Cars

Section Page news and features from Automotive News

We've all learned a lot about generative artificial intelligence, its predecessors and machine learning in the last year and a half. It continues to pervade the automotive industry.

BMW AG is recalling nearly 700,000 vehicles in China due to coolant pump defects.

IBM has been expanding Maximo's capabilities to monitor the health of production machinery and tooling by using data to predict when critical maintenance is needed. The goal: Prevent unplanned downtime.

The UAW is aware of the grave dangers of an ill-equipped and unrepresented workforce.

The Sealion 7 will be the brand's most technologically advanced model in Europe.

Despite heavy financial losses and slumping vehicle sales, Maserati is sustainable but more needs to be done to position it as a pure luxury brand, Stellantis CEO Carlos Tavares said.

The addition of Tesla is another indication that the Paris show is enjoying something of a comeback after a lackluster 2022 edition.

As Stellantis tries to build sales momentum in the U.S. and presses forward with its EV offensive, it's facing unrest among several constituencies that are monumentally important to its success.

A quick look at the top automotive stories of the week as determined by reader interest.

Manufacturers are under increasing pressure to incorporate novel, recyclable materials that produce fewer greenhouse gases. Many are turning to next-generation materials.

Section Page news and features from Automotive News

U.S. sales of the Bronco SUV are down 16 percent this year, but dealers and analysts say it's a function of supply and demand finally normalizing. Accessories and other add-ons remain lucrative.

A recall-related stop-sale in the third quarter flipped BMW brand's 3.1 percent first-half sales increase into a 0.2 percent decline after nine months.

The National Automobile Dealers Association picked Florida car dealer Tom Castriota as chairman and Pennsylvania dealer Rob Cochran as vice chairman for 2025.

The former Lexus marketer is working to flip old perceptions and draw new buyers by targeting the rational and emotional impulses involved in car buying.

GM said it earned nearly $4 billion in North America as third-quarter revenue in the region jumped 14% to a record $41.2 billion.

Volkswagen's ID Buzz electric vehicle represents the company's global robotaxi platform. It's undergoing both hardware and software updates as the company works toward a 2026 launch of commercial service.

The depressed values of used electric vehicles present an attractive solution to cost-conscious consumers seeking transportation, business leaders said at the 2024 Auto Finance Summit.

Stellantis' dealer council met with new North America COO Antonio Filosa this week after criticizing the company's leadership over stagnant sales and bloated inventory.

Tesla remained the top EV maker, but its market share fell to 46 percent in August from 51 percent a year earlier as legacy brands such as Chevrolet, Honda and Kia chipped away at its commanding lead.

The Rogue PHEV arrives late next year as part of Nissan's ambitious plan to deliver 34 electrified models globally by early 2031.

Global Car Culture Since 2008

During my recent trip to cover the 2024 Tarox Magione Super Battle (MSB), I had the pleasure of photographing two stunning builds: Gianluca’s FC3S Mazda RX-7 and Alessandro’s S14 Nissan Silvia, both on track and in the idyllic local mountains towns of Perugia. I often find myself precariously hanging out of various vehicles, but rarely in […]

The post Two Slices Of Japan In The Italian Hills appeared first on Speedhunters.

These words, penned by Leon Battista Alberti, a Renaissance poet who lived 400 years before the invention of the motor vehicle, perfectly describe the essence of the Ferrari 206 S Dino Spyder. During Pistonheads’ annual event at Bicester Heritage, I finally had the chance to see this car in person. Set against the backdrop of […]

The post Beauty Personified: Ferrari 206 S Dino Spyder appeared first on Speedhunters.

Some cars have attitude. Others, an aura. But few possess the almost supernatural presence of the Rockabilly Freakout – a 1949 Mercury Coupe that could have as easily been conjured up in the fires of hell as it was crafted in an Austrian hot rod shop. This kustom Merc is an unholy blend of rockabilly […]

The post Rockabilly Freakout: A Hell Bound 1949 Mercury appeared first on Speedhunters.

Think supercar wide-body kits and one name springs to mind: Liberty Walk. While the Nagoya-based company got its start more than 30 years ago, it’s been over the last decade that Liberty Walk has become a household name in the car community. That’s no surprise, given its founder’s penchant for cutting up rare cars for overfender conversions. Wataru […]

The post Throwback: Blue Shark Attack – The LB Works Aventador appeared first on Speedhunters.

Rust, dents, scrapes, mismatched panels, and general wear and tear. These are the features that homeowners’ associations loathe and do their best to rid their streets of. I can’t recall the last time I paid attention to a car at the side of the road, caked in dirt or moss. In London, they’re a nightmare, […]

The post Who Actually Likes Patina? appeared first on Speedhunters.

Hondas are unmatched in this respect – love or loathe them, the evidence is irrefutable. However, during my recent visit to Italy for the 2024 Tarox Magione Super Battle (MSB), the number of Hondas competing was astonishing. As a big fan of Honda and having had the pleasure of driving several models, the EK Civic […]

The post Honda Obsession In The Country You Wouldn’t Expect It appeared first on Speedhunters.

Yuki Matsumoto acquired the car in 2006 as a stock-standard 1986 930 3.2L Carrera featuring wide arches, a whale tail, and an aftermarket front bumper. Painted in a colour reminiscent of Porsche Viola Metallic, the Turbo-lookalike was a pristine, road compliant 911, boasting comfortable seats and clean carpets. But that state of perfection didn’t last […]

The post Road Legal & Ready To Mingle – A 934 Homage appeared first on Speedhunters.

Upon turning 18, Alessio bought his first Celica. He started with the base 1ZZ-FE VVT-i (143hp) version but later upgraded to the 2ZZ-GE VVTL-i T Sport (192hp), which he still treasures today. Despite his love for the Celica, Alessio always felt a tiny bit letdown by its front-engine, front-wheel-drive layout. He imagined how good it could […]

The post No Shortcuts Taken: A Ferrari V8-Powered Celica appeared first on Speedhunters.

It comes as no surprise, given how hard it is to make a rule and regulation-bending car in the 21st century. Not to mention, every conceivable niche being filled. Coupé-SUVs, shooting brakes, roadsters with car park-friendly doors, and four-door variations of two-door cars… That list alone is all from BMW’s catalogue! At this point, it’s […]

The post Exemplary Engineering At The Sunday Scramble appeared first on Speedhunters.

In the lead-up to the event, my Facebook buzzed with notifications. Local automotive group chats lit up with messages: “Anyone got this part I can borrow?” “What’s causing this issue?” The Perth car community really came together for the two-day festival earlier this month. Heading to the event on the first day, the hum of […]

The post Diversity Drives Enthusiasm: Perth’s 2024 International Festival Of Speed appeared first on Speedhunters.

Daily BMW News and BMW Reviews, BMW Videos and Photos

With little more than a light clunk, body number 80210 was lowered onto motor 00847494, and front and rear suspension assemblies were bolted in. Trim went in, wheels went on, fluids were added, and brakes...

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

With little more than a light clunk, body number 80210 was lowered onto motor 00847494, and front and rear suspension assemblies were bolted in. Trim went in, wheels went on, fluids were added, and brakes were bled. And so, on September 30, 1994, this Boston Green Metallic BMW 318Ti—one of the very first right-hand drive examples and possibly the first to enter the UK—was built at the factory on Munich’s Petuelring in the Milbertshofen district. The Birth of TRF: From Factory to Dealer According to the build sheet, this one had ‘special dealer preparation,’ meaning it was a demonstrator. Optional extras included an electric sunroof, sports seats and suspension, fully body-colored bumpers, and front foglights. A day or so later, it left the factory compound on a truck bound for Hull, England, and from there, Stafford’s BMW dealer, Radford Bavarian. Fast forward to May 2017, and M860 TRF is just about ready for scrap after seven owners and around 130,000 miles. It doesn’t run, both front fenders are rusty, as are the rear arches. The driver’s seat looks like it has been attacked by bears, the brakes and suspension are all rusty scrap, and honestly, I doubted the purchase price of £70. But, it didn’t take long to get it running. Some fresh gas, cleaned-up plugs, and replacing the damaged starter motor-to-battery cable got it running. New plugs, a water pump, and an oil change completed the under-hood work, and it runs very well. Rebuilding and Transformation From here, the fenders were replaced with good used ones, the arches tidied up, and the suspension replaced with parts from a previous track car, plus a set of vented rotor 325i front brakes. After a lot of effort but not much money, TRF became a budget track car and was a common sight at Blyton, Cadwell, and Croft, as well as the first-ever BMW Car Club track day at Anglesey, North Wales. Gradually, though, improvements were made. Regular sessions with bondo and skilled use of paint cans kept the rear arches in check. The BBS-style wheels were properly refurbished, and the track day suspension replaced by Boge equipment more suitable for road use—COVID killed my interest in track days, plus the car was getting a bit long in the tooth. A BMW deviant friend of mine, Lee Jones, succumbed to cancer a couple of years ago, and I’d gone to his farewell event in Norfolk. On the way, I just happened to pick up a complete black leather interior for the Compact, and I arrived in said Compact, packed to the gills with another interior. I could hear him laughing from ‘up there’ as I turned up. A Fresh Look: Bodywork and Final Repairs 2022 saw TRF receive some proper bodywork attention. This time, a paint shop painted the entire nearside, plus the hood and both bumpers, and it was starting to look like a decent car again. Last winter, I lay under the bloody thing for about a week rebuilding the rear inner rockers, cutting out rot, making up repair sections, and then getting some dodgy character to plug-weld the new metal in. It came back all seam-sealed and painted, though, and it certainly looks good. Definitely Munich, Maybe The idea of taking the car back to the factory for its 30th birthday was hatched in June 2024. TRF was built on September 30, which fell on a Monday this year. I’d taken my E32 730i back to the Dingolfing factory on its 20th birthday in 2009 and enjoyed it. This time, my co-pilot and I would be in Europe for five days, planning to take in a few sights—more on that later. As ever, I would be sailing from Hull to Rotterdam on P&O’s ‘Pride of Hull’ car ferry. At 706 ft long, it’s around 180 ft shorter than the Titanic, but it’s still a massive ship. At £430 return, it’s also expensive. The crossing was booked in August in a fit of bravery. What am I doing? Am I mad? The weeks ticked by, then it was down to days. Saturday, September 28, was departure day. The car had been checked over, front wheels balanced, levels checked, and a few spares carried—an ECU, crank sensor, plugs, fuel pump, alternator belt, plus some tools, a jack, and various fluids. There’s only so much you can carry and some blind faith in a 30-year-old car. Then it was Saturday. No going back now. I drove to Chesterfield to pick up Nick, my co-pilot, and we were off. M1, M18, M62, and 80 minutes later, we were at Hull docks. Onto the ferry at 4:30, we parked the Compact, got our gear out—including a large amount of food and alcoholic beverages (forget paying ferry prices)—and found our cabin. There’s a lot to be said for these overnight ferry crossings. I did my first one in 2002, going from Harwich to Hamburg when I lived there, and I’ve always enjoyed it. Have a few drinks and watch the evening cabaret. Tonight, it’s Ian Berry, followed by “It Takes Two”. Ian is from Hull and asking for requests. I shout out for Oasis and “Cigarettes & Alcohol” from their 1994 debut album “Definitely Maybe”—our request went into the charts on October 10, two days before TRF was registered. Very appropriate, as is the Oasis sticker I applied to the tailgate the week before. Top, mad for it, sorted. Road to Augsburg: A Marathon Drive Sunday the 29th opens early with a glorious sunrise and a well-earned latte. By 8:30, the ferry has docked, and we are easing out from the ship and, once through passport control, onto the A15 out of Europoort and toward Rotterdam and beyond. Thankfully, Sunday is a no-trucks day, and we make good progress at a steady 70-80 mph average, bypassing Eindhoven, Bonn, Mainz, Stuttgart, and Ulm before reaching Augsburg at just past 5 p.m.—it’s been a long day with nearly 600 miles covered, thankfully with excellent weather. Our pre-booked hotel, Hotel Augsburger Hof, is a very good one with an undercover car park where our 318Ti can take a well-earned rest. We dine at a small but good restaurant nearby, and that’s Sunday dealt with. One thing we’ve noticed is that there are nowhere near as many BMWs as there used to be—Mercedes-Benz and Audi are far more numerous. Are German buyers shunning the latest stuff? Not much of it appeals to me. Homecoming: Returning to BMW’s Munich Factory Monday morning dawns gray and drizzly but with a decent forecast for later on. After a good breakfast, we congratulate the Compact for making three decades before loading up and heading off to Munich, where the sun has appeared. By 10 a.m., the worst of Monday morning traffic has been and gone, and our journey to Milbertshofen is easy enough. We drive along the Petuelring, and there’s the Olympic stadium on the right. Then, the massive BMW Four-Cylinder building comes into view—close now. Then a junction and a left turn onto Lerchenaustrasse, followed by an almost immediate right onto Dostlerstrasse, and we’re there—BMW Werke Tor 1, the main entrance. We park on the pavement outside the entrance to the Four-Cylinder, get out of the car, and savor the moment. Thirty years ago, overalled workers streamed through this gate to build cars, including this one. An older couple walks past and compliments the car. “Dreißig Jahre alt heute!” I tell them. Exploring BMW Classic and the Streets of Munich After twenty minutes and some photos, it’s time to move on. We go back along Dostlerstrasse, turn right back onto Lerchenaustrasse, and drive a mile or so to the next junction, past the gates where a completed TRF would have left on a car transporter. At the next junction, we hang a left and immediately pull into the premises of BMW Classic on Moosacher Strasse. Outside is a 1974 E12 525i in Inca Orange, a survivor car with some minor rust but lucky to be alive. We have a wander around unchallenged while technicians move cars around and customers bring their cars in. A 2002 comes in and is driven straight into a workshop, where we see an E38 750i bare shell, freshly painted and awaiting assembly. We spot three Z1s and an M Coupe in a bizarre Individual green. The cafe serves us coffee for a few euros, we admire the golden oldies, and then it really is time to go. Next stop: Nuremberg to see the unfinished Kongresshalle, an Albert Speer production that 1945 put a halt to. The weather in Munich is very pleasant as we head north, and it feels sad to leave so soon after we drove so far to be here. Was that it? But we made it and proved a point that a 30-year-old E36 can do this sort of thing. Reflections on Germany’s past and an impactful visit to the Kongresshalle As we leave Munich and head north up Autobahn 9, the weather deteriorates, and by Ingolstadt, it really is grim. We stop to refuel, and I work out the gas mileage as 36 mpg—not bad. Nuremberg is reached by 1 p.m., and we head into the old town. A walk into town finds us some good German fast food (clue: sausages are involved) and a look around. Then we head for the Kongresshalle. The sheer size of this edifice is astonishing. Six euros got us a walk around the place, but as it was Monday, a look at the nearby Zeppelin Field and the Zeppelinhaupttribüne. Some say it’s ghoulish; I say it’s as important a part of history as the Rome Colosseum. I spotted a lovely Opal Green 1983 E28 525i as well, so the trip was even better. From here, it’s a short run northwest to Bamberg. You’ve heard of those quaint German towns that have remained unspoiled for centuries—well, this is one of them. We find a cheap Ibis, park the car, and head into town looking for food. After several packed bars and restaurants, we find Brasserie on Pfahlplätzchen, and after an excellent steak comes the first of very many gin and tonics. I think I put away about nine before giving up. Nick stuck to several bottles of Weissbier (yuk). The bill came to 120 euros or $130 in real money, which is reasonable. We explain to the young bar staff why we are in Germany and show them a photo of the Compact. “Cool.” It seems that everyone likes old cars. It has been a long one, packed with all kinds of emotions. The Nürburgring Revisited Tuesday morning starts with a plan to drive to the Nürburgring. Nick wants to see it; I’m absolutely done with the place and in no way am I driving around. Bamberg to the nearest city, Koblenz, is a real ballbreaker, but we get there by 2:30 p.m. From there, it’s an hour or so to Adenau, where hotels are expensive and a quick look at the ‘Ring from a couple of vantage points. I really do not miss this place one bit. The circuit is one thing—tricky but quite good fun—but the Nürburgring legend nonsense that comes with it is another. When I first went in 2001 with a rented Opel Astra 1.4, a lap cost five dollars. Now it’s around $40, and it’s all so corporate… It’s more famous than it is good, put it that way. There is a much better circuit nearby. Through Belgium: Bastogne and Spa Francorchamps But for now, we’re forgetting Germany and heading for Bastogne in southern Belgium, where it meets Luxembourg. We get there around 6 p.m., find a bizarre but cheap hotel, and eat in a very, very nice restaurant, the Complètement Toqué in the town square, where you will also find a Sherman tank. Wednesday is our last full day, and we start by visiting the 101st Airborne Museum, which is quite astonishing—you can easily lose a couple of hours in there, and it’s clear that so much effort and imagination went into it. Bastogne is where the outcome of World War II was finally decided, as the American and German armies slogged it out in the terrible December cold and snow, fighting over Christmas with appalling casualties. From Bastogne, we head up to Spa Francorchamps to see if anything was happening at the circuit. Well, not much apart from some Porsches practicing, but it’s always nice to come here. It’s also free on a day like this. Park up, wander in, and get an idea about the place. It’s everything the ‘Ring is not—unassuming, quiet, and utterly unruined by corporate greed. Plus, it’s in southern Belgium, one of my favorite places in Europe. Final Stretch: Belgium to Breda With one full day to go before heading home, we make our way up through Belgium on the E25, skirting around Liege and up past Maastricht, Genk, Lommel (do Ford still have a test center there?), and across the border into Holland. Hotels are much cheaper in Breda than in nearby’s-Hertogenbosch, so Nick finds an excellent new hotel called the Intercity with two rooms for about $80 each—that’ll do. Rather than eat in the hotel restaurant, Nick wanders off and finds a superb outdoor bistro-type place called T-Huis, which serves us some excellent food and plays excellent music for the three hours and many drinks we’re there. Thursday is ferry day—so a 10 a.m. breakfast at the hotel and a steady meander toward Europoort, taking in a few small villages and finding a supermarket where we can stock up. The weather is the same as when we arrived, and it’s kind of mournful to see cars heading away from the port. Only five days ago, we were there, setting off, praying for good weather and a reliable car—we got both. Was it Worth It? I think so. It’s nice to escape for a few days and experience how nice Europe is. Would I do it again? Maybe, maybe not. It’s a lot of miles to cram into such a short space of time, and it was probably the wrong car to do it in—another three or four days would have allowed us to see much more, but it would have cost another £500. But… WE DID IT! [Photos provided by Andrew Everett] First published by https://www.bmwblog.com

