership in the country, with entry-level vehicles becoming substantially more affordable. Entry-level car sales had been on a steady decline for the past few years due to affordability factors, and Maruti Suzuki, the largest player in this space, had often voiced concerns about the muted growth of the entire passenger vehicle industry. The GST reform can be expected to finally turn things around.

Maruti entry-level cars cheaper by up to Rs 1.29 lakh S-Presso sees the highest reduction in prices

In Maruti’s portfolio, the S-Presso has received the highest price reduction of up to Rs 1.30 lakh, bringing its starting price to just Rs 3.50 lakh. The Alto K10, meanwhile, gets a price cut of up to Rs 1.08 lakh, now starting at Rs 3.70 lakh. For reference, that’s lower than even the starting launch price of the third-gen Alto when it was introduced for Rs 3.99 lakh in August 2022.

Other popular entry-level and premium hatchbacks, such as the Wagon R, Swift and Baleno have also received price cuts of up to Rs 80,000, Rs 85,000 and Rs 86,000, respectively. This significantly boosts affordability and could unlock pent-up demand in the entry-level space while also drawing buyers who were otherwise looking at the used car space.

At a press briefing recently, Partho Banerjee, senior executive officer, marketing and sales, Maruti Suzuki India Limited, said, “Other than the GST, we have further reduced the prices so as to make the car more affordable to the two-wheeler customers who want to upgrade to a four-wheeler. The price reduction is up to Rs 1.29 lakh, which is almost a reduction of 12.6 percent to 24 percent across different variants.”

Lower down payment and EMIs could further boost sales Income tax rebate to also improve affordability

Banerjee noted that the biggest barrier to entry-level car ownership had been affordability, which was hit by regulatory costs and higher EMIs. “One was the high car prices due to the implementation of the emission and regulatory norms. Second, due to the high prices, the down payment was also increased, which was a challenge for the customer. And third, the EMI – high EMI is also basically a set-off of the high car prices,” he explained.

Maruti Suzuki is also banking on macroeconomic factors to spur demand. “This year, in the Finance Bill, our finance minister has given a special rebate for income up to Rs 11 lakh, which will lead to higher disposable income in the hands of customers who are targeting to buy small cars,” said Banerjee.

The carmaker expects the market to regain momentum in the coming financial year. “In the next financial year, we feel that the market is going to bounce back to the earlier CAGR (compounded annual growth rate) of 6-7 percent,” Banerjee said.

With inputs from Saptarshi Mondal 

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F1 heads to the Baku City Circuit for Round 17 of the 2025 World Championship. All eyes will be on McLaren this weekend, with the team in with a chance to clinch the teams’ title at the Azerbaijan GP itself.

F2 will also race this weekend at the same track. Here is your complete guide on when and where to tune in from India:

2025 F1 Azerbaijan GP schedule

McLaren could wrap up the 2025 F1 teams’ championship this weekend. Having won 12 out of 16 races so far this year, the team holds a mammoth 337-point lead over second-placed Ferrari in the standings. McLaren will be crowned champion at Baku if it outscores Ferrari by at least nine points.

As for the drivers’ championship battle – Oscar Piastri currently leads the standings, 31 points ahead of his McLaren teammate Lando Norris. After returning to the top step of the podium at Monza last time out, Max Verstappen will be looking to add to his victory tally. Charles Leclerc will also be hoping to join this battle. The Ferrari driver has quite a strong qualifying record at Baku, having claimed the last four pole positions.

The midfield battle remains tight as well, with just 42 points covering Williams, Aston Martin, Racing Bulls, Sauber and Haas from P5 to P9.

F1 Azerbaijan GP: where to watch?

All F1 Azerbaijan GP sessions will be streamed live on the Fancode and F1 TV apps.

2025 F1 Azerbaijan GP India timingsDateDaySessionTime (IST)September 19FridayFP12pmSeptember 19FridayFP25:30pmSeptember 20SaturdayFP32pmSeptember 20SaturdayQualifying5:30pmSeptember 21SundayRace4:30pm

2025 F2 Azerbaijan GP schedule

The F2 title battle enters its final stages, with just three rounds to go. Championship leader Leonardo Fornaroli comes to Baku with an impressive four-race weekend victory streak. He currently leads the standings by 21 points from Luke Browning. Richard Verschoor is third overall, 30 points behind Fornaroli.

After a difficult Monza round, Kush Maini will be hoping to bounce back at Baku. The Indian racer is currently P14 overall.

F2 Azerbaijan GP: Where to watch?

All F2 Azerbiajan GP sessions will be streamed live on the Fancode and F1 TV apps.

2025 F2 Azerbaijan GP India timingsDateDaySessionTime (IST)September 19FridayFree Practice11:30amSeptember 19FridayQualifying3:30pmSeptember 20SaturdaySprint Race3:45pmSeptember 21SundayFeature Race12:30pm

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Suzuki has announced that it will be passing on the complete benefit of the cut in GST rates for bikes and scooters below 350cc to its customers. The new prices will apply from September 22, when the revised GST rates come into effect. 

1. Suzuki Access gets more affordable by up to Rs 8,523
2. Gixxer SF 250 sees the highest price cut of up to Rs 18,024
3. Lower GST on spares should translate into lower maintenance costs 

Suzuki V-Strom price cut by up to Rs 17,982 The Avenis too gets more affordable by Rs 7,823

Suzuki has reduced the price of its entire line-up that falls under the 350cc and below category. For starters, the brand’s bestseller, the Access, which is also one of the top-selling 125cc scooters, receives a price cut of Rs 8,523. The Access’s sporty sibling, the Avenis, sees a relatively lower price cut of Rs 7,823. The Burgman Street’s price will go down by Rs 8,373, whereas the more-expensive Burgman Street EX will see a higher price cut of Rs 9,798.

Moving on to bikes, the Gixxer line-up gets more affordable by at least Rs 11,520, whereas the more expensive Gixxer SF 250 witnesses the highest drop of Rs 18,024. The price of the quarter-litre tourer from Suzuki, the V-Strom SX, will fall by Rs 17,982.

Additionally, Suzuki says the lower GST on spare parts and accessories will also be passed on to the owners, and it should translate into lower maintenance costs.

Suzuki bikes and scooters revised price listModelOld price (ex-showroom, Delhi)New price (ex-showroom, Delhi)Difference (up to)AccessRs 1,02,400Rs 93,877Rs 8,523AvenisRs 94,000Rs 86,177Rs 7,823Burgman StreetRs 1,00,600Rs 92,227Rs 8,373Burgman Street EXRs 1,17,700Rs 1,07,902Rs 9,798GIXXERRs 1,38,401Rs 1,26,881Rs 11,520GIXXER SFRs 1,47,901Rs 1,35,590Rs 12,311GIXXER 250Rs 1,98,501Rs 1,81,976Rs 16,525GIXXER SF 250Rs 2,16,500Rs 1,98,476Rs 18,024V-Strom SXRs 2,16,000Rs 1,98,018Rs 17,982

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Ather Energy has announced that it now has more than 500 operational showrooms across India. This showroom expansion comes on the back of the company registering higher sales month-on-month and expanding its presence not just in major metropolitan cities but also in tier-2 and tier-3 towns. 

1. Ather is expanding its presence in Central and North India
2. Its home town Bengaluru has the most showrooms at 18
3. EL platform will spawn multiple new models, first one will come in 2026

Ather Rizta and 450 available through a 500-strong dealer network More than 100 showrooms opened in the last 3 months.

Ather Energy is one of the few Indian start ups to find enduring success in our market in the face of intense competition from both established OEMs and other new-age start ups. The company’s painstaking, long-game approach to its products and services is partly to thank for its success. What has also helped it is strategic expansion into different markets in a phase-wise manner. Just a few years ago, Ather's showrooms were restricted to the major metropolitan cities across India, but now, the company has opened up dealerships in smaller towns, making its line-up more readily available across our country. 

Between June-August 2025, Ather says it has added 101 new showrooms. Of these, more than 58 have been opened across Central and North India (a region where its presence wasn’t as widespread as South and West India). In South India as well, where Ather is at the forefront of the EV market, the company has expanded steadily to solidify its market position. Additionally, Ather is also deepening its presence in tier 2 and tier 3 cities, and by end-FY26, it aims to have over 700 showrooms across the country.  

Currently, Maharashtra, Karnataka, Kerala and Tamil Nadu each have more than 50 Ather showrooms. Ather’s home base, Bengaluru, leads with 18 touch points, followed by Pune and Hyderabad with 13 each, Delhi has nice while Mumbai and Chennai have eight each. Ather says its retail expansion is backed by strong consumer demand and rising market share, reflected in the higher market shares it continues to build upon. Ather’s national market share grew to 14.3 percent in Q1 FY26, nearly double from 7.6 percent in Q1 FY25. 

While Ather currently only has the sporty 450 and the family centric Rizta on sale, the company’s new EL platform is expected to grow its model line-up quite significantly, come 2026. 

Also See: Ather Rizta long term review, 2,300km report

BMW Motorrad India has shared another teaser for a new iteration of the G 310 RR, and this one confirms that it will be a limited-run motorcycle. Since the G 310 RR hasn’t received a major update in recent years, it’s likely that this edition could incorporate some of the more recent improvements introduced on its TVS counterpart, the Apache RR 310.

1. Limited to 310 units
2. Numbered tank badge marks each unit
3. Could feature updates from the Apache RR 310 platform

BMW G 310 RR limited edition details Power and feature upgrades possible

The G 310 RR shares its platform with the TVS Apache RR 310, which has undergone significant updates over the past year, including engine enhancements that boosted output from 34hp to 38hp at 9,800rpm and torque from 27.3Nm to 29Nm at 7,900rpm.

TVS also introduced features like a bi-directional quickshifter, cruise control, launch control and cornering drag torque control. Which of these updates will make their way to the G 310 RR remains unconfirmed for now.

Limited editions usually include cosmetic updates to distinguish them from the standard model. This bike is expected to feature a special paint scheme, and the teaser confirms a numbered tank badge along with a black, red and blue colourway reminiscent of BMW’s ‘M’ bikes, such as the M 1000 RR.

The motorcycle may also borrow some of the aerodynamic and visual tweaks from the updated Apache RR 310, such as winglets on the fairings, a transparent clutch cover and new alloy wheels.

The standard BMW G 310 RR is currently priced at Rs 3.05 lakh (ex-showroom, Delhi), and this limited-edition variant will likely carry a premium. However, since the bike falls under the sub-350cc bracket, it may also benefit from the upcoming GST rate revisions, potentially offsetting the price hike. We’ll provide an update once official details are out.

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Mini India has dropped a teaser of the new Countryman John Cooper Works (JCW) ahead of its launch on October 14. This follows the limited-run Countryman Electric JCW Pack that was launched in June this year. Upon launch, the JCW will be the only combustion-powered variant of the Countryman in India.

1. Countryman JCW gets a 300hp, 2.0-litre turbo-petrol engine
2. Comes with an all-wheel-drive configuration
3. 0-100kph comes up in a claimed 5.4 seconds

Mini Countryman JCW engine and specs

Under the hood, the Countryman JCW packs a 2.0-litre 4-cylinder turbocharged petrol engine that produces 300hp and 400Nm of torque. The engine is mated to a 7-speed DCT gearbox, and it comes in an all-wheel-drive configuration as standard. Mini claims a 0-100kph sprint time of 5.4 seconds.

For reference, in the UK, the regular Countryman All4 gets a 218hp, 2.0-litre petrol engine, making 82hp less than the JCW variant.

Mini Countryman JCW exterior and interior The JCW variant also wears a sportier body kit than the standard Countryman. Up front, the grille gets a blacked-out finish, and it has Mini’s signature chequered-flag pattern. Also, there are large air intakes with red accents at either edge of the bumper. In profile, it is marked out by sporty-looking alloy wheels, red brake calipers and a John Cooper Works logo on the C-pillar garnish. At the back, the bumper gets a dual-tone treatment with red accents, a pronounced spoiler and quad exhaust tips.  

On the inside, the Countryman JCW carries forward with the regular dashboard design but distinguishes itself with red accents and ambient lighting, red contrasting stitching and sporty-looking pedals. The central infotainment screens also get JCW-specific graphics.

The JCW Pack version of the Countryman Electric was just limited to 20 units for India, and it remains to be seen if that will be the same for the ICE Countryman. Ex-showroom prices are expected to be around Rs 70 lakh.

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This first-year model in sporty red over white is in unusually spiffy restored condition.

Boxes, size small: It's a new class of not SUVs, not station wagons, not minivans. We gather six nots for less than $20,000, make them show ID, and confess their missions.

See the exterior and interior of the 2002 Chrysler PT Cruiser, Ford Focus ZX5, Mazda Protogé5, Suzuki Aerio SX, 2003 Toyota Matrix XRS and Pontiac Vibe from every angle.

See the exterior of the Slate Truck from every angle.

Slate Expectations: This radical new pickup is set to become one of the most affordable vehicles in the U.S. market.

See the interior of the Slate Truck from every angle.

Both are offered exclusively with a manual transmission and are limited to just 350 units.

The plug-in hybrid pickup is still planned for production, but it will adopt the REV moniker instead of using the Ramcharger name.

Car Design Resources, News and Tutorials

The Chery New Journeo Concept is a futuristic multi-purpose vehicle developed at the Chery Advanced Design Center Europe in Raunheim, Germany and presented at the 2024 Guangzhou Motor Show.

MG Motor UK has confirmed the MGS5 EV, an all-electric SUV debuting this Spring. Built on the modular scalable platform (MSP), it will focus on performance, efficiency, and interior space.

BMW has unveiled the iX, an all-electric Sports Activity Vehicle (SAV) featuring a redesigned kidney grille, slim LED headlights, and a seamless aerodynamic profile. It is equipped with the latest eDrive technology, and achieves a WLTP range of up to 701 km (435 miles).

The EV4 is designed to broaden the brand’s EV lineup, offering a fresh take on the compact electric segment with a strong focus on design and aerodynamics. The EV4 follows Kia’s Opposites United design philosophy, characterized by sharp lines, bold technical details, and a balance of contrasting elements. Both models feature a distinctive EV Tiger […]

The new training course by CGMasters explains advanced SubD (subdivision surfaces) modeling techniques for creating car 3D models in Blender with high quality surfaces.

Stellantis has launched the new edition of its Drive for Design Contest for US high school students. The deadline is April 12, 2024 and the top prize is an internship at Ram Truck design studio.

Polestar has launched its 2024 Design Contest in collaboration with Hot Wheels tasking designers to take inspiration from the imagination of their youth.

To celebrate the 40th anniversary of the iconic GTO, Ferrari has announced a series of events in the Italian Dolomites in early October 2024.

Sketch Renders and photos from the design development process of the Rolls-Royce Arcadia Droptail one-off. Check the article here.

For their newly formed academic partnership, IAAD. and ArtCenter College of Design have launched “9649 Design Talks”. The first event - open to the public - is a talk by Pininfarina Chief Design Office Davide Amantea. The talk takes place Wednesday 6 March in Turin.

Breaking Car News, Scoops & Reviews

Federal English enforcement has sidelined thousands of truck drivers this year, and states are being warned to comply or risk losing funding

Crackdown on truck drivers failing English requirements is intensifying nationwide. Nearly 10,000 violations issued this year, leading to 3,020 out-of-service orders. US government threatens to cut funding unless states enforce English rules. The Federal Motor Carrier Safety Administration largely flies under the radar, but it’s been getting more attention over English Language Proficiency enforcement. This comes amid the Trump Administration’s crackdown on illegal immigration. More: Truck Drivers Who Can’t Speak Or Read English Will Be Pulled From The Roads Sidestepping the political debate, data from the Federal Motor Carrier Safety Administration shows there were 9,873 violations for drivers who “cannot read and speak the English language sufficiently to converse with the general public, to understand highway traffic signs and signals in the English language, to respond to official inquiries, and to make entries on reports and record.” This resulted in 3,020 out-of-service orders, which the government says “typically grounds a driver or vehicle immediately pending the correction of the cited issues.” Sharp Rise In Violations This is a huge jump from 2024, when there were 3,547 violations related to the aforementioned English requirement. However, they only resulted in a single out-of-service order. In 2023, there were 349 violations and no out-of-service orders. That being said, things aren’t that simple as there are multiple sections related to English. For example, in 2023, there were 8,801 violations related to “Driver cannot read or speak the English language sufficiently to respond to official inquiries,” and this spawned eight out-of-service orders. Feds Threaten To Cut State Funding Caveats aside, Transportation Secretary Sean Duffy has been pushing for truck drivers to be able to understand English. Just last month, he threatened to cut federal funding to California, Washington, and New Mexico unless they adopt and enforce English Language Proficiency (ELP) requirements for commercial drivers. The government said, “An investigation by the Federal Motor Carrier Safety Administration found significant failures by California, Washington, and New Mexico to properly place drivers out-of-service for ELP violations. In addition to the data, California Highway Patrol has also publicly stated it has no intention of following this important federal regulation.” At the time, Secretary Duffy said “States don’t get to pick and choose which federal safety rules to follow” as “they put the driving public in danger” when they fail to enforce the law. You must be able to speak English and understand road signs to operate a truck. Follow the rules established by @USDOT in your state or there will be serious consequences. ‼️Tune in tomorrow at 9AM EST for an update from @USDOT HQ. pic.twitter.com/I9Kwm1v7Mb — Secretary Sean Duffy (@SecDuffy) August 25, 2025 H/T to Supplybrainchain

Collectors are bidding up prices for manual V12 Lamborghinis like the Murcielago as analog supercars become harder to find

Azzurro Aquarius Murcielago has 27k miles and a clean Carfax history. The six-speed manual and V12 combo make this car a unicorn today. Recent Murcielago sales show steep price jumps for manual examples. If you fortunate enough to own a low-mileage Lamborghini Murcielago with a six-speed manual, the current market may be as good as it gets for parting ways with it. Demand for analog-era supercars has been climbing rapidly, and few cars capture the appeal of a gated shifter quite like this V12 flagship. The result has been soaring prices that show no sign of slowing. The following 2003 Murcielago is up for sale through Bring a Trailer and bidding on it has already reached $345,000 at the time of publishing That’s well up on the model’s original MSRP of around $270,000, and considering recent auction results, the final figure could climb considerably higher. Read: Is This Lamborghini Murcielago’s Exhaust The Weirdest Ever? This example is painted in Azzurro Aquarius and sits on the original 18-inch Speedline wheels. It has been driven about 27,000 miles and other than the Fabspeed exhaust, is completely standard ans comes with a comprehensive service history and a damage-free Carfax report. While the exterior is relatively understated, the interior is anything but as it is clad in Rosso Centaurus leather with white accents and a black dashboard. The combo probably won’t appeal to all, but the gated shifter sitting right in the center is enough to make a grown man sweat. Bring a Trailer Market Momentum For Gated Lambos A look through recent sales results from Bring a Trailer shows just how much interest there is in original Murcielagos with the traditional stick shift rather than the e-gear automated manual that was also available with. In May, a 2005 Murcielago Roadster driven just 7,000 miles traded hands for an incredible $580,000. A couple of weeks later, a 2003 model with the six-speed sold for $475,000. Then in July, one with about 35,000 miles under its belt was sold for $406,666. In an era where boring EVs are becoming the next best thing and where fewer and fewer cars are being sold with manual transmissions, car buyers with plenty of spare funds are increasingly looking towards cars like the Murcielago. It was the last V12-powered car Lamborghini sold with a manual and prices will likely only continue to rise. Bring a Trailer

Chattanooga workers face a high-stakes vote as contract talks drag on with raises, bonuses, and job security on the line

Over a year after unionizing, VW workers in Chattanooga still lack a contract. VW just presented its “final” offer, implying a take-it-or-leave-it stance. It includes a 20% wage increase, a cost-of-living allowance, and a $4K bonus. Last year, Volkswagen workers in Chattanooga, Tennessee voted to join the UAW. It was a big win for the union, which had been fighting to establish a presence in the south. Since then, things haven’t exactly been going smoothly. More: UAW Accuses VW Of Unfair Labor Practices After Cutting Production Shift That’s clear today as Volkswagen recently took the unusual step of publicly addressing their “final contract offer to the UAW.” In a brief statement, the company said negotiations have been going on for nearly a year and their latest offer will be their last. What’s On Offer Volkswagen framed the deal as a strong show of support for employees. The offer includes a 20% wage increase, a first-ever cost-of-living allowance, and a $4,000 ratification bonus. On top of the financial incentives, Volkswagen said the contract would give employees industry-leading paid time off, additional holidays, and reduced health care costs. The company also promised “enhanced job security” as well as “other employee-requested improvements.” Volkswagen closed out their statement by saying the offer “balances employee priorities with the economic challenges facing our industry, ensuring we can continue to invest and grow in Chattanooga.” They then went on to encourage employees to vote in favor of the contract. A Silent Union Front The UAW has been surprisingly quiet and the union’s last update was posted on May 9. That’s over four months ago and, at the time, the bargaining committee said they were looking for “nothing less” than what other unionized autoworkers get in the United States. They went on to claim that “in every other country Volkswagen has an assembly plant, they offer higher wages/benefits than the industry standard, except for here.” That sentiment appears to remain unchanged judging by posts on the Volkswagen Workers of Chattanooga Facebook group. This could potentially lead to a showdown if the company’s latest offer is indeed final, but only time will tell.

The flagship version of Chery's X3L will have an all-electric driving range of over 200 km or 124 miles

The new Fulwin X3L is a long-wheelbase version of the recently-launched X3. Power is provided by a 1.5-liter turbocharged engine and two electric motors. The boxy X3L can sprint to 100 km/h (62 mph) in an impressive 4.7 seconds. The funky off-roader you’re looking at is the Fulwin X3L and is built by Chery in China. Despite what you may be thinking, it isn’t a battery-electric vehicle but rather is equipped with a range-extender powertrain, arguably more suitable for a vehicle like this, designed to tackle tough terrain. Read: Chery’s Latest SUV Wants To Be A Porsche Until You See The Rear If the design of the Fulwin X3L rings some bells to those familiar with Chinese models (well, okay, with Land Rover Defenders too), that’s because it is essentially a rebadged version of the iCar 03T introduced by Chery last year. We’re not sure why the company felt it necessary to offer two versions of essentially the same vehicle under different brands, but it’s 2025, and we’re living in interesting times indeed. Stance and Size The X3L is 4,545 mm (179 inches) long, 1,950 mm (76.7 inches) wide, and stands 1,815 mm (71.4 inches) tall, with a 2,783 mm (109.5-inch) wheelbase. The styling clearly borrows cues from classics like the Land Rover Defender and to a lesser extent, the Mercedes G-Class, resulting in a square, upright form that should turn heads on Chinese streets. Pricing is aggressive, starting at 119,900 yuan (around $16,800) and topping out at 149,900 yuan (roughly $21,000). Powering the X3L is Chery’s Kunpeng Golden range-extender. It combines a 1.5-liter turbocharged engine with 154 hp, working on conjunction with either a single rear-mounted electric motor with 248 hp, or a pair of electric motors in the all-wheel drive version, combining to deliver 422 hp and 373 lb-ft (505 Nm). Chery says the X3L needs just 4.7 seconds to hit 100 km/h (62 mph), which is pretty rapid for a vehicle like this. The all-electric range will reportedly vary between 135 km (84 miles) and 215 km (133 miles) depending on the version. When combined with the engine and fuel tank, the X3L should be able to travel up to 1,200 km (746 miles) without stopping. Off-Road Toys A slew of different driving modes and off-road-focused settings come standard. These include a tank turn function, off-road cruise control, and low-speed crawling options. Other key features include side steps, a side-opening tailgate, and the option of several different off-road modification kits. The cabin looks quite nice, even though it won’t win any awards for creativity. Among the key features are a 15.6-inch infotainment display, a small digital gauge cluster, rectangular air vents, and chunky grab handles.