BMW’s first electric M3, known as the iM3 (project codename ZA0), is slated for a 2027 debut. Built on the forthcoming NA0 i3 platform launching in 2026, the iM3 will join the 3 Series family...

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

BMW’s first electric M3, known as the iM3 (project codename ZA0), is slated for a 2027 debut. Built on the forthcoming NA0 i3 platform launching in 2026, the iM3 will join the 3 Series family as a high-performance electric sedan. Initial models are expected to deliver around 670 horsepower, with higher-powered versions likely to follow. Although BMW has teased future quad-motor EVs exceeding 1,300 horsepower, the iM3 will launch at a more approachable performance level. It’s still unclear whether this base version will send the power to two or four wheels. The Heart Of Joy Screenshot from BMW Presentation Video The future M3 electric car will make use of BMW’s Heart of Joy. During a conversation last year with Frank Weber, BMW Board Member and Development, we learned more about this innovative system which promises to redefine the driving experience in all future BMW electric vehicles. The “Heart of Joy” marks a significant milestone for BMW, as it combines powertrain software and driving dynamics into a single, unified system. BMW’s new centralized software architecture significantly reduces latency by integrating all functions and sensors within a single, unified stack. Unlike traditional setups that rely on multiple Electronic Control Units (ECUs) linked through a bus system—where delays of up to 10 to 20 milliseconds are common—this streamlined system, called the “Heart of Joy,” reduces latency to as little as 1 millisecond. BMW’s Head of Research and Development highlights that this tenfold increase in processing speed directly enhances vehicle performance and responsiveness, offering noticeable improvements in driving dynamics. These gains are especially beneficial on both racetracks and winding roads. With this approach, BMW M is committing fully to electrification, aiming to extend similar advancements to models like the upcoming iX3M, codenamed ZA5, arriving in 2026. Combustion-Powerd BMW M3 Coming in 2028 Thankfully, BMW won’t abandon its iconic ICE M3. In a recent interview, BMW M CEO Frank Van Meel confirmed that a new combustion-powered M3 (codename G84) is in works, but the M boss refrained from giving more details. What our sources tell us is that the G84 M3 will enter production in July 2028. Specifics around the design of the car and its powertrain are still under wraps, but sources hint – as we reported last month also – the upcoming G84 M3 will include a 48-volt mild-hybrid system, combining a 3.0-liter inline-six engine with an electric motor integrated into the transmission. With Neue Klasse cars just around the corner, we expect BMW to give us a chance to sample the Heart of Joy in the near future, so stay tuned for some exclusive reports! First published by https://www.bmwblog.com

Everyone knows new car prices have gotten out of hand, but some people have it a lot worse than others. Discrepancies in pricing from one market to another never cease to amaze us. Every now...

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

Everyone knows new car prices have gotten out of hand, but some people have it a lot worse than others. Discrepancies in pricing from one market to another never cease to amaze us. Every now and then, we’re being reminded of how ludicrously expensive BMWs are in Singapore. Yes, the 2025 M2 costs the equivalent of about $383,000 (€354,000) at current exchange rates. In the local currency, the G87 retails for 506,888 Singapore dollars. But why is the facelifted M2 so expensive? After all, you can snag one in the United States for just $66,000, making it roughly six times cheaper. This isn’t just a problem for the M2 or BMWs for that matter. New vehicles sold in Singapore are subjected to multiple taxes. There’s an Additional Registration Fee (ARF) based on a percentage of the car’s Open Market Value (OMV). Separately, a Vehicle Emissions Scheme (VES) brings another surcharge depending on how much harmful emissions the gas engine spits out. But wait, there’s more. An Excise Duty adds a further 20% based on the OMV. After that, another 8% Goods and Services Tax is applied. To own and register a car in Singapore, you must bid to win a Certificate of Entitlement that expires after 10 years. The COE alone can cost six figures before the car’s asking price and all the other taxes we mentioned. The M2 sold in Singapore comes with the automatic transmission but the stick shift is coming as well. BMW will sell an M2 Purist Edition with a six-speed manual. Pricing for the three-pedal model hasn’t been disclosed but it won’t be that much different compared to the G87 sold with the eight-speed Steptronic. The next time Europeans complain about having to pay value-added tax (VAT) on a new car, perhaps they should see the glass half full. That said, more governments from EU countries are gradually increasing taxes on cars with high-displacement engines, so an M2 can cost a pretty penny on the Old Continent as well. However, Singapore still leads by a significant margin. Source: BMW First published by https://www.bmwblog.com

Just what the heck is an Ape Car? Allow us to explain. BMW is an official partner of the ApeFest event organized annually by the Bored Ape Yacht Club. BAYC is a non-fungible token collection...

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

Just what the heck is an Ape Car? Allow us to explain. BMW is an official partner of the ApeFest event organized annually by the Bored Ape Yacht Club. BAYC is a non-fungible token collection of 10,000 unique NFTs with pictures of cartoon apes. Last year, the i5 M60 was turned into an Ape Car. For 2024, the new 2 Series Gran Coupe fulfills that role in M Performance guise. This M235 has a special body wrap resulting from an online design contest won by Rida, an artist and 3D graphics expert from Dubai. Look closer and you’ll notice cartoon ape silhouettes creating a mosaic pattern that “delivers a message of community.” To top it off, BMW’s flagship F74 version also received M Performance Parts. There’s a subtle body kit with a pair of not-so-subtle front canards we recently saw on the new 1 Series F70. Although this Ape Car is technically a one-off, BMW is making a special 2 Series Gran Coupe. Bored Ape or Mutant Ape NFT holders can raise their hands to buy a customized variant of the sports sedan. The final car won’t look exactly like this since it’ll be adapted per the owner’s home market. To sweeten the pot, the four-door M235 is getting a bunch of “exclusive digital features.” ApeFest 2024 took place in Lisbon, Portugal after last year’s event happened in Hong Kong. The annual show is essentially held for NFT holders. The M235 Gran Coupe came along with a beta version of Dookey Dash: Unclogged. It’s a video game created by Yuga Labs, the parent company of Bored Ape Yacht Club. The game is coming to all BMWs that run on Operating System 9 as well as smartphones running on iOS and Android. The F74 is actually baked into the game by serving as an “underwater car” players can race in a “fictional underworld.” Source: BMW First published by https://www.bmwblog.com

2024 has been an excellent year for BMW fans with a soft spot for wagons. Not only is the M5 Touring official back but its smaller brother went through a Life Cycle Impulse. Well, we’re...

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

2024 has been an excellent year for BMW fans with a soft spot for wagons. Not only is the M5 Touring official back but its smaller brother went through a Life Cycle Impulse. Well, we’re loosely using the term “LCI” since the changes are not significant. The G81 has officially touched down in South Africa where the M3 Touring poses for the camera in Toronto Red. From most angles, it’s hard to tell that this long-roof M3 has been updated. It’s only when you look at the headlights you realize they now look sharper. The daytime running lights have been reconfigured to resemble arrows and the laser high-beam has been dropped in favor of a matrix LED setup. BMW is finally offering a classic silver wheel finish but this car sticks to black. Lurking from behind the dark spokes are the gold calipers of the optional carbon-ceramic brakes. As before, there’s no carbon fiber roof option for the M3 Touring. Zoom in on the rear badge and you’ll notice the silver contour the pre-LCI model did not have. Inside, the flat-bottomed steering wheel with a red 12 o’clock mark is also new for 2025. Elsewhere, the central vents have new adjustments to channel the air and come with ambient lighting. These are all discreet changes only diehard enthusiasts are likely to spot right away. We also have a feeling most people won’t really notice the extra 20 horsepower underneath the hood. BMW has tuned the “S58” engine to 523 hp. In 2025, the twin-turbo 3.0-liter inline-six will receive another 20 hp for the M3 CS Touring. The hotter derivative will carry over the torque figure: 479 lb-ft (650 Nm). The LCI arrived quite early in the M3 Touring’s life cycle considering BMW started G81 production in November 2022. Reports state that the last speedy wagon will be assembled near the end of 2027, leaving many good years ahead. Source: BMW South Africa First published by https://www.bmwblog.com

BMW says there’s no next-gen X3 M planned, and that means the super SUV only gets to hang around for one full generation. Which, by extension, implies that it might one day end up pretty...

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BMW says there’s no next-gen X3 M planned, and that means the super SUV only gets to hang around for one full generation. Which, by extension, implies that it might one day end up pretty hard to find a nice one. Doubly so when the thing in question is an enthusiast-centered vehicle that actually drives pretty well. The BMW X3 M checks a lot of boxes when thinking about what kind of vehicles might become highly sought-after in the coming years. Even if it isn’t the first place you’d look. The X3 M Wasn’t the First; But It Might Have Been the Best Sure, the X3 M wasn’t the first BMW M SUV. That crown, of course, belongs to the E70 X5 M. But the super SUV was the first vehicle ever to receive the S58 engine you’ll find across the lineup today – including under the hood of the legendary BMW M3. It made identical power to the M3 that followed, too – 473 horsepower. Competition Package vehicles bumped power up to 500 horsepower and Car and Driver even managed to get one to sprint from zero to 60 mph in a – frankly, dubious – 3.3 seconds. Aiding that blazing fast spring was no doubt the M xDrive all-wheel drive system. The BMW X3 M was the first all-wheel drive M car powered by a six-cylinder, and set the bar and expectations for the forthcoming G80 M3 and G82 M4. Its smaller size – relative to the X5 M, anyway – and inline-six sound really made it feel like what it ultimately was: an M3 on stilts. SUVs Are – Apparently – Collectible If you watched Barrett Jackson earlier this month or even considered looking at vintage truck and SUV listings on any number of the online auction sites out there, it’s pretty obvious that there’s a market for vintage SUVs. And while early BMW SUVs aren’t quite commanding the ludicrous prices that some restomod Broncos and Chevy K10s are, it’s probably only a matter of time – especially when you consider all the interesting high points unique to the X3 M. Limited(ish) Production There was only one generation of X3 M. If there’s another X3 M coming, it’s all-electric. In 2021, BMW Group produced 4,418 examples of the X3 M, compared to the whopping 113,831 standard X3 units. Assuming similar production numbers for each year, less than 30,000 X3 M SUVs will ever exist. That’s not far from total North America production of the E46 M3, which is around 26,000. But remember – X3 M production in Spartanburg travels around the world. I’m not going to proselytize too much on the supposed rarity of the SUV, but let’s face facts. They’re only making them for a little longer. Quite soon, actually, it will be too late to buy one new – and there will be a finite number to choose from that haven’t been modified, crashed, or had other misadventures that might make them undesirable to own. I think it’s a shame that the X3 M isn’t coming back, as in my opinion it represented one of the best products BMW offered. Instantly-recognizable styling, a sweetheart of a powertrain, excellent ergonomics, and just-right sizing and dynamics (compared to larger M SUVs, anyway) made it always a treat to drive. Will the X3 M ever cross the auction block for the money we see E30 M3s get? Probably not. But then, with all of its fine qualities, I wouldn’t be all that surprised. First published by https://www.bmwblog.com

Initially a one-off, the BMW Skytop made its public debut in late May at the Concorso d’Eleganza Villa d’Este in Italy. A month later, it made the trip to the UK for the Goodwood Festival...

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Initially a one-off, the BMW Skytop made its public debut in late May at the Concorso d’Eleganza Villa d’Este in Italy. A month later, it made the trip to the UK for the Goodwood Festival of Speed. The European tour continued in Hungary for the Art Market Budapest. In addition, the targa-topped stunner made an appearance at the National Museum in Prague. Fresh imagery from its recent stops in Hungary and the Czech Republic shows the concept up close. BMW recently announced plans to put the Skytop into production, albeit a limited run of only 50 cars. A customer from Czechia has purchased one of the vehicles for an undisclosed price. Rumor has it the company charged at least €500,000. If true, it still wouldn’t be the most expensive new BMW in history. That title goes to the 3.0 CSL for which 50 buyers paid an unconfirmed €750,000. The exterior may look entirely different from current BMWs, but you can tell from the cabin that the Skytop isn’t an all-new car. Underneath the retro-modern skin with 507 and Z8 influences is an 8 Series, complete with the M8’s twin-turbo V8. It’s dialed to 617 hp, so it’s still down by 10 hp compared to the M5 CS. Oddly enough, BMW claims Skytop uses the brand’s most potent eight-cylinder engine. BMW doesn’t even need to advertise the car anymore, as all 50 units have already sold out. It’s refreshing to see a model outside of the usual lineup but we’re still sad last year’s Concept Touring Coupe didn’t make the cut. There had been reports about the Z4 M40i-based “Clown Shoe” revival going into production but it never happened. Hopefully, the overwhelmingly positive feedback received by the Skytop will encourage BMW to build more special cars. With the Z4 reportedly going away in 2026, we’d argue it needs a proper send-off. After all, the 8 Series is also on its last legs and Skytop is likely the last hurrah, so the Z also deserves a swansong. Source: BMW First published by https://www.bmwblog.com

Say what you will about some of BMW’s questionable decisions in recent years, but it got one thing right. The German luxury brand knows variety is the spice of life and offers plenty of cars...