Sadly, the car won't be sold during a public auction, so the selling price may not be released

The one-off is thought to have been purchased new by a Swiss couple. SBX Cars is handling the sale through a partnership with Broad Arrow Auctions. Power is provided by the same 8.0-liter quad-turbo W16 as the Chiron. In early 2019, Bugatti unveiled what was at the time the most expensive new car ever made: the La Voiture Noire. Built as a one-off, it was sold for a staggering €16.7 million or $19 million at the time, sparking a frenzy of speculation about who had dropped that amount of cash for what amounts to a Chiron with some very special bodywork. Now, this hyper-exclusive car is heading to auction for the first time. While the current owner of the car remains a mystery, it’s thought to have been purchased new by a Swiss couple, not Cristiano Ronaldo or the late Ferdinand Piech like rumors from 2019 had suggested. The La Voiture Noire has made several public appearances over the years, most notably participating in a Supercar Owners Circle road trip through Croatia in 2022. Read: Bugatti La Voiture Noire Is The World’s Most Expensive New Car The hypercar is being offered through a partnership between SBX Cars, the auction platform founded by influencer Alex Hirschi, better known as Supercar Blondie, and Broad Arrow Auctions. It will not appear at a traditional public auction, though. Instead, the sale is private, with potential buyers required to register with SBX before receiving an invitation to place a bid. A Bugatti shrouded in mystery No details have been provided about how many miles are on the car’s odometer, nor what kind of condition it is in, but given its value, we’d expect it to be absolutely pristine. In addition, no pre-auction estimate has been provided for the car, but obviously, the seller will be eager to sell it for a premium over the original record-breaking sticker price. When designing the one-off, Bugatti took inspiration from the legendary Type 57 SC Atlantic. So, while the underpinnings of the La Voiture Noire are basic Chiron, it has bespoke, hand-crafted bodywork, as well as unique LED headlights and taillights. Powering the one-off is Bugatti’s legendary 8.0-liter quad-turbocharged W16 engine, delivering 1,479 hp and 1,180 lb-ft of torque. Photos Bugatti

Facing slowing EV demand, Porsche delays electric models and returns to combustion and hybrids

Porsche delays new EVs as market cools and hybrids return to long-term plans. Flagship SUV above Cayenne will now launch without a fully electric version. Dedicated EV platform scrapped, will be redesigned with VW Group brands. It turns out even Porsche isn’t immune to reality checks. Confronted with a prolonged sales slump and mounting pressure on its bottom line, Porsche is shifting gears with a major rethink of its product plans. The sports car maker is leaning back toward combustion engines, including hybrids, while taping the brakes on upcoming electric models, according to a statement issued Friday. Also: Porsche K1 Three-Row Electric SUV Steps Out For The First Time “Today we have set the final steps in the realignment of our product strategy,” said Oliver Blume, CEO of both Porsche and the Volkswagen Group. “We are currently experiencing massive changes within the automotive environment. That’s why we’re realigning Porsche across the board. In doing so, we want to meet new market realities and changing customer demands.” Ultra-Luxury SUV Rethink One of the biggest changes involves the upcoming ultra-luxury SUV positioned above the Cayenne, known internally as the K1. While it was originally planned to be offered exclusively as a fully electric model, it will now “initially debut” with combustion and plug-in hybrid powertrains only. Photos Baldauf Meanwhile, fans of the gas-powered Panamera and Cayenne can breathe easy. Both models are set to continue with combustion and hybrid power well into the 2030s, with Porsche confirming that successor generations have now been penciled into its long-term Cycle Plan, securing their place in the lineup for years to come. Delays in the Electric Rollout A third major shift concerns Porsche’s other planned all-electric models. Without naming specific vehicles (though we suspect some may have been intended as replacements, such as for the current Macan EV), the company said the “delayed ramp-up of electric mobility” will push back their market launches. More: Porsche Fast-Tracks New Compact SUV With Gas And Hybrid Power The development of a dedicated next-gen EV platform that was meant to underpin these models, originally scheduled for the 2030s, will no longer proceed as planned. Instead, it will be rescheduled and undergo a full redesign in collaboration with other Volkswagen Group brands. “This is the company’s response to the significantly slower growth of demand for exclusive battery-electric vehicles,” Porsche noted in its statement. A prototype of the electric Porsche 718 Cayman. Even so, not all projects are affected. Porsche confirmed that electric models already deep into development, such as the soon-to-be-revealed Cayenne EV in both standard and coupe-SUV form, as well as a future two-door sports car in the 718 segment, remain on schedule. These changes build on earlier decisions, such as developing a new combustion-engine SUV to replace the aging Macan, using the current Audi Q5 architecture as its base. It will be sold alongside the Macan EV, which was originally planned to stand alone in the lineup. Global Pressures Bite Beyond product planning, Porsche acknowledged that wider global pressures are weighing on its outlook. Rising US import tariffs, a cooling Chinese luxury market, and the slower pace of electric adoption are all shape the company’s cautious stance. The CEO conceded that the updated plan can only partially offset these challenges. For example, pushing back the new electric vehicle platform will require depreciation and financial provisions, which are set to weigh on operating profit in 2025 by as much as 1.8 billion euros ($2.1 billion at current exchange rates), something the company had not accounted for in its most recent forecast. For 2025, Porsche is maintaining its sales revenue outlook of 37 to 38 billion euros (approximately $40 to 41 billion). Profitability, however, is expected to be far slimmer, with returns on sales now projected at up to 2 percent, a steep drop from the earlier forecast of 5 to 7 percent.

Designers reveal five wild EV concepts from off-roaders to flying cars, showcasing GM’s most unrestrained and futuristic vision yet

GM Design shared renderings and photos of five new concepts on Instagram. The group includes road, racing, utility, adventure, and flying electric vehicles. Scale models are on display at EPCOT in Florida’s Walt Disney World Resort. A glimpse into the future of mobility often starts not with what’s on the road, but with what designers dream up behind (usually) locked studio doors. That’s exactly what GM has done, pulling back the curtain on five totally out there concepts that span everything from rugged off-road EVs to airborne transport. Shared through GM Design’s Instagram account, the images reveal a rare look into the company’s creative process. More: GMC Hummer HEV Peak Concept Looks Like It Eats Wranglers And Broncos For Breakfast The machines are not meant for production. Instead, they exist to explore fresh ideas across “road, racing, utility, adventure, and VTOL vehicles.” Without the need for real life prototypes, the design teams leaned on digital renderings and detailed scale models to bring their vision to life. A Sports Car Without a Windshield Starting with the P1, it is an open-air sports car with a tub-like body and exposed wheels, calling to mind modern rival of the 1996 Ford Indigo concept. The vehicle has no windshield, featuring a central driving position and two bench seats ahead of a small cargo area. The minimalist design includes slim LEDs on both ends and a pronounced chin. Moving on to the P2, this low-slung EV is focused on aerodynamic efficiency. The front glass is heavily inclined, leading to a smooth roofline that cuts out on the slightly recessed tail. Despite its length, it only has two upward-opening doors.Decals along the side hint at onboard technology, pointing to an “AI. Pilot” system said to manage driving duties. Next up is the P3, also known as the Utility Concept. It takes things in a more practical direction. Think of it as a distant descendant of today’s compact hatchbacks and crossovers. Its wheels, capped with aerodynamic covers, sit right at the edges of the monovolume body. The glasshouse is finished in body color, intersected by metallic blades that give it a slightly sci-fi presence. Off-road Experiment The P4 changes tone once again, diving headfirst into rugged territory. This electric off-roader uses a capsule-shaped body perched high on oversized tires wrapped in thick tread. Overhangs are practically nonexistent, ground clearance is generous, and details include a heavily raked windshield, full-width LED lighting, roof rails shaped to carry surfboards, and body-colored side glass. More: Corvette C10 Concept Runs Out Of Gas Yet Fuels Hypercar Hopes Last but not least, the P5 is a flying vehicle designed for vertical take-offs and landings (VTOL). It looks like an oversized drone with two sets of fans and a flat floor, while the main body adopts similar styling cues to the other concepts. Overall, the latest group of GM concepts would look more fitting to a video game or a sci-fi movie than the real world. Still, this is the beauty of being able to design something without restrictions. See Them At Disney Scale models of all five concepts are displayed at the EPCOT theme park in Florida’s Walt Disney World Resort. General Motors is the official vehicle sponsor of the venue and has recently launched an updated Test Track ride for visitors. GM Design / Instagram

The special Shaqbot will guide buyers through the shopping process

Carvana launches Shaqbot AI with Shaquille O’Neal’s voice to guide online shoppers. O’Neal stars in Carvana commercials nationwide as part of the brand’s new campaign. Shaqvana.com lets customers browse Shaq-approved cars with filters highlighting features. AI chatbots are becoming an increasingly common part of our everyday lives, with a seemingly never-ending number of websites adding them to interact with customers and make the shopping process a little easier, though that’s debatable. But I digress. Carvana is getting in on the action too, although with a twist. Its new creation, called the Shaqbot, comes to life through a partnership with Shaquille O’Neal. Read: Bombshell Report Claims Carvana Is An ‘Accounting Grift For The Ages’ The Shaqbot features the voice and wit of the legendary NBA player and has been built using real voice recordings. It uses a response logic that’s been approved by the big man himself and has been designed to answer common questions and help customers browse through inventory. More Than Just a Chatbot The collaboration goes beyond the digital assistant. O’Neal will also appear in a series of broadcast and digital commercials for Carvana across the United States. To tie it all together, a dedicated website called Shaqvana.com has also been launched, offering a curated selection of vehicles that (supposedly) meet Shaq’s standards. A special Shaq filter will also be added to Carvana’s online shopping tool, highlighting features the Hall of Famer values most, such as roomy interiors, sunroofs, and plenty of horsepower. “I’ve been buying and selling cars for years, and when I found Carvana, I really loved the ease and innovation of the brand,” O’Neill said in a statement. “That’s what makes my partnership with Carvana so exciting. And now for other Carvana fans, they can have a little fun with Shaqbot, an assistant as smart, smooth, and good-looking as me.” Carvana’s Rise and Reinvention Carvana burst onto the scene several years ago, pioneering the use of multi-story car displays at locations across the United States. While the firm nearly went bankrupt two years ago, it has since staged a dramatic rebound, with its stock now trading close to record highs at $378. “Shaq is a great ambassador for Carvana – he brings the perfect mix of big personality, big heart, and big ideas,” Carvana co-founder Ryan Keeton said. “He’s not just in the ads; he’s in the experience. The Shaqbot is one of the most unique things we’ve ever built, and it shows what’s possible when you combine technology, creativity, and fun.”