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Say what you will about some of BMW’s questionable decisions in recent years, but it got one thing right. The German luxury brand knows variety is the spice of life and offers plenty of cars in various flavors. The M5 Touring’s return is undoubtedly the most exciting addition to the ever-growing lineup. Having launched the US configurator for the super wagon this week, we’ve now decided to max it out. Math starts at $121,500 and then you add this Frozen Deep Gray, an Individual matte paint available for $3,600. There are only five options available at additional cost: M Driver’s Package ($2,500), M Carbon Ceramic Brakes ($8,500), Executive Package ($1,600), Driving Assistance Professional Package ($1,700), M Drive Professional ($900), and a carbon fiber interior trim ($300). The destination and handling fees are another $1,175. In the end, you’ll pay $141,775. Let’s get something straight – the fully loaded M5 Touring is not cheap by any stretch of the imagination. However, it suddenly looks like a pretty good deal compared to the XM. In base guise, the M SUV behemoth will set you back $159,925. The controversial XM is expected to become even more expensive next summer when the standard version will be dropped. When that happens, the asking price will rise to the $185,925 that BMW wants for the XM Label. Outside of BMW, the only direct competitor for the M5 Touring is the Audi RS6 Avant. You can take Ingolstadt’s speedy family hauler to nearly $160,000. There’s a limited-run GT special edition for which the Four Rings are charging a ludicrous $198,900. The next-gen Mercedes-AMG E63 S Wagon isn’t out yet but we believe it’ll be costlier than the M5 wagon. Before the previous model went away, you could’ve had it for $122,250 before options. That’s already more than a standard G99. Since new cars are typically more expensive, the gap will likely increase. Americans have been yearning for an M5 Touring for decades, having missed out on the rare E34 and the V10-powered E61. It’s finally time to put their money where their mouth is. If enough people buy it, BMW will consider bringing the smaller M3 Touring to the US. First published by https://www.bmwblog.com

Marina Bay Blue is making a comeback to the BMW M5 lineup. Some of you might recall the F90 M5 featuring this shade of blue, and later, the XM as well, but today we get...

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Marina Bay Blue is making a comeback to the BMW M5 lineup. Some of you might recall the F90 M5 featuring this shade of blue, and later, the XM as well, but today we get to see it on the new G90 M5. Recent images from BMW South Africa highlight this beloved color which looks, once again, fabulous under the sun. This particular M5 is complemented by sleek black double-spoke 951 M alloy wheels, measuring 20 inches in the front and 21 inches at the rear. While previous generations offered a carbon fiber roof as standard, it has now become an optional feature, reflecting BMW’s focus on allowing greater personalization. One notable new feature is the right-hand drive configuration, tailored for markets like South Africa. The interior layout has been adapted so the driver sits on the right, providing better visibility for overtaking on country roads. The cabin in the featured model is adorned in a striking mix of Kyalami Orange and Black leather, enhancing the sporty, luxurious feel. More Than 150 Colors Available For The New BMW M5 Beyond Marina Bay Blue, the 2025 M5 boasts an extensive range of paint options, part of BMW’s effort to offer a personalized driving experience. The BMW Individual Visualizer now lists up to 150 special colors, allowing enthusiasts to explore a plethora of finishes, from classic solid and metallic hues to sophisticated matte options. Some of the more eye-catching colors include Fire Orange, Sao Paulo Yellow, and Urban Green. For those seeking a subtler, refined look, options like Sepia Brown, Brass Metallic, and Agave Uni are available. The visualizer also provides internal codenames for these shades, offering insight into the meticulous planning behind each finish. Customers can experiment with their preferred colors online and even download images to envision how their personalized M5 will look. Of course, the story with the new M5 is in its plug-in hybrid drivetrain. This is the first-ever electrified M5 pairing a twin-turbo 4.4 liter V8 with the efficiency of an electric motor. This plug-in hybrid setup pushes a total output to an impressive 717 horsepower and 1,000 Nm of torque (738 lb-ft). We tested the car and and went from 0-60 mph in 3.5 seconds, while others using a 1 foot roll setup managed to bring that figure down to 3.1 seconds. If you’re looking for an efficient daily driver as well, the G90 M5 and G99 M5 Touring can run on electric power alone for a range of around 25 miles on the EPA cycle. You can read our full review here and see our video as well. G90 M5 pricing starts at $120,675 after delivery fees, but fret not. The super sedan still has lots of room for its price tag to swell. Pricey options like $8,500 ceramic brakes, a $3,100 Carbon Package, and nearly $2,000 Frozen paint offer lots of room for customization – and spending. [Photos: BMW South Africa] First published by https://www.bmwblog.com

The M3 E30 comes from a time when BMW’s designs were universally appreciated. We can’t say the same about the G80 and many other modern cars carrying the white and blue roundel. There is hope...

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The M3 E30 comes from a time when BMW’s designs were universally appreciated. We can’t say the same about the G80 and many other modern cars carrying the white and blue roundel. There is hope the upcoming Neue Klasse era will restore some of the design mojo. Serving as a bridge through time, this rendering of the sports sedan forges a connection between the original M3 and a hypothetical successor with NK cues. A talented student from the Korea National University of Arts shared with us his vision of a Neue Klasse M3 E30. He did more than that since the sports sedan is joined by a four-seat convertible and a more practical wagon. We can also check out a sleek two-seater speedster with stronger retro cues. Moreover, Ihn lee envisioned a police car and a Tamiya scale model in DTM style as a nod to Schnitzer Motorsport. From the boxy body and double headlights to the small kidney grille and clean lines, this is an excellent throwback. The wheels are huge by 1980s standards but today’s M3 is a much larger car with 20-inch rear alloys. To keep up with the times, the artist added a wide light bar at the back, bringing the E30 into 2024. BMW will launch a Neue Klasse M3 but don’t hold your breath for such strong E30 vibes. After all, this is a design exercise, showcasing the artist’s obvious talent, but with no connection to BMW’s agenda. The real thing will be a more aggressive-looking variant of the 2023 Vision Neue Klasse concept. The NK M3 will be fully electric but that doesn’t mean BMW will abandon the combustion engine. A next-generation M3 with an inline-six will be sold alongside the hot EV. It’s due to go on sale in 2028 as the “G84.” Source: _two_persons / Instagram First published by https://www.bmwblog.com

BMW will shift its EV product onslaught into high gear next year with the first modern Neue Klasse model. Codenamed “NA5,” the inaugural electric vehicle on the dedicated platform will replace today’s iX3. We’re not...

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BMW will shift its EV product onslaught into high gear next year with the first modern Neue Klasse model. Codenamed “NA5,” the inaugural electric vehicle on the dedicated platform will replace today’s iX3. We’re not entirely sure it’ll retain the moniker but production is scheduled to commence in the latter half of 2025. About a year later, an M Performance version should follow. According to a well-known BMW insider from the Bimmer Post forums, there will be a hot electric flavor as the M60 xDrive. It’s apparently set to hit the assembly line in July 2026, so the first deliveries should occur before the end of the year. The beefier variant will slot above the lesser iX3 40, iX4 40 xDrive, and 50 xDrive models. When it arrives, it’ll supposedly have 21-inch wheels along with M Sport brakes and suspension. Better seats and an upgraded sound system will be part of the standard equipment, too. Meanwhile, the standard iX3 will enter series production in July 2025 at the new Debrecen plant. BMW hasn’t confirmed this yet but the future EV could also be made in Mexico. Assembly could start at the San Luis Potosi plant in the second half of 2026. If the M Performance model is coming a year after the regular variant, the rumored M isn’t due until 2027 at the earliest. The range-topper purportedly carries the “ZA5” internal codename. Neue Klasse is going to be a huge deal for BMW. Officials from Munich have said NK represents the company’s largest investment ever. The iX3 will usher in sixth-generation battery tech with cylindrical cells to replace the prismatic cells currently in use. Energy density is estimated to increase by 20% while range and charging speed should jump by 30%. A maximum range of 700 to 800 kilometers (435 to 497 miles) in the WLTP cycle is mooted. Following the iX3’s launch next year, BMW will have at least five other NK-based electric vehicles on sale by 2028. Only a 3 Series-like sedan has been announced, with production starting in 2026 at the Munich plant. We believe the Bavarians are also cooking up an i3 Touring and an iX4. Logic tells us at least one China-specific model is planned. Source: Bimmer Post First published by https://www.bmwblog.com

The 2025 M5 Touring is nearly here on US shores, and we couldn’t be more excited. If you’re like us, you’ll probably spend a couple minutes configuring and building a vehicle just to see what’s...

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The 2025 M5 Touring is nearly here on US shores, and we couldn’t be more excited. If you’re like us, you’ll probably spend a couple minutes configuring and building a vehicle just to see what’s possible. The M5 Touring is no exception. Today, the M5 Touring configurator went live for US customers. We take a look and see how the options list looks. BMW M5 Touring Price, Colors, Wheels The 2025 M5 Touring has ten different colors to choose from – not counting, of course, the vast library of Individual colors that will eventually be available. Alpine White is the only non-metallic hue in the bunch. The palette reads like a bit of a “Best Of” list: Carbon Black, Black Sapphire, Dark Graphite, Marina Bay Blue, Storm Bay, Isle of Man Green, Brooklyn Grey, and Vegas Red are all available. One Frozen color is available, too – Frozen Deep Grey, which is the only color that also requires an upcharge, $3,600. Only two styles of wheels are available; 951M and 952M. 952M is familiar as it’s what the car is seen wearing in most of the launch photos. It’s a busy, multi-spoke wheel only available in bicolor black/silver. 951M wheels are a bit “cleaner,” offering a simpler (and easier to clean) look. They’re available in Jet Black and bicolor. Neither require an upcharge, and both come in a staggered 20-inch front and 21-inch rear fitment. The M5 Touring starts out at $121,500 before destination fees. If you check every box the longroof lightens your wallet to the tune of $144,375, which isn’t chump change but is still $15,000 less expensive than the BMW XM. Frankly, I’m not sure how BMW expects to sell one after this. Interior Options The 2025 BMW M5 Touring definitely keeps things simple when it comes to specifying the interior – only four Extended Merino leather options exist. Choose from Silverstone/Black, Red/Black, Kyalami Orange/Black, or…surprise, Black. BMW offers three trim materials, and only one requires spending a little extra: Carbon Fiber Silver Thread High Gloss, $300. It’s worth the upcharge, as your alternatives are a glossy-black wood and Aluminum Rhombicile. Options and Packaging for the 2025 BMW M5 Touring The two most expensive options for the M5 Touring aren’t going to surprise anyone who’s been around the brand for a while. Carbon ceramic brakes command $8,500 and the M Driver’s Package adds $2,500. You can also spec blue, red, or black calipers if you choose to pass on the CCBs. ACC Stop and Go ($650), a glowing kidney grille ($500), and M Drive Professional ($900) round out the rest of the a la carte options. Two option packages exist for prospective 2025 M5 Touring shoppers. The $1,700 Driving Assistance Professional Package adds the usual slew of driver assistance technologies, like adaptive cruise and Steering and Lane Change Assistant. The $1,600 Executive Package feels like a must-add, bringing front and rear heated seats, an interior camera, ventilated front seats, side window shades, and Park Assistant Plus. Arguably, some of this maybe should’ve been standard on a $120K M vehicle but, hey, it’s not like I’m the target customer here. The Executive Package also adds a glowing kidney grille, with seemingly no way to remove it. Unfortunate. You can tinker around with the Build Your Own tool and configure your M5 Touring here. While the option sheet is pretty thin, the vehicle already comes with much of what you need. I’m surprised there isn’t a ridiculous $10,000 Carbon Package, but maybe that’s still to come. You can also catch up on our BMW M5 sedan reviews, at least until the M5 Touring stories are released. First published by https://www.bmwblog.com

The G84 BMW M3 gets a tentative production date. According to our sources, and also stated by the usual insider ynguldyn, the next-generation BMW M3, codename G84, will enter production in July 2028. Our source...

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The G84 BMW M3 gets a tentative production date. According to our sources, and also stated by the usual insider ynguldyn, the next-generation BMW M3, codename G84, will enter production in July 2028. Our source states that the date is not set in stone, but it will certainly be in 2028, just a few months after the unleash of the first-ever M3 electric (ZA0). Specifics around the design of the car and its powertrain are still under wraps, but sources hint – as we reported last month also – the upcoming G84 M3 will include a 48-volt mild-hybrid system, combining a 3.0-liter inline-six engine with an electric motor integrated into the transmission. It’s anticipated to come solely with an eight-speed automatic transmission and all-wheel drive, aiming for a starting output of around 525 horsepower. Sources suggest that the mild-hybrid tech is designed more for efficiency rather than increasing power, so don’t expect a substantial bump in base output over the current generation. There is one big unknown still: the engine code. While the B58 engine currently benefits from mild-hybrid technology, BMW M might ultimately opt for the higher-performing S58 engine—a proven 3.0-liter inline-six that would need to be reworked to meet the upcoming EURO 7 emissions standards. If chosen, the S58 would also incorporate the 48-volt hybrid system to optimize performance and efficiency. For now, the front runner still seems to be the B58. The power output? We’re hearing between 530 and 560 horsepower for the base model, but of course, CS and other special models will deliver a bit more power. It’s becoming more certain that the G84 M3 won’t come with a six-speed manual transmission. BMW has been steadily phasing out manual gearboxes, particularly outside the U.S., where demand has significantly waned. With the G80/G82 M3/M4 and G87 M2 likely being the last M models to offer a manual option, fans of the stick shift may need to say goodbye to this cherished feature when the current generation concludes. There are no plans for an M3 Touring for now since the base G51 3 Series Touring has yet to be approved. Same goes for a next-generation BMW M4 since the combustion-powered 4 Series has yet to be renewed in Munich. Instead, BMW is planning an iM4 Coupe and an iM3 Sedan and Touring. First published by https://www.bmwblog.com

Rolls-Royce never misses an opportunity to build a special car whenever an anniversary comes up. It’s been 60 years since the James Bond film Goldfinger came out. The third installment in the 007 movie franchise had...

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Rolls-Royce never misses an opportunity to build a special car whenever an anniversary comes up. It’s been 60 years since the James Bond film Goldfinger came out. The third installment in the 007 movie franchise had a spectacular villain car. If you haven’t seen the motion picture, Auric Goldfinger had a 1937 Phantom III Sedanca de Ville. Six decades later, the black-and-yellow movie car gets a modern-day equivalent. Starting with a Phantom Extended, Rolls-Royce made a one-off with exactly the same yellow shade as the movie car. They achieved the two-tone finish by painting the upper body, above the signature coachline, in black. The 21-inch black wheels with a disc-like design and silver accents are also a throwback to Phantom III. A further visual nod to the classic car is noticeable at the front where the Spirit of Ecstasy figurine has solid gold inserts combined with a silver coat. More gold can be found inside, where opulence prevails. The pièce de résistance is undoubtedly the illuminated solid 18-carat gold bar between the front seats. Instead of the usual boxy shape, it’s a scale model of the car. As if that wasn’t flashy enough, the Phantom Goldfinger stands out with a gold finish for the air vents and speakers. The treadplates look like gold bars, and the VIN plaque is dipped in 24-carat gold as well. Fun fact – RR went through the trouble of securing a vehicle identification number that ends in “007.” In the back, the picnic tables made from walnut have 22-carat gold inlays that are only 0.1 mm deep. It took RR six months and three prototypes to finalize the design. A closer look reveals a fictional map of Fort Knox with all the locations where Goldfinger plans to attack. Look up and the glitzy 719-star headliner shows the constellation as seen over the Furka Pass on July 11, 1964. That’s where and when filming wrapped up in Switzerland. Rolls-Royce claims that they have already delivered the car to a collector from the UK. It’s no coincidence that the Phantom Goldfinger wears the “AU 1” license plate, as seen on the Phantom III Sedanca de Ville back in 1964. It’s worth noting that in Ian Fleming’s 1959 Goldfinger novel, Auric Goldfinger drove a different Rolls-Royce, a Silver Ghost. Source: Rolls-Royce Rolls-Royce Phantom Goldfinger 1937 Rolls-Royce Phantom III Sedanca de Ville First published by https://www.bmwblog.com

With 253,840 cars delivered in the first nine months of the year, BMW is down by 0.2% in the United States. Even so, the company is confident the final quarter of 2024 will be strong...