It’s been over six years since Ford pulled the plug on the Taurus, yet now it too has been recalled for a surprising safety issue

Ford recalls 101,944 Taurus sedans for detaching B-pillar trim applique. Loose trim could fly off and create a safety hazard for other drivers. Owners will receive free inspection and repairs from their local dealer. Recalls may not sound flattering, but they at least show an automaker is addressing safety issues rather than sweeping them under the rug. Even so, Ford’s tally of 112 recalls so far this year borders on absurd. The streak doesn’t seem to end: after recalling over 1 million vehicles ten days ago, the company has now issued yet another campaign, this time for a long-discontinued sedan. The Taurus, which was killed off after the 2019 model year, is being recalled due to a trim piece that may detach while driving. Loose Trim, Real risk The issue centers on the B-pillar trim applique fitted to the front driver and passenger doors. These panels may loosen or separate entirely, creating more than a cosmetic blemish. If they break free, they could scatter onto the road and pose a hazard to other vehicles. More: Jeep’s Most Expensive SUV Is Now Throwing Its Trim At Other Drivers According to the National Highway Traffic Safety Administration, owners might spot the trim peeling when entering or leaving the car. Some may also hear extra wind noise or rattling while driving, both early clues that the appliqué is coming loose. It’s not a small recall either, as it affects 101,944 units of the Taurus, manufactured in the States between July 2016 and March 2019. That span includes the 2016, 2017, 2018, and 2019 model years, with 2019 marking the final chapter for Ford’s full-size sedan in North America. Root Cause In the Factory Ford explained in recall documents that the detachment is linked to “incomplete adhesion of the part to door sheet metal during installation.” Apparently, the problem began after a process change at the assembly plant removed the use of hand rollers, which had previously ensured the mounting tapes bonded properly. That explains why Taurus models built before 2016 are unaffected. More: Someone Kept This V8 Ford Taurus SHO in Showroom Condition For 30 Years Between 2017 and 2022, Ford logged 452 warranty claims tied to the B-pillar applique. The good news is that no accidents or injuries have been reported in connection with the defect. Owners will receive notification letters in the mail, but they can also check with Ford directly or visit their local dealer for confirmation. Affected cars will be inspected, and if needed, the B-pillar trim applique will be repaired or replaced at no charge. Ford

Tesla faces lawsuit alleging Model Y door handles failed during crash, leaving passenger trapped inside

Passenger suffered severe burns and respiratory injuries after being trapped in fire. Lawsuit claims defective door handles prevented escape and worsened crash injuries. NHTSA investigating 174,000 EVs over potential problems with rear door handles. Concerns over Tesla’s Model Y door handles have taken center stage this week after U.S. regulators launched an investigation into roughly 174,000 vehicles. Tesla quickly confirmed it was conducting its own review and said the system will be redesigned after a series of troubling incidents. In several cases, parents were forced to break windows to rescue children trapped inside when using the inoperative flush-mounted handles. The problems, however, may run deeper. In June, Tesla was sued over the same issue, with allegations that inoperative handles of Tesla Model Y contributed to a passenger suffering serious injuries in a crash. Read: Parents Break Tesla Windows To Rescue Trapped Children, Now US Is Investigating The case, filed in Texas by plaintiff Susmita Maddi, centers on a collision that occurred on December 9, 2023. Maddi’s husband, Venkateswara Pasumarti, was driving their Model Y when he suffered a medical emergency and lost control of the car. The vehicle struck a utility pole, and the front end caught fire. Trapped Inside It’s alleged that bystanders and witnesses were unable to open the passenger door because the locking mechanism had prevented it from being opened from the outside. The fire is said to have entered the cabin of the Model Y, leaving the passenger with “severe burns and respiratory injuries.” According to the filing, the Tesla “was defective and unreasonably dangerous in that it was not adequately designed, manufactured or marketed to minimize the risk of injury.” It also claims the vehicle was not crash-worthy, the occupant compartment was not reasonably escapable or accessible after an accident, and the door handles and locking system “were defectively designed.” Tesla is also under scrutiny for allegedly “failing to adequately test the 2023 Model Y to ensure it would be reasonably safe” in accidents like the one experienced by Maddi and Pasumarti. The plaintiff is pursuing damages covering medical costs for all the injuries sustained, loss of income, ongoing pain and suffering, mental distress, disfigurement, and long-term impairment. The case is set to go before a jury, with representation from the Payne Mitchell Ramsey Law Group in Dallas, Texas.

A prototype of the upcoming EV3 GT with dual motors and aggressive upgrades has been spotted undergoing testing

Kia EV3 GT prototype spied testing hard at the Nurburgring with fresh hardware. The dual-motor setup will add all-wheel drive, better performance, and more grip. Power output could stay under 300 hp, significantly less than the EV6 GT sibling. The all-electric Kia EV3 is about to get a welcome injection of excitement. While the standard model covers the basics well, it hasn’t been engineered with driving fun in mind. That is about to change, as Kia develops a sharper GT version aimed at adding some much-needed energy to the EV3’s driving character and tempting buyers who want more power underfoot. We had our first chance to see the EV3 GT testing during winter earlier this year, but recently, it headed to the Nurburgring Nordschleife for some on-track testing. The latest spy photos reveal the prototype still wrapped in thick body cladding, disguising several visual tweaks and aerodynamic changes. Read: Kia’s Dual-Motor EV3 GT Shows Interior In Latest Spy Shots Given that so much of the car is hidden, it seems likely that quite a lot of changes have been made to the body. Expect a reshaped front end, likely with a new grille and reworked air intakes. Subtle changes at the rear are also on the cards, even though they are difficult to pick out in these images. What else is new? This prototype is fitted with a different set of wheels than the Hyundai Ioniq 6 rims used on the mule spotted last February. The design is similar to those already available on the EV3, but with more silver detailing that gives them a sportier look. The bright green brake calipers at the rear are also hard to miss. Baldauf Turning up the power The current Kia EV3 uses a single, front-mounted electric motor with 201 hp. That’s plenty for everyday driving duties, but it isn’t enough to get enthusiasts excited. The EV3 GT will solve this by adding a small electric motor at the rear, giving the EV all-wheel drive traction. However, prospective buyers shouldn’t get their hopes up for any remarkable levels of performance. In fact, the EV3 GT may not even have 300 hp, and could deliver nearer to 280 hp. That’s less than half the 601 hp of the EV6 GT. The current flagship 81.4 kWh battery pack of the EV3 will probably be the only option. The front-drive version with this pack can currently travel up to 362 miles (583 km) on a single charge, but this range figure will obviously be reduced for the GT. The 400-volt architecture of the standard car will be retained. Baldauf

Racing school cars usually get thrashed, but this Ford fleet of affordable hot hatches may be better maintained than most

Ford Performance Racing School is selling its fleet of Focus RS hatchbacks. All models are from 2016 and reportedly priced at around $20,000 each. These hot hatches were used for track sessions at Charlotte Motor Speedway. The third-gen Ford Focus RS was a revelation when it arrived a decade ago. It put the entire hot hatch segment on notice, much like the Toyota GR Yaris did half a decade later, combining rally-car looks with a 2.3-liter EcoBoost four-cylinder, all-wheel drive, heaps of power, and a Drift mode. Read: Ford CEO Hints At An Extreme 1,000 HP Off-Road Supercar For years, enthusiasts in the US could experience the RS first-hand at the Ford Performance Racing School, based at Charlotte Motor Speedway in North Carolina. The school offered seat time in some of Ford’s most exciting performance models, with the Focus RS among the highlights. Now, though, the school is parting ways with its fleet of the turbocharged hatchbacks. Ex-School Cars For Sale News of the sale first came from a post on Reddit after the Ford Performance Racing School sent out an email. We also found a post on the FocusRS forums that includes an email for more information. It’s unclear how many Focus RS models are up for grabs, but the company notes they are all 2016 models. One Reddit user reached out to Ford Performance and was told the cars are available for $20,000, without providing further details. A search through AutoTrader shows there are plenty of Focus RS models in the US for prices in the $20,000 to $25,000 range, generally with between 80,000 and 100,000 miles under their belt. The cheapest we could find was just $11,995, but it’s been driven an extraordinary 257,714 miles. While we don’t know how many miles the cars from the driving school have on them, you can rest assured that every one has been driven hard by drivers participating in the track sessions. On the flip side, each car should have been well-maintained by expert Ford mechanics, so they may be in better condition than others on the used market. Even so, a thorough inspection would be wise before taking the plunge. If you’re looking to get behind the wheel of a Focus RS, be sure to shoot the Ford Performance Racing School an email soon, as we suspect the cars won’t be available for long.

The first floor of the facility in Japan was fully submerged, meaning that all of the vehicles are heading to the scrapyard

Yokkaichi City in Japan received 123.5 mm of rainfall in an hour, causing serious problems. A two-floor underground parking was flooded, with 274 vehicles suffering water damage. Among the totaled cars were a Nissan R35 GT-R and a tuned Mercedes S-Class. Leaving a car in a secure parking structure usually feels like the safe choice, but even those facilities can be overwhelmed when nature strikes hard. In Japan, an underground parking garage was hit by severe flooding after record-breaking rainfall, leaving 274 vehicles beyond repair. More: Cars Frozen Like Zombies After 100-Year-Old Main Floods Street The storm hit on the night of September 12 in Yokkaichi City, Mie Prefecture. Within just one hour, 123.5 mm (4.86 inches) of rain fell, the largest amount ever recorded in the region. The sheer volume pushed the city’s drainage network far past its limit. Defenses Overrun Kusunoki Parking, a business located near the city center, didn’t stand a chance. Despite the fact that employees piled up sandbags at the entrances, there was no way to stop the water from getting inside. After the rain, the first floor with a ceiling height of 3.5 m (11.5 feet) was fully submerged in water, while the second floor was submerged to 1.2 m (3.9 feet). As reported by Kuruma News, the parking facilities can accommodate around 500 vehicles across two floors, but it wasn’t at full capacity during the storm. Still, 274 cars were trapped inside, practically with no chance of survival. Fortunately, there were no reported injuries. Ministry of Land, Infrastructure, Transport and Tourism Mie River National Highway Office Authorities began draining operations on September 13 using pump trucks, yet the garage remained waterlogged until the morning of September 17. The Ministry of Land, Infrastructure, Transport and Tourism’s Mie River and National Highway Office later posted images of the damage on X, showing the scale of the disaster. More: This Rivian R1T Floated 150 Feet During Hurricane Helene And Still Runs Fine Among the submerged cars were high-profile models such as a Nissan R35 GT-R and what appeared to be a Porsche Cayman. The lineup also included several Mercedes models, including a modified S-Class, G-Class, CLA Shooting Brake, and A-Class, as well as a BMW X6. Of course, there were plenty of Toyotas, including the Crown Sedan, Land Cruiser Prado, Prius, Alphard, HiAce, and Probox. Finally, we can see a few kei cars, such as the adorable Mitsubishi Delica Mini. The dirt proves that most of the vehicles were fully submerged in rainwater, which means it also got inside their cabins and mechanical components. As you can imagine, the financial toll will be significant. The company operating the underground parking has already begun identifying vehicle owners before arranging removals. However, because parking facilities generally disclaim responsibility for natural disasters, compensation will largely fall to insurance coverage. Policies in Japan typically include protection against flood damage, but claims of this scale will be substantial. 【四日市地下駐車場】 地下２階の被害状況調査中の様子その２です。#くすの木パーキング #四日市豪雨 pic.twitter.com/m0B9LfipMK — 国土交通省　三重河川国道事務所 (@mlit_mie) September 16, 2025

A teaser from Italdesign hints at the return of one of Japan’s most popular sports cars in a new form.