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With 253,840 cars delivered in the first nine months of the year, BMW is down by 0.2% in the United States. Even so, the company is confident the final quarter of 2024 will be strong enough to tip the scales in its favor. BMW of North America CEO Sebastian Mackensen projects the luxury brand will post record annual sales by beating its 2023 performance. Speaking with Automotive News, Mackensen admitted that August and September were bad for business because of the integrated brake module issue. In addition, BMW overestimated the adoption of electric vehicles in the US. Despite these hurdles, the company expects to end 2024 on a high note to set a new sales record. EVs represented almost 15% of total deliveries in the US in the first three quarters of the year. Compared to the same period of 2023, BMW USA’s electric sales shot up by 20%. Mackensen says the company managed to ship more zero-emission cars without cutting prices. Instead, it rolled out more attainable leases. Targeting record sales in 2024, it certainly helps that deliveries to customers of the new X3 are underway. A further boost would likely come from the plug-in hybrid but the X3 30e xDrive is not coming to the US, at least not for now. Even in its final year, the G01 was still the most popular product in the US through September. The luxury crossover was the best-selling model with 49,908 units, ahead of the larger X5 with 46,025 examples. The last place on the podium was occupied by the 4 Series lineup with 31,354 cars. Globally, BMW is down by 2.3% so far this year. Initially, the Munich-based automaker was hoping for sales to top those of 2023. However, the brake fault also impacts 320,000 new cars that haven’t been delivered yet. Consequently, the outlook for 2024 has suffered a setback since BMW believes sales will be slightly lower than last year. Source: Automotive News First published by https://www.bmwblog.com

Obsessed With The Culture Of Cars

When Elon Musk started up his very normal swing state voter encouragement petition referral program and lottery, pretty much everyone with a head on their shoulders immediately said that it was extremely illegal for myriad reasons. Most folks said it ran afoul of laws preventing people from using cash to encourage…

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Max Verstappen has long been the heel of the Formula 1 paddock, and in the latter half of the 2024 season it seems young Lando Norris is playing the face. Unlike a rehearsed professional wrestling bout on a padded ring, Max Verstappen’s aggressive moves are happening at a hundred miles per hour on asphalt, and instead…

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Good morning! It’s Monday, October 28, 2024, and this is The Morning Shift, your daily roundup of the top automotive headlines from around the world, in one place. Here are the important stories you need to know.

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We asked you last week to think about the best value on the used market is right now. Finding good deals on used cars is tough; it’s a balancing act between something that you want to drive and something that you trust not to go wrong and create a landslide of expensive repair bills. Often the more exciting choices don…

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CVT is an acronym short for continuously variable transmission, so for anyone who refers to them as CVT transmissions, you’re wrong and just as annoying as people who say ATM machines. Now that’s out of the way, you may be surprised to learn that each of the vehicles on this list came available with a continuously…

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Despite recent push here in the U.S. to legalize it, using the marijuana plant as a recreational or even medicinal substance is still very much illegal around the world. One Volkswagen exec recently found that out the hard way when he was detained and later deported from China for failing a drug test, Reuters reports.…

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Chevrolet sent out a service bulletin in September stating that the microphone on the 2024 and 2025 Blazer EV may have been installed backward. With handheld cellphone use being illegal in 30 states, the in-car microphone is vital for making calls while behind the wheel. Thankfully, the fix is simple for technicians:…

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You might have heard Los Angeles traffic is bad, but special events make it so much worse. Multiple events happening at the same time? You’re going nowhere in a hurry in the city of Angels. This weekend, Los Angeles may see some of the worst traffic its seen in a long time thanks to a bunch of events happening at once.

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While far from my favorite installment in the franchise, there’s no doubt that the most iconic James Bond film is 1964's “Goldfinger.” The third film in the series saw Sean Connery’s Bond going after villain Auric Goldfinger, a gold magnate that wants to infiltrate Fort Knox. It’s well known for introducing Bond’s…

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Drift karts rock. The Hyundai Ioniq 5 N rocks. Hyundai, in its infinite wisdom, decided to combine the two into this: The RN24, a tube shell with the barest bits of body wrapped around it. Oh, and the full 640 horsepower of the Ioniq 5 N.

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Elon Musk, the world’s richest man, set up a questionably legal lottery to drum up swing state support for Donald Trump — a lottery that’s already fallen under regulatory scrutiny for its wanton use of cash. According to folks who have signed up, however, Musk may have found a way around those pesky laws: Simply not…

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We’ve known for a while that Volkswagen had plans to revive the Scout name, and this week, we finally got to see the first two vehicles planned for the new electric automaker — an SUV and pickup truck. It still remains to be seen whether or not Scout will be a success once production begins in 2027, but aside from…

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Nearly every airline requires animals to be confined inside a carrier when they fly. However, passengers on a Spirit Airlines flight last week were startled to see a rodent scurrying above them inside a cabin light fixture. It’s not clear how the “super rat” got onboard, but the unusual passenger had far more legroom…

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SpaceX CEO Elon Musk may be a U.S. citizen, but we’ve known for a while that he was at least sympathetic to Russian dictator Vladimir Putin after he refused to allow Ukraine to use Starlink to attack Russian ships in the Black Sea with drones. Then, as if there was any doubt, he went all-in on Trump. As it turns out,…

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Typically when we hear stories about people breaking into car dealerships, their goal was to steal cars and take off with them. A strange break-in case inKentucky is a situation we’ve never heard of before: A man broke into a dealership, and rather than steal any of the cars, he decided to try and sell one of them.

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Dame Helen Mirren, most known for her roles in the “Fast and Furious” franchise if you ignore everything else she’s done, recently did an interview with the Standard. It was a wide-ranging conversation that covered everything from fashion and Catholic convent schools to science and Israel-Palestine. She even found…

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America has a long history building cars, with the first American automobile rolling onto the roads way back in 1893. Since then, automakers across the country have built some iconic cars like the Ford Mustang, Willys Jeep and the Corvette. Not every American automobile has such pedigree, however.

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Happy Friday, folks. It’s so unbelievably Autumn here in New York, with leaves crunching underfoot and the smell of what Google tells me is fungi and bacteria digesting those leaves. It was a nicer thought before I knew that, I’ll be honest.

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I have some very regrettable news to share with you all. It has come to my attention that Ferrari’s all-new F80 hypercar sounds like complete and utter ass. I know this is tough to hear, so take all the time you need to process that information. The revelation was made after we got a look at the V6-powered F80 hybrid…

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Automotive awards are generally pointless, but the can be an interesting glimpse into the industry as a whole.Over the 75+ years that MotorTrend has given out Car Of The Year awards, there have been more than a few doozys. Take models like the Chevy Citation in 1980, Chevy Malibu in 1997, VW Passat in 2012 for…

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Good morning! It’s Friday, October 25, 2024, and this is The Morning Shift, your daily roundup of the top automotive headlines from around the world, in one place. Here are the important stories you need to know.

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The viral insurance fraud attempt that happened on a New York highway earlier this month has had an unlikely star rise out of the situation. The Honda Civic coupe that was used in the attempted fraud crash has been spotted multiple times by users on social media, who discovered that others have even taken to…

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The only thing that ages worse than integral computer technology is milk. The San Francisco Municipal Transportation Agency board approved a $212 million contract earlier this month to develop a new control system for the Muni Metro light rail trains by 2028. The new system will replace the original 1998 system, which…

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Even if you don’t know what this wacky looking metallic pee-colored topless two-seater is, you can instantly tell it’s something special. The late ’90s Renault Sport Spider is an incredibly hardcore, ultra-lightweight mid-engine track attack beast; think something similar to the original Lotus Elise, or Ariel Atom. Per…

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Outside of enthusiast circles, most people don’t think about tires all that often. You have to have them to drive, they’re expensive to replace, and then they’re mostly forgotten until you get a flat. The thing is, tires are important. Really important. They’re the only thing that connects your car to the ground, and…

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Modern cars beep, ding at you, and flash warnings across their various screens in ways that would send someone from the early 2000s into a coma. Sure that can get annoying, but these warnings and the automatic emergency braking system that engages soon after are getting much better at preventing crashes altogether. AAA

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The first-generation Miata has a big following because it’s the only one with pop-up headlights. Finding one in decent shape, like today’s Nice Price or No Dice ’91, is getting increasingly rarer. Let’s see if this one’s price pops with us.

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The reborn Volkswagen-owned Scout Motors just unveiled its body-on-frame Terra pickup truck and Traveler SUV, a pair of new EVs that boast awesome retro styling, serious off-road chops and an optional gas range-extender. What you see here are technically concept models, but Scout promises the real things will be super…

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The Volkswagen Group made waves back in 2022 when it announced it would be reviving the Scout nameplate for a new brand of American-built fully electric trucks and SUVs, but we hadn’t gotten much concrete info about the upcoming Scouts beyond some teasers and learnings gleaned from talking with the CEO. Until now,…

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Lincoln dropped pricing for the new 2025 Navigator this week. If you’re interested in the full-size luxury SUV, be prepared for a bit of sticker shock; including a $1,995 destination charge, the ’25 Navigator starts at $101,990. If you want the long wheelbase version of any trim you’ll need to tack on another $2,990.

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Jim Farley, CEO of Ford, is a very interesting guy. He once mortgaged his house to buy a vintage car and he said that American consumers need to be buying more cars that Ford doesn’t sell. You can never quite predict what he’ll do next. He might, for example, import a Chinese-built Xiaomi SU7 for competitive…

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During Fisker’s short time as a functional car company, it really couldn’t help but do weird shit. Now, as it turns out, the dead automaker accidentally employed a North Korean spy on its technology team. No, I’m not joking.

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Tesla held another quarterly earnings call Wednesday night, in which CEO Elon Musk announced that the company made a bunch of money and would continue to do so forever — even without an affordable model in its stable. More curiously, though, Musk made another announcement: The Roadster is delayed, again, but the end…

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Hyundai is determined to solve the issue of out-of-control electric vehicle fires, so it is introducing a new fire suppression tool – called an EV Drill Lance – that’ll be used on its car carriers. It’s designed to extinguish EV fires by drilling through the underside of an electric vehicle to reach the battery pack.…

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Over $275 million in fines have been levied against airlines across the past four years. Commercial aviation isn’t typically a marketplace that can regulate itself. Customers rarely have the power to force change with their wallets collectively. Government agencies are the main force ensuring that airlines treat their…

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Airlines have a terrible record of handling wheelchairs and other equipment for disabled travelers. On average at least two dozen wheelchairs get damaged every day. The Department of Transportation has just issued a $50 million fine to American Airlines after a several years-long investigation into these very abuses…

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The auto maker’s top employee representative told workers that management planned to shutter three factories in Germany to cut costs amid slumping sales.

The company said profits climbed 17 percent in the third quarter. It expects car sales to rise up to 30 percent next year when it plans to begin selling new models.

The thinner air affects the cars in many ways, including the performance of the turbo engines, brakes and tires. “It’s like driving in the wet,” the driver Lance Stroll of Aston Martin said.

The National Highway Traffic Safety Administration said it was looking into what Elon Musk’s electric car company called the full self-driving system.

Alcon Entertainment, the Hollywood company behind “Blade Runner 2049,” said it had denied a request to use images from the movie but that Mr. Musk did so anyway.

Mary Barra, G.M.’s chief executive, said that the company had fixed battery-manufacturing problems and that its electric vehicles would soon be profitable.

Formula 1 is mostly a European sport, and contenders must climb the racing ladder through events there. That is difficult for Americans.

Weeks after Europe imposed additional tariffs on electric vehicles made in China, the country’s car companies were defiant at France’s leading auto event.

“You could fall asleep and wake up at your destination,” said Mr. Musk, Tesla’s C.E.O., but some experts are skeptical that such cars will be ferrying passengers soon.

E.V. batteries that are submerged in saltwater can catch fire after the floods subside, but experts say it’s a rarity.

Germany’s largest automaker rode a wave of strong sales for years, but lagging demand and pressure from China are forcing it to consider layoffs.

The General Motors subsidiary reached a settlement with the main auto safety regulator after one of its self-driving taxis struck a pedestrian in San Francisco last year.

European Union officials say the duties are meant to protect the region’s automakers from what they say are unfair trade practices in China.

The automaker, created by a 2021 merger, is dealing with labor unrest, slumping sales and a revolt from its dealers.

He started the season strong, but his results have been mostly poor since. His team, Red Bull, has fallen to second place.

He replaced Logan Sargeant after he was dropped by Williams, but Carlos Sainz will move to the team for next year.

The team first announced a new driver for 2025. Then its parent, Renault, said it would no longer be an F1 engine supplier. Oakes, the new team principal, called them “nice hot potato topics.”

The European Union is expected to support wielding tariffs on electric vehicles made in China, seeking to prevent unfair competition.

Initially there were doubts about holding events in the evening, and on the streets of a city, but they faded quickly.

After a delay of several months, General Motors said owners of its battery-powered models would now be able to use Tesla charging stations with adapters.

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

Get your nominations in for our new awards celebrating diverse automotive talent

There are just a few days left to get your nominations in for the 2025 Drivers of Change awards, a new initiative held in association with Ennis & Co and the Society of Motor Manufacturers and Traders (SMMT) to champion diverse talent in the automotive industry.

A returning name with a completely new format and approach, Drivers of Change is a sibling event to Autocar’s Great Women initiative, which celebrates the automotive industry as a place that welcomes everybody. 

Autocar Drivers of Change winners will be individuals who are driving change and promoting diversity in their business in whichever role they perform. Judges will be looking for entries that can demonstrate the adoption of diversity of background, experience and thought in their business.

Head here to submit your nomination before the deadline at midnight on 1 November. 

Winners will be named in nine categories but anyone appearing on the shortlist will be able to call themselves an 'Autocar Driver of Change'. They will all be celebrated at a special event hosted at the SMMT’s London headquarters on 6 February 2025.

The top candidates will be selected from the following areas of the car industry: marketing; manufacturing; operations; PR and communications; purchasing; retail; sales; talent; and vehicle development.

Individuals can put themselves forward for consideration, or can be nominated by friends, colleagues and employers. The awards are open to all working in the British car industry, and Britons working abroad.

Do you know someone you could nominate? Think far and wide within your organisation - we’re encouraging people to think outside of their immediate team for people deserving of an award.

Those nominating will need to supply evidence of the nominee’s business and/or industry impact. There is no limit to the number of nominations that can be submitted by a company.

Ace Electric uses Tremec motor and battery package

Reborn 1950s roadster gains EV option that weighs little more than its petrol-engined sibling

AC Cars has unveiled an electric version of its Ace roadster that tips the scales at less than 1134kg, making it one of the lightest open-top EVs on sale.

The single-motor MG Cyberster weighs 1885kg and the Wiesmann Project Thunderball is said to be just above 1700kg. The combustion-engined Ace, meanwhile, is 1100kg.

The Ace Classic Electric uses gearbox maker Tremec’s eGT413 powertrain, comprising a 72kWh battery pack and 300bhp motor.

Carbonfibre bodywork, as used by the petrol Ace, helps to keep the EV’s weight down. 

AC has yet to announce performance figures for the Ace Classic Electric, but it should comfortably shade the petrol Ace, whose turbocharged 276bhp four-pot yields a 0-62mph sprint time of 4.6sec. It may even nudge the V8-powered Cobra GT, which hits 62mph in 3.4sec.

AC also claimed that the EV is capable of driving more than 200 miles between charges.

The EV will be offered with the same two bodystyles as the petrol car, drawing on the Bristol- and Ford-engined versions of the roadster from the 1950s and 1960s. 

Prices will start at $275,000 (the equivalent of £212,000) before tax or personalisation, and deliveries are scheduled to begin in spring next year.

The car will make its debut at the SEMA show Las Vegas on 5 November.

Audi’s long-lived SUV entry point has proved to be a sales success, but is its age now counting against it? Since it went on sale in 2016 the Audi Q2 has been not just a gateway to its SUV line-up, for many owners it’s the first model they’ve chosen from the upmarket brand.  That's relatively long by modern standards, and the Q2's life cycle is good news for second-hand buyers as it’s given prices of older examples plenty of time to fall. Despite some regular freshening-up, it’s feeling its age compared with the Ford Puma, Lexus LBX and Mini Countryman to highlight but a few of the alternatives. Enticingly, the Q2 remains excellent to drive, both in town and on the motorway, and it comes with a wide array of equipment.A selection of capable engines further bolsters its appeal, although its breadth is now restricted to 1.0- and 1.5-litre petrols, with 114bhp and 148bhp respectively. While the smaller motor can only be paired with a six-speed manual, the larger has the option of a seven-speed S Tronic dual-clutch automatic.  Diesels disappeared years ago and if you have a penchant for a punchier petrol, together with Quattro four-wheel drive, your only choice from new is the flagship  Audi SQ2, which we've reviewed separately. Since the Q2’s 2021 makeover, the trim level selection has also been pared back to a core of Sport, S Line and Black Edition, the latter being the easiest to differentiate thanks to the external décor largely being, erm, black. If you’d prefer the smaller-wheeled modesty of an SE version or the gussied-up glory of a Q2 Vorsprung then you’ll need to scour the classifieds. 

Torsen limited-slip differential and stiffer rear axle should make the Abarth more lively than the regular 600e

Hotter version of Fiat’s small electric crossover gets power boost, reworked chassis and aggressive styling

The full-fat 278bhp version of the Abarth 600e will cost £41,975 when UK order books open next month.

The Fiat performance brand's Ford Puma ST rival borrows its single-motor electric powertrains from the closely related Alfa Romeo Junior.

The range-topping Scorpionissima sends 278bhp and 254lb ft of torque through its front wheels via a Torsen limited-slip differential, allowing it to dispatch the 0-62mph sprint in a claimed 5.9sec.

The entry-level version packs 237bhp so takes 6.2sec to hit 62mph.

Both cars have a top speed of 124mph, although this is capped to 93mph in the road-focused Turismo driving mode.

The Abarth 600e uses the same 54kWh battery pack as the standard Fiat 600e, but its cooling has been upgraded to minimise derating (when the battery's ability to deliver power is diminished by its internal temperature) on track.

Due to the extra power and the fitting of wider and stickier Michelin Pilot Sport EV tyres, the Abarth's range is reduced by 45 miles compared with its Fiat counterpart, at 207 miles per charge.

The hotter 600e also gets larger 380mm brake discs supplied by Alcon and a stiffer suspension set-up developed by Stellantis Motorsport.

Visually, the Abarth is distinguished from the Fiat by a more aggressive bodykit, an enlarged front grille, a more prominent rear spoiler and 20in wheels.

Inside, it gets a set of Sabelt bucket seats up front and Abarth-specific graphics on the dashboard.

The 10.25in infotainment touchscreen and 7.0in digital instrument panel are inherited from the Fiat 600e but feature Abarth-specific graphics and additional functions, such as a g-force meter.

As with the smaller Abarth 500e, the 600e is fitted with an external speaker that mimics the sound of a traditional performance car’s petrol engine.

Abarth said this has been reworked to emit a deeper tone that fades out as speed builds, starting from 50mph. It's also exclusive to the range-topping Scorpionissima car.

UK deliveries will begin next March.

New model will sit on STLA Medium platform, be related to new Vauxhall Insignia and successor to DS 9

Lancia has released the first picture of the new Gamma, which will arrive as the Italian brand’s new flagship in 2026.

The crossover will be based on the STLA Medium platform - which underpins other Stellantis models including the new Peugeot 3008 - and offered with both combustion and electric powertrains.

The Gamma will be twinned with the upcoming successor to the DS 9 and the rebooted Vauxhall Insignia, both of which will share the Gamma’s production line at Melfi, Italy.

It will continue the Lancia design ethos introduced by the Pu+Ra concept and seen on the new Ypsilon supermini, launched earlier this year.

Little is known about how the Gamma will look, but it's expected to take the form of a rakish mid-sized crossover.

"The new Lancia Gamma represents a milestone in our journey towards the future,” said Lancia CEO Luca Napolitano. “[It] will showcase the best of what Lancia stands for: innovation, style and a relentless pursuit of excellence.”

Like the Ypsilon, the Gamma is initially expected to be sold only in select European markets. Lancia is yet to detail any plans for a long-awaited return to the UK.

Restructuring of German giant includes 10% salary reduction for all staff and two-year pay freeze

The Volkswagen works council has outlined cost-cutting plans that threaten to reshape the company's operations in Germany.

In a meeting today, council chair Daniela Cavallo told workers the company’s board plans to shutter at least three of Volkswagen’s 10 German production facilities, while reducing capacity at the others, asserting: "None are safe!"

The closure of any plant would be a first for Volkswagen in its 87-year history.

Together with the plant closures, the plans put forward by the board include significant workforce reductions, salary cuts and the outsourcing of various departments abroad, Cavallo said.

She highlighted that the cost-cutting measures will affect all job categories, from skilled labour to management. She warned employees that "no one can feel secure in this situation".

Cavallo said the measures proposed by the board could lead to the loss of tens of thousands of jobs. Volkswagen has approximately 120,000 employees in Germany, about half of whom work at the main plant in Wolfsburg.

She stated that the company's strategy appears aimed at "bleeding out" employment opportunities.

The proposed restructuring includes a 10% salary reduction for remaining employees, a pay freeze for the next two years and the elimination of the monthly tariff allowance of €167, resulting in an estimated total pay reduction of around 18%.

Cavallo delivered a stark warning to Volkswagen management, saying: "Do not engage in conflict with us, the VW workforce. You are very close to escalation!"

In response, Volkswagen said it's "not taking part in speculation" regarding factory closures but added that the situation was "serious".

Its statement added: “Volkswagen is at a decisive point in its corporate history. The situation is serious and the responsibility of the negotiating partners is immense.

"The task now is to secure the future of Volkswagen AG with its Volkswagen Passenger Cars, Volkswagen Group Components and Volkswagen Commercial Vehicles in the long term together with the employee representatives. That is our goal.

"To this end, the board of management has submitted proposals for solutions to the employee representatives.

"In view of the developments in Germany as a business location, we must work together to find ways that will enable us to continue investing in our products and technologies on a sustainable basis.

"This is the only way we can rebalance the fundamental scales of profitability and employment.”

The next collective bargaining meeting will take place on 30 October.

Operators calls for clear and consistent fiscal policy as new Labour government hints at tax rises

Fleet operators are cautiously awaiting Wednesday’s Autumn Budget, concerned that the “difficult decisions” forecast by the chancellor earlier this year could impact operating costs and affect demand for electric company cars.

Rachel Reeves will deliver the new Labour government’s first Budget on 30 October, having warned during the summer that urgent tax reforms would be needed to fill the "£22 billion black hole” in the UK's public finances. 

Peter Golding, managing director of Fleetcheck, said this is an opportunity to align EV policies and give a “clear signal” to fleets considering making the switch. 

He highlighted HMRC's recent cut of the Advisory Electric Rate (AER), which is used to reimburse drivers for charging, despite a rise in energy prices at the start of October; and said that a significant reduction in company car tax incentives for PHEVs and EVs would be premature. 

“It would be a mistake to look at the progress made in fleet car electrification to date and assume that the trend will continue at the same rate," said Golding. "Drivers who haven’t chosen an electric car so far are those who, for example, have no drive on which to install a charger and therefore no easy access to low-cost charging.

“In order to bring those drivers on board, the government needs to not just keep [company car tax] low but also ensure that AER matches electricity prices effectively and that the installation of on-street charging is properly funded.”

Tax breaks for EVs have bolstered demand for company car and salary sacrifice schemes since 2020 but have been criticised for being unfairly weighted towards richer households.

The Resolution Foundation, a think tank, has suggested that these incentives should be wound down, as 66% of company car drivers earn more than £50,000 per annum.

Financial support doesn’t necessarily need to be directed at fleets. The British Vehicle Rental and Leasing Association (BVRLA) wants to see more support for the used EV market, as faster depreciation leads to higher lease costs for businesses leasing new vehicles.

In its latest Outlook Report, the association has called for grants, scrappage schemes and VAT exemption from used EVs to ensure new leases remain affordable. However, it added that the government’s willingness to withdraw pensioners’ winter fuel payments suggested support for the car market was unlikely.  

Most importantly, according to Ashley Tate, managing director of Allstar Chargepass UK, fleet managers need at least five years’ foresight of incoming tax policies.

Decision-makers have faced uncertain phase-out dates for non-hybrid cars, while company car tax bands are only set in stone until April 2028. That could be within the lease contract of a vehicle ordered today,  

“We need stability and we need certainty,” said Tate. “By providing a long-term strategy, fuelled with incentives, change happens and action commences for the long term. Short term plans and policies – or reversing of these – results in stunted momentum, and this cannot be allowed to happen.”

The third-generation electric family car is a UK-built baby Ariya that will major on efficiency

The third-generation Nissan Leaf has been spotted testing for the first time ahead of production getting under way in Sunderland next year. 

Morphing from hatchback to crossover, the next Leaf is one of three electric SUVs – alongside replacements for the Nissan Juke and Qashqai – due to start running down the lines at Nissan’s UK factory by the end of the decade.

Production of the previous Leaf ended in March this year, and while Nissan has yet to confirm a launch date for its successor, it's understood to have begun production trials in the summer and could be in production as early as spring 2025. 

The Japanese firm has previously given an indication of what to expect from the next Leaf with the Chill-Out concept - a sleek, minimalist compact SUV touting high levels of digital functionality and advanced autonomous driving capabilities. 

The production car looks to remain true to the concept’s overall silhouette, clearly aero-optimised in a bid to maximise range, but it seems to sit closer to the ground and have more conventional LED light signatures at each end, rather than digital graphics.

Proportionally, it’s a clear relation to the larger Nissan Ariya, with which it will share a modular EV-specific platform previously known as CMF-EV and now dubbed Ampr Medium.

Notably, Nissan’s Alliance partner Renault uses that architecture for the similarly sized Scenic EV, which could give clues as to what to expect of the batteries and powertrain options.

The Scenic can be had with either a 60kWh or 87kWh battery – for official ranges of 260 or 379 miles respectively – and a choice of either a 168bhp or 215bhp motor on the front axle.

It remains to be seen if Nissan will equip the Leaf with an optional second motor on the rear axle, as it does for the Ariya e-4orce, which produces up to 389bhp in standard form or 429bhp in tuned-up Nismo guise. 

It’s expected to be a close match for the Ariya inside, too, with a minimalist dashboard topped by a wraparound digital interface and a row of haptic buttons in the dashboard for the climate control.

It could also get the larger car’s optional sliding centre console, which makes it easier to move from the passenger’s side to the driver’s seat.

Updated electric four-door is almost entirely new underneath, but is the recipe actually improved? Sitting serenely at 185kph in the outside lane of a glass-smooth autobahn, it occurs to me that the newly updated Audi E-tron GT might be the most invincible-feeling car on sale, at least before you get into the realm of Unimogs and literal near-indestructibility.The original E-tron GT, only recently retired, had a likeable sense of unflappability to it, but not to this extent. That said, you might look at its replacement here and wonder what exactly has changed. Aside from the bumpers, not a single exterior panel has been updated. The expansive, peaceful cabin of Audi’s electric flagship is fundamentally unaltered too, although there are some trim changes.However, underneath the fat-hipped, long-snouted body, this is, in the words of erstwhile Quattro chief Stephan Reil, who now leads Audi’s R&D division, “almost a completely new car”. Right now, there’s no reason to doubt that: the Mk2 feels freakishly advanced. Let's find out why that is.

The fifth-generation Volkswagen Polo has junior Golf looks – but should you buy one over a used Fiesta? The Polo of 2009-2017 was a landmark model for Volkswagen because this was the one where it finally cracked the supermini code.Today, this fifth-generation Polo can be had for as little as £1500 – a bargain, especially when you consider this was the car that eclipsed the hitherto pre-eminent Ford Fiesta in so many of the ways that really matter in everyday use.Four generations of Polo had arrived between 1975 and 2009, and all had fallen short on performance, refinement, style and fun.So Volkswagen and its then design boss, Walter de Silva, sought to change this by injecting the Mk5 Polo with added ‘Golf-ness’.As a result, the Polo looked just like a shrunken Golf, with a hint of Scirocco to give it a sharper front end – and, crucially, the little VW also carried over all of the Golf’s positive attributes, which helped make it a class leader at the time.A switch to the PQ25 platform – which also underpinned the Skoda Fabia and Seat Ibiza – meant the Mk5 Polo arrived with a new chassis, suspension and suite of engines.But while it was well mannered and easy to drive, it didn’t drum up the level of dynamic fun offered by the Fiesta or Mazda 2. It was too grown-up for that… In fact, when we first drove the Mk5, it felt more like a junior Golf than a sprightly supermini, complete with a pliant ride and fine composure for such a small car.Its broad engine line-up contained a mix of petrol (TSI) and diesel (TDI) three- and four-cylinder engines.We would ignore the early, rather sluggish triples and go for the superb 103bhp 1.2-litre petrol turbo four-pot for its real-world 50mpg potential, torque and smoothness, making it ideal for both urban jaunts and motorway cruises.The TSI became a three-cylinder in 2014 but remains a solid used buy for its economy – and you can have one with either 89bhp or 108bhp.A used oil-burner might seem a little crude in 2024, but the real-world economy of the Polo’s diesel line-up is impressive.You will need to drive it long distances to avoid any DPF-related issues, though, and they do sound a little rough at idle. Avoid the clattery 1.2 TDI and opt for the smoother 1.4 TDI BlueMotion, with its 70-80mpg economy.The Mk5 Polo was refined inside and had a generous level of standard equipment, so it felt far more upmarket than the contemporary Fiesta and Citroën C3.That said, steer clear of the more austere S and S A/C models. Instead, pick an SE model, with its alloy wheels and electric rear windows, or the even posher SE L, which had leather-finished cabin trim and smarter 17in wheels.A 2014 facelift freshened the Polo’s look – and we would recommend paying the extra dosh for a post-2014 example, with its sharper-looking bumpers and headlights.Being 54mm longer and 32mm wider than its predecessor, the Mk5 had the space and practicality to go with its premium interior.In fact, the Polo trumped the Fiesta for accommodation in the back, thanks to impressive, adult-grade quantities of rear head and leg room.Refined, practical and efficient, the fifth-generation Polo remains a supermini triumph today. And given that you can have one for as little as £1500, it makes more sense than a used Ford Fiesta. 