Italdesign is working on a mysterious project inspired by Honda’s sports car. Teaser reveals only the NSX and Honda badges with Italdesign branding beneath. The car may be a one-off or low-volume model built from the ground up. A new project is taking shape in Italy, where Italdesign is preparing a mystery model that will serve as a tribute to the legendary Honda NSX. Very little is known about the car, but reimagining one of the most iconic sports cars to ever leave Japan will not be easy. If Italdesign doesn’t get it right, enthusiasts will definitely let it know. The design house shared news of the project through a recent social media post. The teaser image was understated, showing only the Honda and NSX badges set against a blue background, with Italdesign’s logo neatly placed at the bottom. Read: These BMWs Were Crafted By Italian Design Legends It looks like the VW Group-owned studio has been given the green light by Honda itself to build a new tribute model from the ground up, perhaps similar to what Lamborghini itself did with the Aventador-based Countach LPI 800-4. We have no idea if that will be a one-off study or a limited-edition special yet. Unless Italdesign surprises with a nod to the second-generation car, all signs suggest the tribute will focus on the first-generation NSX. That model proved a sports car could deliver both speed and reliability in spades, combining sharp performance with everyday usability in a way that reset expectations for the segment The original NSX was designed in-house by Honda, but a concept version of it was introduced in 1984 with styling from none other than Pininfarina. The first-gen model has aged gracefully, and it would serve as the perfect base for a new version. Source Italdesign, Carbuzz

Pricing for the entry-level 2026 Leaf S is out, making it America’s cheapest EV and setting a new benchmark for affordability

Nissan reveals 2026 Leaf S pricing at $25,360, undercutting S+ by $4,630. Leaf S will be America’s most affordable EV when it arrives in spring 2026. All Leaf trims except the S feature a 75 kWh battery paired with 215 hp. Update: Just weeks after Nissan shared pricing for the 2026 Leaf minus the entry-level version, we now have that missing detail. According to order guide data obtained by CarsDirect, the base 2026 Leaf S will start at just over $25,000 before incentives. The figure does not include the soon-to-be-discontinued $7,500 federal tax credit, but with the model not arriving until next year, it won’t be eligible for that incentive anyway. The Lowest-Cost EV in America Priced at $25,360, the Leaf S undercuts the next trim, the S+, by $4,630, and even the previous generation S by $2,780. More significantly, it earns the distinction of being the most affordable EV in the United States, a title it will likely hold for some time. The only real threats come from GM’s upcoming Chevrolet Bolt or a supposed entry-level Tesla, though the latter rests on the unlikely event of Elon Musk actually producing the $25,000 EV he has (or had) been dangling since 2018. That promise has been recycled so many times it now feels more like a meme than a product plan. In fact, even Musk has since backpedaled on it admitting last year, “having a regular, $25K model is pointless. It’d be silly”. Also: Nissan Is Dropping The Ariya EV After 2025 Specifications for the base Leaf have yet to be detailed, but range will likely fall short of the 288 to 303 miles offered by the S+, SV+, and Platinum+ versions. The S is equipped with a 52 kWh battery and a 130 kW motor producing 174 horsepower. Arrival Timing As for when the base Leaf S will reach US showrooms, Nissan has only said it will arrive in spring 2026. That schedule places its launch several months after the other trims, which are slated to go on sale in the coming weeks. Original story continues below. John Halas contributed to this story Pricing for the next-generation Nissan Leaf is finally official, giving us a picture of how the popular EV is shaping up for 2026. The new model not only undercuts the equivalent trims of its predecessor, it also positions itself as one of the most affordable electric vehicles currently available in the US. According to the automaker, the Leaf now holds the lowest starting MSRP of any EV on sale in the country. To put things in perspective, here’s how the 2026 model year compares with the outgoing 2025 version. 2026 NISSAN LEAF MSRP Trim 2026 MY 2025 MY LEAF S $25,360 $28,140 LEAF S+ $29,990 – LEAF SV+ $34,230 $36,190 LEAF PLATINUM+ $38,990 – SWIPE Nissan managed to keep the S+ trim just under the psychological $30,000 mark, no small feat given today’s inflationary climate. It is reasonable to expect the upcoming S trim to come in even lower, strengthening the Leaf’s appeal as a budget-friendly EV. More: Nissan’s New Leaf Could Be In Trouble Before It Even Hits The Road For now, the only direct comparison between generations can be made with the SV+. The new version starts at $34,230, nearly $2,000 less than the 2025 model, despite offering more range and a richer list of standard features. Nissan Two Powertrain Options The S+, SV+, and Platinum+ trims share the larger 75 kWh battery, delivering up to 303 miles (488 km) of EPA-estimated range. These versions are paired with a more powerful motor producing 215 hp (160 kW / 218 PS). The base S trim uses a 52 kWh pack and a 174 hp (130 kW / 177 PS) motor, still an upgrade over the outgoing entry-level setup. On the charging front, every US-market Leaf now includes a NACS port for Tesla Supercharger access and supports vehicle-to-load (V2L) functionality. Sleeker Design and Updated Cabin The Leaf’s redesign moves the model into fastback crossover territory, with a 173.4-inch (4,404 mm) body that cuts a more aerodynamic profile than the hatchbacks it replaces. LED lighting is standard across the board, while the Platinum+ gains exclusive taillights inspired by the Nissan Z. Wheel options range from steel 18-inchers with aero covers on the S and S+, to 18-inch alloys on the SV+, and 19-inch alloys on the Platinum+. More: Nissan Says We Made A Mistake With New Leaf’s Taillights Nissan claims that the cabin is roomier than before, helped by a flat floor and newly designed seats. Up front, every trim comes with a digital cockpit: the S and S+ feature dual 12.3-inch displays, while the SV+ and Platinum+ step up to larger 14.3-inch screens. At the top of the range, the Platinum+ sets itself apart with a panoramic roof that can shift from transparent to opaque at the touch of a button. It also adds a head-up display, multi-color ambient lighting, a motion-activated power liftgate, and a 10-speaker Bose audio system. A full suite of driver-assistance features is included across the entire lineup. Deliveries of the 2026 Nissan Leaf in the US are slated for fall 2025, with launches also planned in Japan, Europe, and Australia. Nissan

The AUDI sub-brand's E5 Sportback impressed Chinese buyers with up to 402 miles of range, dual motors, and a surprisingly low price tag

The China-only Audi E5 Sportback starts at 235,900 yuan or around $33,000. Range spans 384 to 402 miles depending on trim and battery configuration. Power output ranges from 295 hp to 776 hp with RWD or AWD drivetrains. Not too long ago, Audi made the decision to launch a stand-alone EV brand in China under the name AUDI, written in all caps. While it seemed like a questionable move at the time, it appears to be paying off, judging by the demand for its first model, the new E5 Sportback. According to the company, when pre-orders for the E5 opened on August 18, more than 10,000 reservations rolled in within half an hour. Those kinds of numbers are common for Chinese startups, but not for long-established manufacturers. Just as important as the tally itself is the message it sends: there’s no better way to create FOMO than to show how many people have already locked in an order for this EV, complete with some German heritage. Read: Of Course, The New AUDI E5 EV Is Ridiculously Cheap In China Of course, the figures themselves don’t carry much weight, since they’re not binding or backed by non-refundable deposits. It’s possible that a fair share of those who placed early reservations for the E5 could cancel before the car actually reaches their driveway. With that being said, it shouldn’t come as much of a surprise as to why the E5 has proven to be popular. As we confirmed last month, the entry-level Pioneer version starts at just 235,900 yuan or around $33,100. For the money, shoppers get a 76 kWh battery pack, a 295 hp rear motor, and a claimed range of 384 miles (618 km). Other models include the 402 hp, rear-wheel drive Pioneer Plus with a 100 kWh battery and starting at 269,900 yuan ($38,000) and the Pioneer Plus with an 83 kWh pack and dual motors delivering 518 hp, priced from the same 269,900 yuan ($38,000). The range is then topped out by the Flagship Quattro with a 100 kWh battery, 402 miles (647 km) of range, and dual motors with 776 hp. It starts at just 319,900 yuan ($45,000). The cabin of the AUDI E5 Sportback is unlike any Audi model sold in the West, and instead far more similar to other EVs in China. It includes a 59-inch screen stretching across the entire dashboard, digital wing mirrors, soft-touch leather and Alcantara, and wireless phone chargers.

The first high-performance EV from Genesis will be the new GV60 Magma

Genesis confirmed new EVs with 600 hp base power and potential for 1,000 hp. The new flagship EV could be a hypercar, sedan, or high-performance SUV. Traditional hybrid models are planned with 500 hp and improved fuel efficiency. Hyundai has a busy slate ahead, with fresh N performance models on the horizon and a body-on-frame midsize pickup in the pipeline that will also spawn a rugged SUV aimed at the Toyota 4Runner. But it’s Genesis, the luxury side of the Hyundai Motor Group, that delivers the real jolt of excitement: an all-electric flagship is officially on the way. Read: Genesis Reveals Why Magma Will Deliver A Different Experience Than Hyundai N During Hyundai’s recent investor day, chief executive Jose Munoz displayed a slide for the Genesis brand that revealed it is working on new EV, EREV, and HEV powertrains. The big takeaway was that the electric models will emphasize performance, starting at “600hp+” and with the possibility of reaching an extraordinary “1,000hp+.” A Luxury Brand With Bite Genesis occupies the same role for Hyundai as Lexus does for Toyota, but the similarities may stop there. The brand is carving out a sharper, sportier identity thanks to its new Magma high-performance division. Alongside the road cars, Genesis will even step into endurance racing with the GMR-001 Le Mans Daytona supercar. The first Magma model on the road will be a hot version of the Genesis GV60. It’s tipped to borrow parts from the Hyundai Ioniq 5 N and Kia EV6 GT, bringing more than 600 hp to the table. That alone makes it blisteringly quick, but it’s the possibility of breaching the 1,000 hp mark that raises the stakes. Genesis GMR-001 Le Mans Daytona hypercar What Could 1,000 hp Look Like? Hyundai provided no indication as to what form a four-figure horsepower Genesis model could take. It could perhaps be a road-going hypercar inspired by the Le Mans racer, or perhaps an electric version of the X Gran Berlinetta Vision Gran Turismo concept from a couple of years ago. However, given that vehicles like this would likely only sell in very small numbers, we suspect it’s more likely the vehicle will be either a high-performance sedan or a high-performance SUV that could rival the Porsche Taycan, Macan Electric, or the upcoming Cayenne Electric, which has already been confirmed to pack upwards of 1,000 hp. Performance wasn’t the only focus of the announcement. Genesis also revealed its extended-range models will deliver more than 1,000 km (621 miles) on a charge, while conventional hybrids will top out at “500hp+.” These hybrids aim to blend efficiency with performance, offering fuel-sipping driving without sacrificing the punch expected from the brand’s expanding lineup.

This 820 hp SUV has suicide doors, six spotlights, and all the subtlety of a Vegas parade float

Mansory added suicide doors to a custom G-Class in its wildest build to date. A wild bodykit has been added to the off-roader, including flared wheel arches. The P820 Linea D’Arabo has 820 hp and 738 lb-ft of torque from a tuned V8, Few, if any, aftermarket tuners court the same amount of controversy as Mansory. The company has a wealth of experience modifying and overhauling some of the craziest cars on the planet, often to their detriment. Their latest G-Class-based project is one of the craziest we’ve seen so far. Thankfully, it’s just a one-off, so we’ll never have to see it in the flesh. Known as the Mansory P820 Linea D’Arabo, this over-the-top G-Wagen looks as if it was designed for maximum spectacle, finished in a deep brown paint with ornate Arabic script detailing across the body. And that’s before you even get to the bodywork itself. Read: This G-Class Is So Over the Top, Even Mansory Thinks It’s Excessive Most of the Mercedes-Benz’s original parts have been swapped out for a new bodykit from Mansory. This includes a bespoke front fascia with an aggressive bumper that supports three vertical daytime running lights on either side. There’s also a radical new grille, modified headlights, and a large Mansory badge sitting proudly in the center of the grille. Mansory has then added an aftermarket hood, installed six spotlights on the roof, and added new fender flares to the front and rear. There is also a set of wild wheels with a deep bronze finish, retractable side steps, and a large roof-mounted rear wing. Changes made to the rear include a new diffuser with additional taillights and a bespoke spare wheel cover. Oh, Mansory also added suicide doors to give the G-Class that Rolls-Royce feel. If you’re not a fan of the exterior, you probably won’t like the interior either. The seats, center console, and dashboard are now trimmed in new black leather, while brown leather is found on the door panels and the top of the dash. Contrasting the leather are shiny brown accents with the same intricate pattern found on the outside. As with other G63s modified by Mansory, the Linea D’Arabo includes the P820 package that adds new turbochargers, downpipes, an upgraded air intake, sports exhaust, and a software tune so the V8 can deliver 820 hp and 738 lb-ft (1,000 Nm) of torque.