Repair backlog and parts availability remain a problem for customers, despite assurances

Almost a year since JLR apologised for severe parts delays and promised improvements at its new logistics hub, customers are still experiencing issues.

Last November, JLR CEO Adrian Mardell said the firm was “really unhappy” about problems at its then new Global Parts Logistics Centre in Leicestershire. It had been reported that some 10,000 cars had been off the road awaiting parts due to delays at the new distribution hub.

Mardell promised the company would fix the issue and said customers would begin to see the benefits during the second quarter of this year.

In February he said the firm had begun to resolve the backlog but cautioned it would take time for dealers to repair the affected cars.

In April, two months after the update, JLR customer Robin Tudor contacted Autocar to report that his year-old Range Rover Evoque had broken down in January and the company had said the parts it needed would not be available until July.

Last month, reflecting on the delay, he said he had been given contradictory explanations throughout. “My car is now working fine, but it has put me off JLR vehicles in future,” he said.

Julie Courtis’s five-year old Jaguar XF Sportbrake is still in a garage awaiting parts four months after they were ordered, and her husband is unimpressed with the company’s customer service team.

“It’s their lack of transparency that is so frustrating,” said Simon Courtis. “For weeks, they have been saying only that the part ‘is on the list ’ or blame ‘supply chain shortages’. Recently they said it would arrive at the distribution centre in mid September, but then my dealer was told JLR can still not say when it will arrive.”

A spokesperson for JLR said the firm was trying to resolve the delay, which it denied was linked to problems at its logistics centre: “Our Global Parts Logistics Centre is now stable with consistent parts supply.”

Conceding that customers are still waiting for parts, the spokesperson added: “We do appreciate that some customers may not be feeling that improvement just yet. To resolve that as quickly as possible, we have invested £5 million to increase mobility availability for clients while they wait, provided 90% of JLR clients whose vehicles are in for repair with a JLR vehicle (up from 65% in October) and increased our UK customer service agents by 25% to give greater support.”

Unfortunately, JLR’s offer of a courtesy vehicle to customers awaiting parts does not extend to the Courtis family, whose XF is with an independent garage. As a result, they have so far paid £2000 in hire car charges.

Meanwhile, the SMMT has blamed temporary supply chain ‘constraints’ along with model changeovers for a drop in UK car production and cited the impact of floods in central Europe on raw material production.

Among the car makers affected was JLR, whose aluminium supplier was flooded, but a spokesman said the company had found alternative sources. Julie Courtis is hoping JLR will find an alternative source for her XF’s delayed part – and soon.

Aston Martin gives its big, V12-engined GT concept one last spin, with more power and technical commitment than ever The Aston Martin Vanquish is another brand-new, V12-powered, front-engined exotic super-GT to get stuck into, hot on the heels of the one you may have read about only a few weeks ago - the Ferrari 12Cilindri.The Vanquish joins the Ferrari among a dwindling number of 12-cylinder sports cars setting out to battle upstream, fingers in ears and screaming blood and thunder, for the next half decade or so at least, against a swelling current of pressure to downsize, electrify and generally cut out the old-school combusting of hydrocarbons in one of motordom’s very grandest engine configurations.Good luck to them, I say. This, you’ll probably already have surmised, will not be a review that lampoons how power outputs have grown to ridiculous and untappable extremes, or that laments the impact that such power has on cars really meant for fast, laid-back, long-distance cruising.The new Vanquish is certainly a car that could provoke those kinds of reactions. It’s very fast; very, very powerful; necessarily quite purposeful in its grip and body control levels; and, yes, it probably would make a better fast GT if it were, in fact, smaller, lighter, slower and generally gave its contact patches a bit less to do. But never mind all that. The bigger point, and one worth celebrating in 2024 as riotously as we may fleetingly be allowed, is that Aston Martin has found a way to make it at all. A couple of years ago, when I drove the last-generation Aston Martin V12 Vantage, I worried that it might be Gaydon’s last-ever series-production V12 (unicorns like the Aston Martin Valkyrie, Victor and Valour notwithstanding). It would have been a rather unfortunate way for Aston’s 5.2-litre V12 to sign off.But, thankfully, it was nothing of the sort. The Aston Martin V12 sports car lives again. And how.

Audi RS3 Sportback

Audi's newly updated mega hatch is outlandish and offers stonking performance for the price There’s an admirable belligerence about the Audi RS3. It hasn’t been made a crime just yet, after all, to put a big engine into something relatively small and create an amusingly alternative driver’s car in the process, much as a great many of Europe’s CO2-based taxation regimes would already suggest it ought to be.It really would be an aberration, though, if Audi’s excellent EA855 five-cylinder performance engine, motivator of the likes of the Audi TT RS and RS Q3 and winner of more International Engine of the Year awards (yes, they do exist) than you can shake a golden crankshaft at, were taken from us any earlier than were absolutely necessary.Hot hatchbacks like this used to be a little more common, but the RS3 has become the last of that over-engined breed, with motors significantly bigger, more powerful and more mechanically exotic than you expect to find in any humble five-door and something of the aura of the custom-built, engine-swapped hot rod about them.The Mercedes-AMG A45 is just as outrageous, but it's powered by merely four cylinders. The Volkswagen Golf R is a more subtle alternative, while the Toyota GR Yaris is smaller and perhaps a bit more fun.But the RS3 is somehow mechanically bigger and bolder than its rivals. Which could explain why that engine, with its 394bhp output and 369lb ft whack of torque, was left untouched for the mid-life update that has just arrived.In fact, glance at the technical specification of this facelifted RS3 and you might wonder whether the mechanical bits have even been touched: the top speed and 0-62mph time remain unchanged too.But while you can easily glen the styling changes, this isn't one of those facelifts that’s all style and no substance. It's just the technical work has all been detail stuff, refining the car's complex hardware and software.It's easier to understand by starting with the outcome: a new compact class Nürburgring lap record of 7min 33.123sec, which is, most pertinently, more than 7sec quicker than the pre-facelift RS3’s best time. And, Audi is at pains to point out, that improvement came from work on the car rather than Frank Stippler simply having a good day.

Could the Jack French garage at the Atwell-Wilson Motor Museum be the biggest unsung hero in British motorsport?

I feel compelled to write a few more words on the Jack French garage at the Atwell-Wilson Motor Museum, which deserves more than the two paragraphs I could spare in a recent feature, because it feels like such a significant part of British motorsport history.

French was one of the founder members of the 750 Motor Club, created in 1939 to get people racing in Austin 7s. For obvious reasons, it took until the late 1940s to really get going, which is when French made his racing special, Simplicity, in the garage that’s now at the Atwell-Wilson museum; and after that, he and the 750 MC spread the word about how to do it.

The alumni of 750 MC members reads like a motorsport who’s who: Colin Chapman, Eric Broadley, Adrian Reynard, Gordon Murray, Tony Southgate, Brian Hart, Mike Pilbeam and dozens of others were all members.

If you trace their successes forward from their 750 MC days, you will find that they’ve won every major race, and every major championship, in motorsport multiple times.

There are hundreds of championship wins and thousands of race wins, all traceable back through to the 750 MC and, by thread, to French’s shed.

It’s possible that I’m over-egging it, but it is a significant exhibit, because if someone hadn’t given enthusiasts the chance to go motor racing affordably, the UK wouldn’t today be the world’s motorsport epicentre, and I’m not sure what artefact better demonstrates the source of it all.

Perhaps it’s a hard sell: ‘Today, I’m going to look at a nondescript tin shed.’ But to me it feels more significant than, say, the first Lotus car or a championship-winning McLaren. They both owe something to this, and it’s the only one there is.

Any petrolhead visiting LA simply can’t miss the Petersen Museum, discovers Jack Harrison

"Are you going to the Petersen Museum?” was invariably the reply when I told people I was going to Los Angeles for the first time. I’d actually been sent over for a different job entirely, but clearly I needed to make the time.

You don’t even need to get inside to realise it’s something special, as the flowing ribbons of steel that make up the spectacular façade beckon you inside. Named after its founder, Robert E Petersen, a publishing magnate and serial car collector, this museum was set up in 1994 in an old department store, then heavily renovated in 2015.

There are 11 major exhibitions on at the time of my visit, and the top floor, where the tour starts, hosts just three of them, so who knows how much time I will end up spending in here…

What’s immediately apparent is how well laid-out everything is. Unlike in most car museums, the exhibits are really given space to breathe, letting you wander around and take them in from all angles.

The information boards are beautifully written too, striking a fine balance between informing and entertaining in a way museums rarely manage.

I work my way down the floors, starting with the history of the tyre – far less dull than it sounds – before taking in the iconic movie cars, gawping at the terrifyingly expensive classics in the aptly named Splendor and Speed exhibition, learning how the Waymo self-driving taxis that I’ve seen around the city work and losing my mind over a trio of very special V12-engined supercar concepts from the turn of the century.

There’s even a fascinating gallery on low-riders and the culture surrounding them. 

The bottom floor is known as The Vault. It’s a big underground car park filled with some of the most special cars in the world when they’re not on display upstairs. It costs a bit extra to enter, but you would end up kicking yourself if you missed it.

As beautifully laid out as the main museum is, The Vault almost manages to feel even more special. It’s as though you’re taking a peek into the inner sanctum, with the claustrophobic concrete ceiling making everything feel even closer together than it is.

A pair of Eagle IMSA GTP sports racers sit wing to wing, surrounded by Formula 1 machinery, while on the other side Saddam Hussein’s Mercedes-Benz 600 ‘Grosser’ nudges up to the De Tomaso Pantera that Elvis Presley shot in a rage about its unreliability.

I spend what feels like five minutes but in reality is closer to an hour and a half wandering around this exceptionally special place, slack-jawed in amazement at the metal on show.

It all rotates, too: exhibitions change often, with cars from the basement being placed on display upstairs and vice versa.

If you ever get the chance to visit, you must. Few car museums on the planet have a collection this fantastic and fewer still display what they have this well.

Our favourite exhibits

V12 Concept trio

One for the PlayStation generation, this. It’s easy to forget that each of the American ‘big three’ made a V12 hypercar concept in the late 1990s or early 2000s, and they’re still exceptionally cool.

The Cadillac Cien could only look more like a fighter jet if it had wings, the Chrysler ME 412 wouldn’t look out of place if launched today and the Ford GT90 is simply so bonkers that you can’t help staring at it.

Rolls-Royce Phantom Jonckheere Coupe

Nothing can prepare you for how big the Jonckheere seems up close, at more than 5.5m long. This one-off Rolls from 1925 is possibly the most elegantly imposing car on the planet.

The grille appears to be as high as a human, while the folds of the bodywork seem to have been shaped by the airflow itself. Fully restored after being found as a wrecked shell, it even features round doors. Impossibly cool.

Chevrolet Biscayne XP-37

Part of General Motors’ Motorama series of concepts, the Biscayne was built in 1955 to flaunt Chevy’s new small-block V8.

Achingly pretty and full of features that would later become common, such as a panoramic roof, it was condemned to scrap along with the other Motorama concepts in 1958, only to be saved by a scrapyard owner when the GM exec tasked with overseeing the job decided to head home early.

Rugged Avenger 4x4 combines a petrol engine with two electric motors for improved off-road ability

The new Jeep Avenger 4xe, the model line’s new range-topper, has gone on sale in the UK priced from £30,999.

At launch, the 4x4 is available in two trims: base Upland and a special The North Face Edition. The latter is priced at £34,999 and limited to 4806 examples. Over the standard car, it gets Summit Gold accents and “a nature-inspired colour pallet”. Deliveries will begin in March.

Featuring an all-wheel-drive hybrid powertrain – it is not offered as an EV –  the 4xe will “go further, faster and better off road” than any rival and “establishes a new standard” in the class, says Jeep. 

“We are proud to introduce a model that not only delivers on performance and sustainability but also sets a new standard for versatility and style,” said new Jeep Europe boss Eric Laforge.

The Avenger was launched as an EV in mid-2023, with a cheaper pure-petrol variant introduced in the UK a few months later. Both are front-wheel-drive models, but Jeep had always planned to eventually offer an all-wheel-drive variant to build on the brand’s long history of off-road ability. A 4x4 version was first previewed at the 2022 Paris motor show.

Former boss Antonio Filosa, now head of Stellantis North America, previously told Autocar: “Every time we think of a Jeep product, we think of a four-wheel-drive version. Jeep is by far the most capable brand in the world, and for us capability is all around off-road. So in each segment, any Jeep vehicle must have more capability than every rival.”

The Avenger 4xe combines a 134bhp 1.2-litre turbocharged petrol engine driving through a six-speed dual-clutch automatic gearbox with a pair of 28bhp electric motors (one on each axle). The 48V hybrid system is designed to offer significant traction and torque to boost its off-road performance. Jeep claims it can generate up to 1400lb ft at the rear wheels, a figure likely achieved by multiplying motor torque by the gear ratio.

The all-wheel drive system helps to give the 4xe a 0-62mph time of 9.5sec and the top speed is 120mph. Jeep also claims a “minimal” increase in CO2 emissions over the existing Avenger hybrid offered in some markets, although the firm has yet to give an exact figure.

The powertrain uses a ‘smart’ all-wheel drive system, so power is always sent to all four wheels below 19mph. Between 19mph and 56mph, the rear axle is powered only when required, and two-wheel-drive is always used at higher speeds to minimise fuel consumption.

There is on-demand torque distribution in all-wheel drive mode, with a split of up to 50:50 front to rear. The Selec-Terrain drive mode function features Auto, Snow, Sand and Mud and Sport settings, which alter the power distribution and stability control for the various conditions.

The powertrain features a 22:7:1 reducer on the rear axle to allow for that 1400lb ft of torque, and Jeep claims that gives the Avenger 4xe the ability to traverse slopes of up to 40% - and 20% even when there’s no grip at the front wheels.

With a ride height of 210mm, the 4xe model sits 10mm higher than the regular Avenger, enabling the ability to ford up to 400mm of water. Another bespoke addition is multi-link rear suspension, which allows for greater articulation on the rear axle.

Additionally, the Avenger 4xe offers 22deg approach, 21deg breakover and 35deg departure angles.

As previewed by the 2022 concept, the Avenger 4xe features a number of design tweaks from the regular version. The foglights have been moved slightly higher to provide better visibility, and there are roof rails and a rear tow hook.

The front and rear bumpers are now made from mould-in-colour material and feature an anti-scratch finish, and the front bumper shows more of the wheels and includes extra cladding.

There is a new optional bonnet sticker designed to reduce reflections when driving in sunny weather. Mud and snow tyres are offered as standard, with optional All Terrain 3PMSF tyres also available. Both are mounted on black alloy wheels.

Inside, the 4xe gains new seats made from an easily washable material, along with greater use of more durable materials to extend the cabin life.

Where does Nissan's second bespoke EV rank in the electric crossover class? The mid-sized family EV market is stacked with a diverse range of models – and what that means for buyers is a greater amount of choice. You can invest in a smaller high-riding hatchback, or go for something that blends the credentials of a crossover with the appeal of an SUV, much like the markedly different Nissan Ariya. Its rivals could not be more varied. The Tesla Model Y and Model 3 major on range, performance and efficiency. The Audi Q4 is a sleek and tech-heavy alternative. And then there’s the Korean trio: the Hyundai Ioniq 5, Kia EV6 and Genesis GV60. Oh and we can't forget the coupé-SUVs, too, such as the Volkswagen ID 4 and Ford Mustang Mach E.So where does the Ariya sit among this ever-growing list of electric crossovers? Nissan had plenty of time to mull its plans on how best to expand its line-up of zero-emission vehicles, with an long gap between the Ariya and Nissan Leaf. Since its inception in 2022, the Japanese brand’s second ‘proper’ EV has led a somewhat quiet life. That looks set to change, with a Nismo in the pipeline – and last year the firm added two new trim lines to its line-up to fend off competition from Europe, China and America. Range at a glanceThe Ariya is offered in a choice of four trim levels, with two battery options and either a single-motor front-wheel-drive format or a more powerful twin-motor four-wheel-drive layout. Entry-level Engage trim is relatively basic, with fabric seats, LED headlights and a selection of safety-based features. Mid-level Advance gets synthetic leather seats, with fabric inserts, a hands-free tailgate, heated front seats and surround-view camera with 'Intelligent' rear-view mirror. Evolve carries over most of the features of the Advance, but gains plusher leather and suede seats, a panoramic roof, ventilated and heated front seats and a flexible centre console.Evolve+ tops the range and features the same equipment as the Evolve but with larger, 20in wheels and blue nappa leather seats.  

Bespoke Phantom VIII fitted with special features and Bond easter eggs including gold putter and Fort Knox map

Rolls-Royce has brought James Bond nemesis Goldfinger’s Phantom III into the modern era with a special one-off to celebrate 60 years since the iconic film hit cinemas.

Created for a UK-based client – and avid Bond fan – as part of a three-and-a-half-year project, the one-of-one and fully driveable Phantom Goldfinger gives today’s Phantom VIII a 1937 makeover with “some of the most extensively engineered and hand-crafted features ever produced”, Rolls-Royce said.

Aside from the famous two-tone paint, all of the special features are found inside, from an 18-carat solid gold bar (cut in the shape of a Phantom Speedform) in the centre console to a gold golf putter fitted to the boot lid - a reference to Bond's first encounter with Auric Goldfinger at Stoke Park in the film. 

More touches can be found throughout, such as a pull-out picnic table with a map of Fort Knox engraved in 22-carat gold inlay, and the Starlight Headliner matching the constellation that would have been visible above the Furka Pass during filming in 1964.

Elsewhere, at the request of the client, the 007 logo is projected into the boot whenever the lid is open. The car also features two red, blue, green and yellow harlequin-patterned umbrellas fitted into the rear doors, in a nod to the design used by Goldfinger in the Stoke Park scene.

“It could have just been a black and yellow car that was made to look like the original - but we wanted to do more,” said Nick Rhodes, lead Rolls-Royce Bespoke designer on the project.

“We wanted to make it a sort of evolution of the original but also tell the story of the film.”

One suggestion was to “just make everything gold” but Rhodes added: “We wanted to make it more sophisticated than that.”

He said hiding the “easter eggs”, such as the map of the Furka Pass engraved onto the dashboard gallery, “really tells that story a bit more”.

Rhodes referenced the special Spirit of Ecstasy finish as a nod to the special work undertaken on the car. The mascot appears to be made of solid gold but is plated silver - this is in reference to Goldfinger trying to smuggle gold in the body panels of his Phantom. Since it is not possible to silver-plate gold, specialists used a solid silver Spirit of Ecstasy and plated it with 18-carat gold to achieve the ‘gold reveal’ effect.

“We could have just put a gold [mascot] on there,” said Rhodes, “but enhancing that and telling that story a bit more really enhances the role of the car. It's not something you notice until somebody tells you."

Ioniq 5 N-based concept was created “to fit the most powerful EV powertrain into the smallest possible package"

Hyundai has unveiled the RN24, a bare-bones rolling lab that uses motorsport-inspired tech to preview the “near future” of the brand’s high-performance EVs.

Based on the same E-GMP platform as the Ioniq 5 N but 340mm shorter, thanks to a redesigned battery pack, the concept pairs its sibling’s 641bhp, 546lb ft dual-motor set-up with a lightweight, WRC-inspired chassis.

This was part of a brief “to fit the most powerful EV powertrain into the smallest possible package”.

That set-up, along with its exoskeleton-style exposed roll cage, leaves the car weighing 1880kg, 355kg lighter than the Ioniq 5 N, while matching its 3.4sec 0-62mph sprint time. It's limited to 149mph.

“This rolling lab is not just a test vehicle; it’s a platform for initiating new conversations about next-generation high-performance EVs,” said Hyundai.

Much of the RN24's bodywork (albeit limited) is shared with the incoming Hyundai Inster, opening the possibility of a Inster N in the future.

The concept draws power from an 84kWh battery pack, the same size as found in the Ioniq 5 N, where it's good for 278 miles of range. Given the concept’s usage, Hyundai has boosted its battery and motor cooling.

Hyundai has also equipped the RN24 with a next-generation WRC-derived software system, as well as a large rear wing and faster steering, to maximise agility and control for “rally car-level response”. 

As part of that, the concept gets a Rally Mode, which electronically simulates the technical (and mechanical) four-wheel drive system used by the i20 N Rally1 to optimise torque distribution to the wheels.

This, Hyundai says, shows that complex systems can be streamlined and made cost-effective in EVs, enabling “a more realistic application in future production cars”.

Elsewhere, the RN24 features Hyundai’s WRC Powertrain Drive Control Logic system. As found in the brand’s WRC cars, this adds a host of buttons and switches to the steering wheel that control acceleration sensitivity, regenerative braking sensitivity, power balance and more. 

Like the Ioniq 5 N, the RN24 uses an N Active Sound+ system that mirrors the sound of a combustion engine for an “immersive soundtrack”.

“Hyundai N is not just a brand but a representation of our commitment to innovation and high performance,” said Manfred Harrer, Hyundai's performance development tech boss. “[The] RN24 is a testament to our bold ambitions for the future.”

In-car tech maker says new system puts simple, crisp graphics on windscreen's 'frit'

A car travelling at 60mph covers almost 27 metres in one second – the length of a grand slam tennis court and a bit more. Linked to the driver’s reaction time, it’s a frighteningly long way – and underestimating the distance cars travel at speed is one way distracted drivers get into trouble. 

Harman, maker of audio and in-car tech, has come up with an alternative to a head-up display to reduce the time it takes for drivers to gather information.

Called Ready Vision Qvue, it displays information on the black reflective strip at the base of windscreen glass, called the ‘frit’. This would be extended slightly further up from the base of the screen to increase the display area if adopted for production.

Because the display is closer to the view of the road ahead, the driver’s peripheral vision plays a part in what’s happening there, rather than dropping their eyes down inside the cabin to a dash-mounted display.

According to Harman, drivers may spend 0.5sec to 1.0sec glancing at the new display compared with 1.0sec to 2.0sec for a central infotainment screen or as much as 2.5sec to view a third-party smart device. 

By coincidence, 2.0sec is a key timescale in relation to driving safely. The well-established ‘two-second rule’ is designed to make judging a safe distance easier by picking a spot on the side of the road and counting the time it takes to pass it after the car in front has.

But even when sticking to it, eating into the 2.0sec by searching for information on displays is potentially risky.

Displays and touchscreens in particular have been blamed for causing more problems of distraction than they solve, but the name of the game has to be to keep the driver’s line of sight on or close to the road.

Head-up displays (HUDs) go some way to doing that and have evolved in certain cases by including augmented reality, but HUDs can still introduce a degree of visual complexity directly in the driver’s eyeline.

Harman’s new system is less F-16 fighter jet and more aligned with conventional car instrumentation to look at but set higher than it would be possible to mount physical instruments.

A projection reflective display, it works using two Samsung horizontal displays that project an exceptionally crisp image with a “low halo effect”, which means the blurring of the edges of characters is reduced to give a sharper image.

The outcome, claims Harman, is readability in all conditions and information appearing straight in front of you. 

The plan is to also pair the system with technology called Harman Ready Care, which can detect if the driver is experiencing a high cognitive load and reduce the amount of information displayed until the workload eases.

Wolfsburg gives its lesser-known Golf PHEV a bit-impact technical refresh The facelifted Mk8.5 Volkswagen Golf has already been the subject of a group test (1.5 eTSI 150) and a full road test (VW Golf GTI) but, since the car’s chief mission was to correct the shortcomings of the flawed Mk8, you could say we’re still waiting to appreciate where its biggest gains have been made.But there’s a good chance that we’re about to. Because no derivative of this car has been more widely overhauled than this new Volkswagen Golf eHybrid. Powered by a second-generation version of the Volkswagen Group’s four-cylinder plug-in hybrid powertrain, this Golf has taken significant technical and functional strides. With adoption of electric cars still not widespread, it sits in a unique position, being the first plug-in hybrid hatchback that we have tested in the 5% benefit-in-kind company car tax bracket.That special status won’t endure, with the same powertrain heading to MQB Evo platform siblings from the Seat Leon to the Cupra Formentor. For now, though, it should be an effective fleet sales lever, as VW seeks to return the Golf to the top of Europe’s sales ranks.

Ford is behind on its electric van target for the year

Van buyers are still incentivised by EV grants, unlike car buyers – but sales still lag far behind where they need to be

Car makers’ well-documented struggles to hit this year’s ZEV mandate target has eclipsed that of another struggle: to hit an even tougher target for vans.

“Industry commentators focus heavily on cars, but it's really important that we support the commercial vehicle industry as well,” Lisa Brankin, head of the UK’s number-one van seller, Ford, told Autocar.

LCV makers’ target for 10% of their total this year to be EVs looks less onerous than the 22% share required for car makers. However, uptake of electric vans is way behind uptake of electric cars, at 4.8% after the first nine months, compared with 18%, according to the SMMT.

Unlike electric car buyers, electric van buyers are still helped by the UK government, its Plug-in Van Grant (PIVG) providing as much as £5000. But it’s still not moving the needle on sales, which actually decreased in the last four months to drop 9.5% in the first nine months.

Van makers say most electric van sales are driven by large fleets looking to fulfil ESG-focused targets for CO2 reduction. For example, Royal Mail already has the largest electric delivery fleet, at around 5000, and plans to add a further 2100 EVs in the next 12 months.

Interest for electric vans outside the big fleets is still low. “They compare the price of diesel and the price of electric. When they find a gap and on top of that have other questions to answer, then they don’t change,” Heinz-Jürgen Löw, head of Renault LCVs, told Autocar.

Renault studies show that range often isn’t a limiting factor; it’s just that there’s very little incentive to leap into the unknown for the vast majority of van buyers. Even the threat of penalties for staying with diesel power haven’t materialised.

“For many, many years, we were talking about city restrictions for ICE versions, but there aren’t many cities in Europe who really have done this,” said Löw.

Choice is getting better all the time. Market leader Stellantis for example sells EV versions of its compact, medium and large van ranges across all its LCV brands, including Vauxhall. The compact models, including the Vauxhall Combo Electric, Peugeot e-Partner and Citroën ë-Berlingo, are even made in the UK, at Ellesmere Port. Production of EV versions of medium vans such as the Vauxhall Vivaro are scheduled to start at Luton next year.

While Ford is still behind on its electric van target for the year, Stellantis is better placed. CEO Carlos Tavares even pitched to the UK government (both the previous Conservative administration and the current Labour one) to be able combine van emissions to help out the car ZEV mandate, which Tavares has strongly criticised. 

“I asked to be able bundle them. It's good for the planet. It doesn't ask the taxpayer in the UK for money; it just makes the ZEV mandate more easy,” he recounted to journalists at this month's Paris motor show. The answer came back: no.

Tavares returned with another proposal, that one electric van export equal one car ZEV mandate credit. “If I’m making BEVs that I don't sell in the UK but I export to another market, it's good for the trade balance of the UK, it’s good for the climate and the cost for the taxpayer is zero. And the answer is still 'no',” he said.

Tavares has threatened to shutter one or both of Stellantis's UK plants – which both make vans – over the issue and is now promising a “correction” in the UK market in the coming weeks to cut costs in order to make lower-margin EVs pay their way. 

The SMMT has called on the government to do more to make EVs more appealing to van customers, including keeping the PIVG after it’s due to expire next year, slash VAT on public EV charging to match home rates and improve the charging infrastructure.

“For van fleets to go green at pace, they need immediate encouragement and long-term certainty,” SMMT CEO Mike Hawes said in statement. “Without these, UK decarbonisation ambitions cannot be achieved at the world-leading speed demanded by regulation.”

As with cars, the UK has jumped ahead of the EU by a year in terms of forcing more electric van sales in its bid to reduce carbon emissions. 

Next year, however, the EU will change its rules on average CO2 emissions, meaning van makers need to sell around 20% EVs, up from a market share of just 5.8% in the first half of the year, according to the ACEA.

Van makers are in despair at the size of the target. “I have no idea how to be compliant,” said Löw.

Van makers also have to counter the effect of Chinese firms, who aren’t subject to additional tariffs either in the EU or in the UK.

So far, the biggest player has been SAIC-owned Maxus, which has six eligible electric LCVs on the government’s PIVG list. The latest is the new Maxus eTerron 9, the only electric four-wheel-drive pick-up truck so far available.

Others are coming. At the Paris show, Skywell unveiled the 223 large van, which is due to go on sale in Europe next December, with UK sales also planned.

It comes with either a 88kWh or 105kWh battery from CATL using the cheaper LFP chemistry – an advantage the Chinese have over European brands such as Renault, Ford and Volkswagen, which have stuck with the superior but pricier NMC chemistry. Claimed range is up to 280 miles. Pricing – the key factor – has yet to be revealed.

All however have to fight against the inate conversative nature of the average fleet manager, whose unofficial motto is ‘no one ever lost their job buying diesel Transits’.

Self-employed tradespeople are in similar situation. “It's a tool for him, and so if he's calculating and it’s not 1:1 on cost, he won’t change,” said Löw.

As the share of electric vans required by the ZEV mandate grows from 10% this year to 16% next year and 24% in 2026, van makers need to break that customer cycle of always doing the same thing. That’s going to be difficult without government help, even to the point of penalising the familiar but more polluting option.

Scout Traveler is due to hit the road in 2027

Volkswagen-backed US start-up Scout Motors unveils near-production concepts that preview 2027 models

Scout Motors, the Volkswagen-backed revival of American 4x4 brand International Harvester, has revealed its first two models.

The Traveler is an electric Land Rover Defender rival, while the Terra is an electric pick-up truck that will rival the likes of the Rivian R1T, Tesla Cybertruck and Chevrolet Silverado EV.

The two have been unveiled in near-production concept form, with both due to enter production in 2027.

They will be based on a body-on-frame platform that's said to be completely unrelated to the Volkswagen Group's MEB and PPE architectures for electric cars, with 800V electricals.

The batteries and electronics will be supplied by Canadian firm Magna. 

Originally conceived as a pure-electric revival of the original Scout models, made between 1960 and 1980, the pair will now be offered with optional petrol range-extenders.

Michigan-based Scout said this is down to both a downturn in interest in EVs, coupled with buyers “expressing concerns about the ability to recharge while on the road”.

With the range-extender equipped, the Terra and Traveler will be capable of driving more than 500 miles between fill-ups, up from the standard 350 miles. 

Scout has yet to confirm a battery size but has said its platform can support charging at rates of up to 350kW. 

The Traveler and Terra offer a dual-motor, four-wheel-drive powertrain, putting out a combined 1000lb ft of torque, giving the SUV a 0-62mph sprint time of just 3.5sec.

Visually, the pair retains their forebears' bluff-edged styling, with a long bonnet and a well-defined shoulder line.

Short overhangs, reinforced bumpers, skidplates and body-on-frame construction are said to make them “multi-use tools” and “helpful companions”.