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

ROUND 17 - AZERBAIJAN FORMULA 1 QATAR AIRWAYS AZERBAIJAN GRAND PRIX 2025 🕒 SESSION TIMES Day Session Time (UTC) FRI Free Practice 1 08:30 FRI Free Practice 2 12:00 SAT Free Practice 3 08:30 SAT Qualifying 12:00 SUN Race 11:00 Click here for start times in your area 🏁 RACE INFORMATION Track: Baku City Circuit Location: Baku, Azerbaijan Race laps: 51 Lap length: 6.003km Race distance: 306.049km Lap Record: 1:43.009, Charles Leclerc (Ferrari), 2019 ⏪ LAST TIME AROUND Pole position: Charles Leclerc, 1:41.365(Ferrari) Race winner: Oscar Piastri (Mclaren) Fastest lap: 1:45.225, Lando Norris (Mclaren) 📺 WHERE TO WATCH? F1 is broadcast on F1TV and through several local broadcasters. Click here to find out if F1TV is offered in your region. Click here to go to the full list of broadcasters. Streams and downloads are not welcome on r/Formula1. Requesting and sharing streams and/or downloads will be met with immediate bans. ❤️ GOOD CAUSES 🇺🇦 Want to support Ukraine? Here's a list of charities. 🏳️‍🌈 Support Stonewall to help improve the lives of LGBTQ+ people. submitted by /u/AutoModerator [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/AutoModerator [link] [comments]

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Its such a great look, the new painted lines really give it a classic street race look, ive missed it. F1 tracks all look the same these days, street Tracks have boring black tyremark, every track under the sun has a cerb than the green line with the rumble strip and an aramco sticker. But baku looks and feels like a proper street track. Reminds me of f1 2010s monaco, where they had the yellow lines, or f1 2011s melbourne. Just streets who look like a street submitted by /u/Impressive_Cricket36 [link] [comments]

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🔧 Ferrari → larger brake duct exit 🔧 Racing Bulls → front & rear brake duct mods 🔧 Red Bull → reprofiled rear wing + Monza floor 🔧 Mercedes → revised front wing flaps submitted by /u/FormulaOneDashboard [link] [comments]

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Raw: https://rakesh-i.github.io/stint-data/ submitted by /u/rakesh-69 [link] [comments]

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Just out of curiosity considering there were quite alot of changes made driver wise, I'll go first-Marcus and Brendon, just liked their attitude-that was like my only reason for supporting them the most considering this was my first year getting into F1, support for them grew as they were both getting unlucky either with rookie errors, car errors or getting caught up in other's mistakes, happy to see that both lived a quite nice motorsport life after getting booted submitted by /u/Upbeat_Assistant9197 [link] [comments]

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Global Car Culture Since 2008

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

Latest BMW News, Reviews and New Models

For decades, “quattro” was almost synonymous with all-wheel drive in Germany. Audi’s branding was so strong that many drivers assumed it led the premium market in AWD share. But by 2025, that title belongs to...

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For decades, “quattro” was almost synonymous with all-wheel drive in Germany. Audi’s branding was so strong that many drivers assumed it led the premium market in AWD share. But by 2025, that title belongs to BMW. According to the latest data from the Federal Motor Transport Authority (KBA), cited by BimmerToday, BMW has not only overtaken Audi but also pulled ahead of Mercedes with a clear margin. Between January and August 2025, 54.5 percent of all BMWs registered in Germany were equipped with xDrive. Audi, despite its heritage in this field, trails with a share of 50.7 percent, while Mercedes sits further back at 44.7 percent. In absolute terms, BMW’s lead is even clearer. New registrations with xDrive totaled 88,472 units in Germany through August, giving the brand a cushion of around 12,000 more cars than Mercedes and more than 22,000 ahead of Audi. BMW Reclaimed Their 2022 and 2023 Market Share This changing landscape is not entirely new. BMW already edged out both Audi and Mercedes in all-wheel drive share during 2022 and 2023, before Audi briefly reclaimed the crown in 2024. Now, BMW has returned to the top in convincing fashion. The cars driving this success are primarily the brand’s compact SUVs. The X1 and its electric sibling, the iX1, are the biggest contributors, followed closely by the new 5 Series and its i5 electric variant, as well as the new G45 X3. Together, these models illustrate the strong customer appetite for SUVs and electrified sedans in Germany, helping BMW build and maintain momentum. Mercedes, meanwhile, continues to trail and has never managed to push its all-wheel drive share above the 50 percent mark. Audi, once seen as the unshakable leader in this discipline, is now playing catch-up. xDrive vs. quattro vs. 4Matic Beneath the headline numbers lies another layer of complexity. The systems marketed as xDrive, quattro, 4Matic or 4Matic+ are not identical. BMW customers can choose between front-driven and rear-driven platforms depending on their cars, with the xDrive setup in a 3 Series or 5 Series behaving very differently from the system in an X1. Audi also uses varying solutions across its lineup, from front-biased drivetrains in smaller cars to rear-biased versions in larger sedans and SUVs. Mercedes, too, adapts its systems to the platform, with 4Matic+ reserved for high-performance AMG models. Electric vehicles add another twist to the story, since installing a second electric motor on the unused axle creates a form of all-wheel drive by default. This has made cars like the iX1 and i5 especially significant for BMW, as they naturally boost the brand’s AWD share while fitting into broader electrification goals. First published by https://www.bmwblog.com

The 2025 BMW Berlin Marathon will see a new kind of pace setter. Leading the field through the streets of the German capital is the all-new BMW iX3, the first production model of BMW’s Neue...

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The 2025 BMW Berlin Marathon will see a new kind of pace setter. Leading the field through the streets of the German capital is the all-new BMW iX3, the first production model of BMW’s Neue Klasse. For many Berliners, it will be the first time they see the next-generation electric SUV on public roads. The iX3 at the Front This year’s marathon is expected to draw around 80,000 participants and close to one million spectators. At the front of it all will be the iX3 in Space Silver, equipped with the M Sport package, 22-inch Y-spoke wheels, side foils, and a digital timing display mounted on the roof. Even with the larger wheels reducing range from 805 to 729 kilometers (WLTP) and the added drag of the roof display, the iX3 has more than enough stamina for the event. With charging speeds of up to 400 kW, it can add 372 kilometers of range in just ten minutes—enough to cover a full marathon distance in little more than a minute if it ever needed to. A Familiar Partner for the Marathon BMW has supported the Berlin Marathon for years, supplying vehicles for both athletes and organizers. This time, the company is using the event to put its newest electric model in the spotlight. “The 2025 Berlin Marathon is the perfect setting for the first race outing of the new BMW iX3, where endurance is everything,” said Christian Ach, Head of BMW Deutschland. The iX3 won’t be alone. BMW is providing a total of 65 vehicles for the event, including the iX, i5 sedan and Touring, i4, iX2, and the iX1. Ten BMW motorcycles and four electric scooters will also be deployed, many of them built just a few kilometers away at the BMW plant in Berlin-Spandau. The factory has been producing motorcycles since 1969 and remains one of the city’s major industrial employers. On Sunday, as tens of thousands of runners take on 42 kilometers through Berlin, the new iX3 will simply do its job at the front of the pack. And interesting enough, our own Chuck Vossler will run the marathon and bring us some live content of the BMW iX3. First published by https://www.bmwblog.com

BMW’s unveiling of the new iX3 has opened the floodgates for renderings of other models adopting Neue Klasse styling. We’ve already seen a stunning yet hypothetical Z4, but what about something in the volume segment?...

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BMW’s unveiling of the new iX3 has opened the floodgates for renderings of other models adopting Neue Klasse styling. We’ve already seen a stunning yet hypothetical Z4, but what about something in the volume segment? With a small electric car officially confirmed recently, it’s no surprise that someone has taken a crack at imagining Bavaria’s entry-level EV. This speculative five-door hatchback envisions what the luxury brand is likely to call the “i1.” The new iX3’s sleek styling bodes well for an attractive compact car we could see as early as 2028. Although it’s only a digital design exercise not affiliated with BMW, it offers hope for a stylish hatch and an unofficial preview of how different the lineup will look just a few years from now. While the 2026 iX3 features a vertical kidney grille as a nod to a bygone era, only crossovers will use that retro-inspired look. Sedans and probably all other conventional body styles (coupes, wagons, etc.) will adopt wide kidney grilles instead. The 2023 Vision Neue Klasse concept already hinted at what to expect from non-SUV models. View this post on Instagram A post shared by Sugarchow (@sugardesign_1) We weren’t exactly enamored with the concept’s unusually high-mounted taillights. That holds true here as well, though recent spy photos of the i3 suggest a less obtrusive design. On the iX3, the taillights complement the crossover’s rear proportions nicely. Hopefully, that should hold true across the lineup once the Neue Klasse family is fully fleshed out. For those who prefer a proper trunk, an i2 Gran Coupe (NB8) or something similar should arrive around 2030. It’s too early to say for certain, but BMW might not renew its cheapest cars with combustion engines. The F70 and F74 are expected to continue until around 2032. At that point, the i1 and i2 will have already been on sale for a few years. But the i1 and i2 won’t be part of the 40+ cars BMW is launching in its first wave of Neue Klasse products. Still, the company insists it’s not abandoning the entry-level class. Bernd Körber, Senior Vice President of BMW Brand and Product Management, was recently quoted as saying, “It has never been a question that we step out of the smaller-car segment.” Consequently, an i1 is more a question of when than if. At launch, expect a return to form with a rear-wheel-drive layout. But unlike the tail-happy first two generations of the 1 Series, there obviously won’t be a combustion engine powering the rear axle. BMW is already phasing out FWD electric cars since its latest e-motors are designed exclusively for rear- and all-wheel-drive setups. That could also mean RWD MINIs are coming. Photo: sugardesign_1 / Instagram First published by https://www.bmwblog.com

Testing future M cars for a living would be a dream job for many of us. However, it’s not without risks. Since prototypes are works in progress, things can go wrong in the blink of...

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Testing future M cars for a living would be a dream job for many of us. However, it’s not without risks. Since prototypes are works in progress, things can go wrong in the blink of an eye. It’s unclear whether this incident was caused by a technical issue or an overenthusiastic driver, but it could’ve ended badly. Thankfully, the electric M3 avoided a crash. BMW hasn’t even revealed the plebeian i3 (“NA0”), yet its M sibling is already a familiar sight at the Nürburgring. The “ZA0” was recently filmed kicking up dust during a hot lap of the demanding German track. Munich’s electric super sedan nearly went off course, hopping the curb with all four wheels. Still, the driver wasted no time resuming an aggressive pace once the prototype was back on the tarmac. If it wasn’t a mechanical fault, the driver’s faux pas underscores how serious BMW is about making the electric M3 as dynamically close as possible to its gas-powered counterpart. Of course, the much higher curb weight will inevitably rear its ugly head, but M engineers will undoubtedly do their best to counteract the extra mass. The fact that it will simply be called “M3” shows BMW’s confidence that the electric sports sedan can uphold the prestige of six gasoline-fueled generations. Make that seven, since another ICE-powered M3 is also coming. However, the “G84” with a mild-hybrid inline-six engine will debut about a year after the hot EV, so expect it in 2028. Once the camouflage comes off, the M3 “ZA0” will become the first M of the Neue Klasse era. Don’t expect a quad-motor, 1,000+ hp monster just yet, even though BMW M says the tech exists. A more sensible move would be a gradual lineup expansion, starting with a rear-wheel-drive configuration. Sources close to Munich suggest output will stay below 700 hp. While the electric M3 will launch as RWD, an xDrive version with extra punch seems inevitable. Meanwhile, the returning X3 M, this time as a high-performance electric crossover, should adopt an all-paw setup from the get-go. And these two are just the tip of the iceberg. M versions of the yet-to-be-announced i3 Touring and iX4 could also arrive before the decade ends. Video: statesidesupercars / YouTube First published by https://www.bmwblog.com

There is an unwritten rule that people shouldn’t buy a car in its first year of production because it may still have undiscovered problems. There’s truth to this, as in many cases automakers need extra...

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There is an unwritten rule that people shouldn’t buy a car in its first year of production because it may still have undiscovered problems. There’s truth to this, as in many cases automakers need extra time to iron out bugs, even after assembly begins. This is especially relevant in 2025, when software has completely taken over our cars. There are multiple examples of new models, especially from luxury brands, riddled with software gremlins. With that in mind, it’s understandable that some are reluctant to buy a car the moment it goes on sale. This is particularly true for all-new vehicles developed on a platform that hasn’t been used before. The iX3 doesn’t share anything with its predecessor or any other model in BMW’s lineup, for that matter. From iDrive X and Panoramic Vision to sixth-gen electric motors and batteries, the “NA5” is a truly all-new product. Even so, BMW is confident its first “true software-defined vehicle” won’t be plagued by bugs at launch. Mike Reichelt, head of the Neue Klasse program, told Autocar the 2026 iX3’s software has been developed entirely in-house. That gave BMW complete control of the crossover’s “brain” and allowed the company to eliminate issues along the way. The new technology pioneered by the iX3 wasn’t created by a separate team but rather by the entire group of people involved in the project: “Every engineer at BMW is dealing with this new technology. For me, it’s a failure when you believe you can take digital development outside the company or to another part of the company.” As with other BMW products in the digital age, the iX3 will improve over time. Already, more than 60 models support over-the-air updates, which have been rolled out to about 10 million cars. Owners have applied over 15 million updates to date, and for the Neue Klasse models, the process will become even more straightforward. The electric crossover has an Automatic Update function that, once activated, does all the work for you. The driver only needs to confirm they want the update installed. BMW claims even the biggest updates won’t take more than 20 minutes to perform. Reichelt argues that “every engineer has to go into the digital world,” underscoring that the good old days of analog cars are gradually becoming a distant memory. BMW is far from the exception. Virtually all automakers are now taking the same route of putting software at the center. Source: Autocar First published by https://www.bmwblog.com

BMW is in the midst of preparing a facelift for its flagship 7 Series, and one such prototype has now been caught testing at high speeds on the German Autobahn. The sighting gives us another...

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BMW is in the midst of preparing a facelift for its flagship 7 Series, and one such prototype has now been caught testing at high speeds on the German Autobahn. The sighting gives us another look yet at the luxury sedan’s mid-cycle update, which is shaping up to be more than just a mild refresh. From split headlights to a new interior design, the 7 Series LCI (Life Cycle Impulse) is evolving with some bold changes. Front Design: Split Headlights Return Until recently, every 7 Series prototype spotted on public roads appeared to avoid the controversial split-headlight setup. That turned out to be a clever disguise. Just as BMW did when the current G70 debuted in 2022, engineers initially camouflaged the upper LED daytime running lights to trick observers. Now, new Autobahn spy shots confirm the divisive layout is here to stay. Rectangular cutouts in the camouflage reveal a thin LED strip at the very top of the fascia, while the main headlights sit lower in the bumper. This arrangement has already stirred plenty of debate, and its adoption for the facelift indicates BMW is committed to the look. Given the close ties between the 7 Series and X7, it’s likely the SUV will also adopt this same lighting signature. Rear Updates: Light Bar and Neue Klasse Influence The back end of the Autobahn prototype reveals another major update: a full-width light bar. Though the car was wearing temporary clear taillights, the shape and size of the bar are clearly visible. Interestingly, the illuminated strip appears to connect across the trunk and be bisected by the BMW roundel, a design cue we first saw on the 2023 Vision Neue Klasse concept. This design evolution hints at BMW’s intent to unify its flagship with upcoming Neue Klasse models. The prototype spotted on the Autobahn has no pipes so it’s unclear whether this an ICE or EV 7 Series. Inside Tech: iDrive X Takes Over What’s even more interesting are the interior shots accompanied this Autobahn sighting where you can see the Neue Klasse inspiration. The facelifted 7 Series is expected to ditch the familiar dual-screen iDrive 8.5 setup. In its place comes iDrive X, anchored by a central touchscreen and BMW’s new Panoramic display that projects information across the entire width of the windshield. This tech rollout will follow the Neue Klasse iX3, which debuts iDrive X to the public. Reveal and Production Timeline Production of the facelifted 7 Series is still some distance away, scheduled to begin in July 2026. That points to an official unveiling by spring 2026, giving BMW time to fine-tune its luxury flagship before customer deliveries begin in the second half of the year. Of course, the new BMW 7 Series will continue to be sold in the United States, alongside the i7 electric limousine. [Photos: Michal] First published by https://www.bmwblog.com

Traditional two-door coupe models are hard to come by in 2025, irrespective of segment or brand. BMW is one of only a handful of brands still in the segment in any meaningful way, but it’s...

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Traditional two-door coupe models are hard to come by in 2025, irrespective of segment or brand. BMW is one of only a handful of brands still in the segment in any meaningful way, but it’s getting harder to shop for a two-door from Bavaria. Of the three coupe models BMW offers — 2 Series, 4 Series, and 8 Series — one, the 8 Series, is nearly entirely phased out production. Another, the 4 Series, is over halfway through a regular BMW production cycle, having been on sale since 2021. And in exclusive talks with Bernd Koerber, Senior Vice President BMW Brand and Product Management, we learned that the brand hasn’t completely decided what’s coming next for the upmarket duo of two-doors. BMW is Still Planning When It Comes to Coupes When asked whether or not coupes — historically, a driver-oriented and emotional model rather than one with any sort of practical benefit — still have a home with a brand increasingly focused on electrification, Koerber is non-committal. “We are still in the making of decisions,” he starts. We have 8 Series, we have 4 Series. So, what’s the succession plan? We’re still in there. So, nothing definite.” Dauntingly cautious, although he does emphasize that the brand views internal combustion and electrification on a “continuum.” This could imply EV and gas-powered coupes are on the horizon, but of course, BMW has not confirmed that yet. Koerber does offer some reassurance when further asked, though. Even better, he acknowledges that even if a product doesn’t necessarily appear in a direct succession, it doesn’t mean BMW left the segment. “We are all car lovers,” Koerber says, “that’s why we will always try to find ways. Even if there’s sometimes, for various reasons, technology, architecture, platform move over, etc, and we create a gap.” He claims the brand always looks into ways around obstacles; or, “how can we make it work?” as he says. That said, Koeber’s aware of what his company ultimately needs to do: sell cars. “Of course, at one point it also has to make economic sense,” he says. Niche Projects Make Sense Financially We’ve seen that approach already with highly-limited models, like the Speedtop and Skytop, both which make sense financially at their $500,000 price point. Koerber also discussed the importance of “profitable niche” vehicles. “If we can make it work, we will do it, really,” Koerber says. The BMW 8 Series ends production some time in early 2026, although exactly when is still unclear sine BMW has not officially communicated that. The 4 Series is also rumored to stay in production until 2028. In the mean time, the Bavarians gave the 4 Series a facelift for the 2025 model year. Normally, facelifts (or LCI, Life Cycle Impulse, in BMW-speak) only come when a car has hit the halfway point in its scheduled production run. If BMW hasn’t yet committed to a succession path, it may be awhile before we see a truly new version of either. At least now we know it may not be “goodbye,” just “see you later.” First published by https://www.bmwblog.com

Given the route automakers must follow to comply with Europe’s 2035 ban on new gas engines, traditional hot hatches are a dying breed. As a result, these are likely the last pocket rockets from MINI...

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Given the route automakers must follow to comply with Europe’s 2035 ban on new gas engines, traditional hot hatches are a dying breed. As a result, these are likely the last pocket rockets from MINI with ICE power. Although the Oxford-based marque has abandoned its ambition to go fully electric by the end of the decade, combustion engines are unlikely to last much longer after that. For now, though, there’s still time to get a MINI with BMW’s B48 engine. Fresh images from the UK show the hotter Cooper S version dressed in John Cooper Works trim. To avoid confusion, it’s worth pointing out that the latest-generation hatchbacks can be ordered in a John Cooper Works trim, separate from the true JCW performance models. In essence, these lesser versions are to MINI what the M Sport Package is to BMW. The hot hatch duo consists of the three-door F66 and the more practical five-door F65. Both use the familiar 2.0-liter turbo engine, rated at 201 hp and 300 Nm (221 lb-ft). A manual gearbox would have been a fitting send-off for what may be the end of an era. Unfortunately, buyers are stuck with a seven-speed dual-clutch automatic transmission. Between the two models, the three-door is the quicker car thanks to its lighter weight. The difference between the body styles is about 154 pounds (70 kilograms). The three-door does 0 to 62 mph (100 km/h) in 6.6 seconds, while the five-door takes two tenths longer. Flat out, both top out at 150 mph (242 km/h), a respectable figure for this class. There may come a time when MINIs send power to the rear wheels instead of the front. However, only electric models are likely to get a tail-happy setup. The BMW Group’s Neue Klasse platform supports only rear- and all-wheel-drive, and with MINI expected to adopt NK hardware eventually, rear-driven electric models seem inevitable. That shift would break with tradition yet accentuate the brand’s trademark go-kart handling. For those who prefer traditional drivetrains before MINI goes fully electric, there are still a few years left to buy one with a combustion engine. First published by https://www.bmwblog.com

You can’t teach an old dog new tricks, but BMW has a knack for making aging products feel younger than they are. For the Japanese market, the luxury automaker has prepared a special edition duo...

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You can’t teach an old dog new tricks, but BMW has a knack for making aging products feel younger than they are. For the Japanese market, the luxury automaker has prepared a special edition duo based on the X5 and X6. Offered in diesel and M Performance versions, these models adopt a dark theme inside and out, just as their name suggests. The X5 comes as an xDrive40d in Black Sapphire, limited to 65 units. Alternatively, the six-cylinder diesel SUV can be ordered in Individual Dravit Gray, capped at 50 examples. Step up to the M60i, and only five will be built, all finished in the same Individual shade. Regardless of the version, BMW fits the M Sport Package Pro. Moreover, it applies the Shadowline treatment for a more sinister look. To sweeten the deal, BMW Japan includes an M Sport exhaust, M Sport brakes with blue calipers, and M-themed seatbelts. The 22-inch 742M wheels, normally unavailable for the Japanese-market X5, are also part of the deal. Rounding off the list are black badges, crystal switchgear, and an Alcantara anthracite headliner. The Individual Merino leather black seats and panoramic glass sunroof are reserved for the M60i. Pricing starts at 13,980,000 yen for the X5 xDrive40d Edition Shadow. For V8 power, you’ll have to fork out 16,600,000 yen for the X5 M60i xDrive Edition Shadow. For those who prefer the sleeker sibling, the X6 is limited to 35 units for the xDrive35d in Black Sapphire and another five for the M60i in Individual Dravit Gray. The coupe-SUV mirrors the X5’s standard equipment, including the previously unavailable wheels. As with the X5, the panoramic glass sunroof and upgraded leather are exclusive to the M Performance model. The diesel X6 Edition Shadow is priced at 13,980,000 yen, while the M Performance version costs 17,660,000 yen. Both Edition Shadow models are already available to order in Japan, with order books closing on October 16. Earlier this year, the X5 received a namesake special edition in Australia, though that one was offered only as an xDrive30d. First published by https://www.bmwblog.com

The X4, as we know it, is likely just months, if not weeks, away from retirement. BMW has already confirmed that a direct replacement isn’t planned. Why? It believes the enlarged second-generation X2 can indirectly...

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The X4, as we know it, is likely just months, if not weeks, away from retirement. BMW has already confirmed that a direct replacement isn’t planned. Why? It believes the enlarged second-generation X2 can indirectly fill its role in the lineup, despite its front-wheel-drive platform. Still, Munich never sleeps, and the return of the X4 badge is more a question of when than if. A new report suggests a fully electric model will arrive near the end of next year. We’ve been discussing the prospects of an iX4 for about three years, even sharing its internal codename: “NA7.” The coupe-SUV is reportedly scheduled to enter production in November 2026 at BMW’s new Debrecen plant. The Hungarian factory will open soon, with series production of the iX3 (“NA5”) kicking off at the end of next month. According to a BMW insider posting juicy details on the Bimmer Post forums, an M Performance iX4 will follow shortly. The M Lite is slated to enter production in March 2027. Additionally, a full-fledged X4 M (“ZA7”) may arrive later to complete the lineup. Lower down, the iX4 is expected to mirror the iX3, which so far has been announced only in 50 xDrive, 40 xDrive, and 40 sDrive flavors. Interestingly, we’re hearing an M Sport Package will be standard across the range. 2026 BMW iX3 We’re curious whether the iX4 will feature an even sleeker, more aerodynamic body than the iX3. The latter boasts a drag coefficient of 0.24, but a more rakish roofline could lower that figure further. If so, the maximum WLTP range might surpass the iX3 50 xDrive’s 805 kilometers (500 miles). It’s an educated guess we’re making, considering Audi’s electric coupe-SUVs are a bit more efficient than the donor cars. As with BMW’s other Sports Activity Coupes (SAC), the iX4 will command a higher price than the equivalent iX3. It’ll also be slightly less practical, with the sloping roofline cutting into rear headroom and cargo space. Can’t have them all. Even so, the dedicated Neue Klasse platform’s clever packaging should make it impressively roomy, especially compared with the outgoing X4 “G02.” While the conventionally shaped iX3 might also be built in Mexico in the future at the San Luis Potosí plant, its coupe-inspired sibling appears set to be assembled exclusively in Central Europe. With the iX3 confirmed for the U.S. market, there’s good reason to believe the iX4 will also make its way stateside. Before the iX4 arrives, however, the second Neue Klasse model to debut will be the i3 “NA0,” aimed at sedan loyalists. Source: Bimmer Post First published by https://www.bmwblog.com

Munich’s police presence was hard to miss at this year’s IAA Mobility. Alongside the thousands of officers deployed across the city for the event, a sharp-looking BMW i5 in full Polizei livery was sighted working...

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Munich’s police presence was hard to miss at this year’s IAA Mobility. Alongside the thousands of officers deployed across the city for the event, a sharp-looking BMW i5 in full Polizei livery was sighted working the streets—another sign that Bavaria’s capital is steadily electrifying parts of its fleet while sticking with a long-standing BMW partnership. Local reports put the total police deployment at roughly 8,000 officers for this year’s Munich Auto Show, so the timing for rolling out a high-visibility electric patrol car couldn’t have been better. Munich and BMW: A Decades-Long Patrol Partnership Munich’s relationship with BMW patrol cars goes back seventy years. In the 1950s, the city’s officers began using the stately BMW 501 and 502—nicknamed the “Barockengel”—as some of Europe’s first modern “radio cars,” dramatically raising the visibility and image of the police on Bavarian roads. That era is still part of local lore, memorialized by the “Isar 12” radio call sign and period photos of green-painted 501s serving the Munich precincts. BMW’s “authority vehicles” arm has only grown since. Over the years Bavarian and Munich police have fielded 5 Series Tourings purpose-built for duty (including an iDrive-integrated light and signal system more than a decade ago), a steady stream of 3 Series wagons, and—more recently—electric pilots. In 2015, Munich formally took delivery of BMW i3 patrol cars as a sustainable city unit, a move that previewed the electric shift we’re seeing today. In 2020, Bavaria added the latest G21 3 Series Touring (320d) to its fleet, underscoring how the region still leans on BMW for daily patrol work. The new face of the beat: BMW i5 on Patrol The i5 spotted during IAA lines up with what BMW has been showcasing all year in Munich: a growing lineup of police-ready EVs and hybrids, from iX1 and X3 crossovers to 5 Series wagons configured for duty. BMW staged a whole police fleet display at BMW Welt earlier in 2025, telegraphing exactly this direction. Beyond the sedan seen during the show, there’s already a documented, fully marked i5 Touring (G61) stationed in Munich, outfitted by specialist supplier Haberl—clear proof the platform is being evaluated and used for front-line work. While Munich previously trialed i3s with mixed results for all-purpose patrol (range and packaging were limiting factors a decade ago), the i5 is a different animal: a larger, faster-charging, long-range EV on a modern electrical architecture that better fits equipment, people, and shift patterns. It also integrates cleanly with BMW’s long-running authority-vehicle program that offers factory-engineered electrical interfaces, cargo solutions, and lighting control—exactly the parts of a police conversion that make or break day-to-day usability. [Photos: quirin_schoen] First published by https://www.bmwblog.com

BMW has extended its partnership with Spanish tennis player Carlos Alcaraz, strengthening a relationship that began in 2022. The brand has been involved in tennis for nearly four decades, from sponsoring the BMW Open in...

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BMW has extended its partnership with Spanish tennis player Carlos Alcaraz, strengthening a relationship that began in 2022. The brand has been involved in tennis for nearly four decades, from sponsoring the BMW Open in Munich to supporting top-level tournaments in Indian Wells, Rome, and Vienna. The continuation with Alcaraz shows BMW’s intent to stay visible in a sport it has backed consistently. Uwe Dreher, Vice President Marketing BMW Europe, explained the move: “Tennis plays a fundamental role in our sponsorship portfolio. We are delighted to continue our journey with Carlos Alcaraz. His passion for sport and his pursuit of excellence are consistent with the values of our brand.” A partnership that started early Alcaraz signed with BMW in June 2022, before his first Grand Slam title and before becoming the youngest world No. 1 in ATP history later that year. BMW’s early support meant he was already fronting campaigns for the company’s electric cars when his career took off. Now 22, Alcaraz has collected six Grand Slam titles and returned to the top of the rankings after winning the US Open earlier this month. Carlos Alcaraz is no longer a rising star — with six Grand Slam titles at age 22, a feat matched by only a handful of legends like Björn Borg and Rafael Nadal, he’s already on a clear path to becoming a future Hall of Famer. Looking back on the partnership, he said: “I am delighted to continue being part of the BMW family, whose values – honesty, excellence, innovation and joy – have always resonated deeply with my own. I am grateful to BMW for the support I received even before my first Grand Slam win and hope that we can enjoy many more successes together.” BMW and tennis go back decades BMW’s history in tennis began in 1987 with the BMW Open in Munich. The tournament has grown into one of the longest-standing partnerships in professional tennis and was upgraded to ATP 500 status in 2024. Beyond Munich, BMW is a sponsor of the ATP Masters 1000 events in Indian Wells and Rome, as well as the ATP 500 indoor tournament in Vienna. First published by https://www.bmwblog.com

In our relentless effort to dig up every juicy detail about the new iX3, we stumbled upon something unexpected. This isn’t the first modern Neue Klasse model, nor is it an early look at the...

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In our relentless effort to dig up every juicy detail about the new iX3, we stumbled upon something unexpected. This isn’t the first modern Neue Klasse model, nor is it an early look at the i3 due in 2026. So what exactly are we looking at? A sleek sedan that quietly shows up on official BMW websites, though not as a physical concept. Instead, this four-door EV exists only virtually, featured in animations demonstrating the iX3’s driver assistance systems. The design itself is intriguing. It doesn’t resemble the 2023 Vision Neue Klasse concept or the radical VDX that followed. Judging by its fully enclosed grille, the unnamed sedan is likely electric. Its kidney design is closer to the 3 Series than to any of the concepts. However, the extended, angular windshield does echo the Vision Neue Klasse. It raises the question of whether this design predates both the Vision Neue Klasse and the earlier i Vision Dee. To be fair, BMW does describe it as a “computer-generated concept vehicle,” so perhaps it’s unwise to read too much into it. The car was designed specifically for animations showcasing the iX3’s autonomous driving features and appears in multiple clips highlighting hands-free driving scenarios. Still, it’s cool to see that BMW created a unique design rather than using an existing model like the 3 Series. Alternatively, it could have teased the 2026 i3 with a camouflaged prototype. While the sedan shown here has nothing to do with the upcoming production EV, it remains a fascinating glimpse nonetheless. I’d describe this hypothetical car as an evolution of the 2020 Concept i4, infused with some Neue Klasse design DNA. Chances are it will only ever exist on BMW’s websites, and maybe that’s for the best. After all, spy photos suggest the actual i3 “NA0” will be a real head-turner. By extension, the next-generation 3 Series “G50” should also be a striking car, carrying forward all the hallmarks of the Neue Klasse. The company’s design boss, Adrian van Hooydonk, even told us earlier this year that it’ll be difficult to tell them apart: “I think you will be hard-pressed [from a distance] to tell which one is the electric one and which one is the combustion engine. It’s going to be that close.” [Photos: BMW] First published by https://www.bmwblog.com

BMW had planned to adopt the agency model in Europe next year, but the rollout has been postponed until 2027. That doesn’t mean the company is having second thoughts. Actually, it’s quite the opposite. The...

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

BMW had planned to adopt the agency model in Europe next year, but the rollout has been postponed until 2027. That doesn’t mean the company is having second thoughts. Actually, it’s quite the opposite. The introduction of direct sales for MINI last year in several European countries has been an encouraging sign that it will also work for the core brand. In an interview with Automotive News Europe, BMW board member Jochen Goller expressed confidence in the shift: “We’re honestly even more convinced than before that that is the right approach.” While “direct sales” might sound like cutting out the middleman, dealerships still play a role. The brick-and-mortar shops act as intermediaries, but they’re no longer contractual partners. The agency model brings fixed prices for customers across each country and fixed commissions for retailers. As a result, haggling disappears, since the automaker, rather than the dealer, owns the cars and controls the pricing. Direct sales improve transparency in the buying process while saving automakers considerable costs. In theory, it’s a win-win-win: BMW reduces expenses, customers enjoy clear and consistent pricing, and retail partners still earn money on every transaction. Few may remember, but BMW is no stranger to the agency model. It was among the early adopters in the first half of the 2010s with the launches of the i3 and i8. Fast forward to 2020, South Africa became a pilot market for a digital sales platform, helping the company prepare for wider adoption of direct sales in Europe. As for the United States, it’s not going to happen. The legal obstacles are simply too great. Many states expressly ban direct sales, making the agency model unfeasible in North America. Explaining the European delay, a BMW spokesperson told Automotive News Europe in an e-mail: “We have been revising the ramp-up and go-to-market sequence for BMW, making minor adjustments to the overall timeline to ensure both rapid implementation and a benchmark level of operational excellence. The exact timeline for rollout in individual markets will be announced at a later date, as planned.” Source: Automotive News Europe First published by https://www.bmwblog.com

Sports car enthusiasts are generally against large, heavy SUVs like the Cullinan. However, they still appreciate BMW for keeping the V12 engine alive, even if only for the Rolls-Royce brand. This is one of just...

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

Sports car enthusiasts are generally against large, heavy SUVs like the Cullinan. However, they still appreciate BMW for keeping the V12 engine alive, even if only for the Rolls-Royce brand. This is one of just two twelve-cylinder SUVs available in 2025, with the other being the Ferrari Purosangue. The Bentley Bentayga W12 is gone, while models such as the Audi Q7 V12 TDI and Mercedes-AMG G65 are a distant memory, let alone the Lamborghini LM002. But the Cullinan doesn’t target customers who prefer lightweight, low-slung coupes. It’s for those seeking ultimate luxury in a practical SUV format. With that in mind, Rolls-Royce is focusing on other areas to entice buyers. Case in point: today’s press release for the Cullinan Cosmos doesn’t even mention the venerable twin-turbo, 6.75-liter “N74” engine. Not even once. Instead, it highlights other features that make this luxobarge stand out. A one-of-one commission, the posh living room on wheels is the first Rolls-Royce to feature a fully hand-painted Starlight Headliner. More than 160 hours went into painting the ceiling to resemble the Milky Way. Acrylic paint was applied with a makeup brush in areas where a mist effect was desired. Multiple brushes were used for the starry headliner, along with more than 20 layers of paint to capture the “drama of outer space.” The star motif also extends to the headrests and door panels, as well as the passenger side of the dashboard, which features additional hand-painted details. Charles Blue and Grace White leathers cover nearly every surface, paired with a Piano White trim. Special badges on the side sills mark this as no ordinary Cullinan, if such a thing exists at all. On the outside, the Cullinan Cosmos wears Arabescato Pearl paint. A hand-painted twin coachline in Charles Blue accentuates the SUV’s stately body, while the majestic Spirit of Ecstasy statuette lights up at night to mimic a distant star. As always, pricing is not disclosed. We do know the vehicle was commissioned in the UAE through the Dubai office, and it surely cost a not-so-small fortune. In the United States, even a base Cullinan is a $400,000+ SUV, with the Black Badge pushing past $470,000. The Cullinan Cosmos follows last year’s Spectre Lunaflair, another one-off commission built to celebrate the universe. First published by https://www.bmwblog.com