Scout design chief Chris Benjamin said the brand's cars “should always enable the customer to do the things they want to do and make their experience easier, better, faster”. 

Inside, the two cars are said to be  “reminiscent of the original Scout II” but with modern amenites. The central infotainment touchscreen is placed above an array of physical toggles and switches that control functions such as the climate control, for instance.

Both cars are capable of over-the-air software updates and remote diagnostics.

“Two years in the making, the day has finally come to share the next generation of Scout vehicles with the world,” said Scout president and CEO Scott Keogh.

“The original core idea – rugged, versatile vehicles capable of off-road adventure and family duty – is more relevant than ever.

"We couldn’t be prouder to revitalise this iconic American brand, create thousands of American jobs and put American ingenuity back to work.”

Prices for both cars are expected to start below $60,000 (£46,000), and incentives in the US will leave them closer to $50,000 (£38,500), Scout claimed.

Both the Traveler and Terra will be made at the firm’s new-build factory in South Carolina, with the Volkswagen Group planning to gradually ramp up output to 200,000 units per year.

Flagship 5 Series has turned PHEV and promises to be BMW's most extreme super-saloon yet Certain cars just define a genre. It’s the Golf for hatchbacks, the MX-5 for roadsters and probably the BMW M5 for super-saloons.But where a current-gen Mazda MX-5 is still a fundamentally similar car to a Mk1 from 1989, the M5 has always been a shape-shifter. At the launch for the new G90 M5, BMW put on a spread of historic M5s for us to drive. Aside from a dozen browser tabs of E34 M5 classified ads, the first thing I took away is that the new M5 is a very, very different car from a 1985 E28. Next to the compact, understated, manually shifted and deliciously slippy original, the latest fast Five might as well have come from a different galaxy.That’s not the salient point, however. More pertinent is that the M5 has always been a technical showcase, and back in 1985 that meant putting a race-derived straight six into an unassuming sports saloon; for the E60 M5 in 2005 it meant a 9000rpm V10, a single-clutch automated manual gearbox and a novel user interface concept; for the F10 M5 in 2012 it meant abandoning 28 years of naturally aspirated engines and embracing turbochargers; in 2018 it meant using four-wheel drive for entertainment rather than stability and understeer. For the F90 M5 in 2024 it means going all-in on plug-in hybrid powertrain technology.

Second generation of AMG's flagship super-sports car gets four seats, four-wheel drive and a plug-in hybrid option In a way, the mere existence of the Mk2 Mercedes-AMG GT is cause for cheer in itself.The senior sports car class has always been a challenging place in which to do business. This is partly because one member of the gang, the Porsche 911, is almost too popular. There are other, more wide-reaching reasons why there are fewer serious performance coupés around now than in the past, but it all amounts to the same thing: less choice.In recent times, Jaguar’s F-Type has fallen by the wayside, as has Audi’s R8. The V8-fired Lexus LC has also been retired. None has a replacement on the horizon.AMG’s decision to reprise its long-snouted, big-hearted flagship should be welcomed with open arms, then – even if the price has dramatically risen and the original AMG GT recipe somewhat diluted in the pursuit of, yes, 911-rivalling breadth.We will delve into the details in a moment, but the new layout is notable for having back seats and front driveshafts, neither of which the hell-raising Mk1 GT possessed, for better and for worse.What we really want to know is whether AMG has managed to maintain the energy and vivacity of the old car while taming its more wayward impulses and furnishing the new car with more grand tourer-typical, long-distance appeal. It is a tricky balancing act but, if achieved, would result in a knockout product. The range at a glanceModlesPowerFrom63 4Matic+577bhp£162,10563 S E 4Matic+ Performance805bhp£177,71563 Pro 4Matic+603bhptbcAt launch, the 577bhp 63 4Matic+ we're primarily talking about in this review was the entry point into the GT range. Since then, AMG has also added the GT 55, which uses the same engine in a lower state of tune, and the four-cylinder, rear-wheel drive GT 43.You can, of course, also have much more power, in the case of the hybrid 63 S E 4Matic+, or more intent, if you opt for the incoming 63 Pro 4Matic+, which brings a little extra power and torque, plus upgraded cooling, aerodynamic tweaks and a slight weight reduction. It’s billed as the track-day GT but to our eyes is still some way short of, say, Porsche’s 911 GT3 in terms of on-paper appeal.

Advanced pack will be launched next year and give hybrid owners a “BEV-like” experience

Tech firm CATL has developed a new battery pack that is claimed to give plug-in hybrids as much as 249 miles of electric range.

This figure, produced by the Freevoy Super Hybrid Battery, beats some fully electric cars such as the Peugeot e-208 and new Skoda Elroq.

Developed specifically for PHEVs, the pack also increases charging capability and cold weather efficiency compared with packs fitted to current cars, says CATL (Contemporary Amprex Technology Limited).

It will be launched next year and give hybrid owners a “BEV-like” experience, the Chinese firm claims. The first models to use it will be from Li Auto and Changan’s Avatr and Nevo brands, with other manufacturers set to follow, according to CATL.

It is the third pack launched by the tech firm, the other two being for fully electric vehicles. Clients include Volvo, BMW, Ford, MG and, its biggest customer, Tesla. 

CATL’s latest creation uses a sodium-lithium chemical compound to balance energy density. This allows it achieve a maximum range of 249 miles, the firm claims, although it has yet to provide details of the size or energy capacity of the new pack used in its example. 

This claimed figure is thought to have been calculated by the favourable China Light-Duty Vehicle Test Cycle. It is almost three times higher than the PHEV with the best electric-only range on sale, the Polestar 1, can currently offer: 93 miles via the European WLTP standard.

CATL says the new battery has been designed to meet the growing demand for PHEV models that rely more on the electric motor than the combustion engine for propulsion.

One of the key breakthroughs in the Freevoy battery is its ability to charge quickly. With a 4C charging rate, the battery can achieve 174 miles of range after just 10 minutes of charging, says CATL.

This development comes in response to what CATL sees as a critical gap in the market: many existing PHEVs offer relatively small battery capacities, forcing frequent charges and, thereby, reducing the overall lifespan of the battery when the vehicle is run in electric mode.

“Many hybrid drivers want to use more electricity and less fuel, but current [PHEV] models often prioritise the [combustion engine],” a CATL spokesperson said. “Our new battery addresses this by extending electric range and providing faster charging, while also performing well in extreme temperatures.”

The Freevoy battery is built to operate in temperatures as low as -40°C and maintain charging functionality at -30°C. CATL says users can expect a charging experience comparable wth normal temperatures at -20°C. 

SUV teased with fresh LED design; likely to be revealed at next month's Los Angeles motor show

Kia will give the Sportage SUV a chunky visual update, bringing it in line with sibling models such as the Sorento and EV9.

The new look of Kia's most popular model in the UK (it has taken some 37,000 sales this year so far, more than double the Niro in second) has been teased by the brand in Korea.

Those images show a new headlight design that interprets cues from both the new Sorento and the EV9’s 'Starmap' lighting signature. The Sportage also gets new rear lights too. The rest of the design, however, appears to remain relatively unchanged.

Little else has been released about the updated Sportage, but reports suggest it's likely to adopt a tech-focused interior inspired by its electric siblings, such as the triple-screen infotainment arrangement found in the upcoming EV3. 

Underneath, the Sportage is currently offered with a range of hybrid and plug-in hybrid set-ups, which will likely continue with the facelift.

However, Kia might look to slim down its offerings (like rival Vauxhall has done with the updated Mokka), for example by dropping entry-level, £29,390 2 trim or the option of a manual gearbox.

The facelifted model will likely also bring with it an inflated starting price, that would push it past the £30,000 mark. Its top-end £45,775 price for the GT-Line S PHEV, is also bound to increase.

Given the timing of the teaser, the updated car is expected to be revealed at the Los Angeles motor show next month, before going on sale in early 2025.

Details regarding UK sales have yet to be announced, Kia told Autocar.

Family haulers aren't restricted to MPVs any more. These are the 10 best seven-seaters you can buy today

Do you have people, things and people with things to move? A seven-seat car is the simplest and best solution to your problem.

A decade ago, this market looked slightly frumpy, due to the MPV. But today, most of the best seven-seaters are fashionable SUVs, meaning you won’t feel silly in the school car park.

Some cars on the list have a third row best suited for occasional use and massive boots. Others can comfortably carry a group of adults but sacrifice some luggage capacity. A few manage to do both. 

Despite its age, we think the Volvo XC90 is still the best seven-seater on sale in the UK today. This is thanks to its blend of practicality, technology and material quality, but it's also great to drive. 

Our list features several other great seven-seat options, so read on to find out which cars can challenge the Swedish stalwart.

Factorial's batteries are said to have an energy density of more than 390Wh/kg

Fleet of modified Dodge Charger Daytonas will be used to validate performance of Factorial batteries

Stellantis will start road testing solid-state batteries made by American start-up Factorial in two years.

Factorial’s solid-state cells are said to have an energy density of more than 390Wh/kg, a marked improvement on the approximately 270Wh/kg of many current lithium ion batteries. In real terms, that means electric cars with solid-state batteries will possess significantly longer ranges and reduced weights compared with today’s cars.

Stellantis will fit a fleet of Dodge Charger Daytonas with the Factorial batteries in 2026, validating their performance and durability in real-world conditions. 

The firm said cars based on the STLA Large platform (from Alfa Romeo, Maserati, Jeep, Dodge and Chrysler in the D- and E-segments) will be prioritised for the batteries.

The race to sell a production car with a solid-state battery is hotting up after years of manufacturer announcements about them – and missed deadlines.

MG owner SAIC recently announced that it will start equipping cars with the technology next year. Its IM L6 saloon uses a semi-solid-state pack that gives it a range of 497 miles between charges.

Nissan has said its first solid-state EV will arrive in 2028 with batteries that are around half the size and weight of today’s lithium ion pack of an equivalent capacity.

Toyota is aiming to commercialise solid-state batteries in 2027 or 2028.

Chinese manufacturer Chery has said its solid-state batteries (with an energy density of 600Wh/kg) will be ready for production in 2026.

The Volkswagen Group earlier this year announced that its PowerCo battery manufacturing arm has agreed to mass-produce solid-state batteries from American firm QuantumScape.

But not all manufacturers believe that they are the silver bullet they have long been touted to be. Mercedes-Benz technology chief Markus Schäfer said earlier this year that solid-state “may not be necessary” because of “unexpected” progress with lithium ion cells.

“So many people have worked on the conventional cells, making them so much better,” said Schäfer.

There are now thought to be 500 LPG filling stations, down from nearly 2000 at the fuel's peak

Cheaper, cleaner fuel falls further out of favour despite its advantages

Two decades ago, drivers were being encouraged to swap to a cleaner way of fuelling their cars.

Liquefied petroleum gas, or LPG, came with generous tax incentives, slashed running costs and an expanding network of pumps at which you could top up. But now the government grants are long gone, the number of LPG-friendly filling stations is declining, aftermarket conversions are disappearing and just one car maker offers factory-fit LPG systems. Has LPG had its day?

Dacia doesn’t think so. The Romanian car maker, which offers a Bi-Fuel powertrain as an option for its Duster and Sandero, says it’s still good business, making up around 10% of its total sales. “We’re sticking with LPG because it’s perfectly in line with what Dacia customers look for: easy, simple, efficient and affordable motoring,” said a spokesperson.

Despite the lower CO2 and particulate emissions from LPG vehicles, there are no longer concessions in low-emission zones so the savings to tempt drivers need to come from the fuel itself. Dacia says it is 40% cheaper to run a Bi-Fuel model even though the fuel economy is around 20% worse when running on LPG, but this saving will depend entirely on where you are able to fill up.

Website FillLPG maps the UK’s LPG refuelling points, including the latest prices. At the time of going to press the average is 97p per litre compared with £1.35 for unleaded, but sites close to motorways were asking £1.30 a litre. The cheapest is in Nottingham, at 78p – up from 64p in 2018.

However, there are now thought to be around 500 LPG filling stations, compared with nearly 2000 at the peak of the fuel’s popularity. Since companies such as Shell, BP and Morrisons chose to remove their pumps, drivers have had to seek sources off the beaten track – for example, in industrial sites and caravan parks. These are often only open for limited hours, too.

A spokesperson for Liquid Gas UK, the suppliers’ trade association, said: “There are over 70,000 LPG autogas vehicles on the road in the UK today. However, with the government focus on electric vehicles we have seen a decline in the number of conversions. While the number of public refuelling points has reduced, there is still a good spread throughout the UK. It still offers greener and cleaner motoring as a transitional fuel until electric cars or other alternatives are more viable.”

Independent 4x4 specialist Gloucester Land Rover would regularly fit LPG conversion kits, but boss Russ Knight said these types of jobs have declined: “We used to be asked to fit LPG systems all the time, but I can’t remember the last time I saw one.”

He puts its decline down to the improvements in diesel technology: “I think this is because the newer diesels in 4x4s are leagues ahead of the old ones in terms of performance and refinement, so you can have diesel economy without it feeling like a punishment. And the LPG filling stations are disappearing. No one wants to drive miles out of their way to fill up at a caravan park.”

Tom Barnard

With prices starting around £15,000, the V10 Audi RS6 is actually our cheapest option – to buy, at least...

We pit desirable brand-new cars against more alluring, yet risky, used alternatives for the same price

I know what you’re thinking: we’ve really lost the plot this time. A Hyundai taking the fight to a Porsche?

A Kia SUV versus a full-fat Range Rover? A 572 bhp V10 up against a PHEV? Surely not.

On the surface this lineup almost seems like a fever dream. But dig a little deeper and dare we say, they almost make sense.

Do you pick the sensible brand-new car or the more alluring yet risky used one for the same price? It’s a quandary no pub argument has ever solved, but we think we some answers. 

Porsche Taycan vs Hyundai Ioniq 5 N

One of the cars you see here is built by a manufacturer steeped in high-performance tradition and bears a badge that sits at the top of most brand analysts’ ‘most wanted’ lists.

The other has been engineered by a firm that not that long ago was best known for its sensible model line-up, affordable pricing and lengthy warranties. Worthy? Yes. Desirable? Erm, nope. Simply put, never the twain shall meet.

But dig a little deeper and you’ll find a mixture of depreciation and bold ambition that means the two protagonists here have more in common than you might think, making them perfect sparring partners for a new versus used encounter.

You see, so volatile are the current markets for pre-owned motors and factory-fresh machines that buyers are having their heads turned in all sorts of directions towards cars they may never have previously considered opening their wallets for.

Let’s take Porsche Taycan as an example. Porsche’s pioneering EV set the standard for battery-powered driver’s cars when it burst onto the scene four years ago and it still represents a high-water mark today.

Yet despite the flurry of excitement and consumer interest around its launch, sales of the Taycan soon took a hit. Initially, buyers’ interest in the car was piqued, but then it quickly peaked.

The result is that used values have slumped as original owners load up the used market with their cast-offs. So you can now pick up an early and well-used Taycan (but still only four years old, remember) for as little as £40,000. That’s a slump in value of more than 50%. Ouch!

As for the specific car you see here, it’s from our long-term test fleet and was plucked from the price lists of Porsche’s Approved Pre-Owned scheme. It’s an entry-level, 23-plate Sport Turismo with around 10,000 miles on the clock.

When new – less than a year ago – it would have set its first owner back £80,255. And that’s before the inevitable options. Today? You could probably secure the keys to it for about £65,000. Double ouch!

At that price, it steps right into the crosshairs of one of the most exciting new EVs of the year: the Hyundai Ioniq 5 N, which can also be yours for £65,000. At first glance, the boxy Korean machine doesn’t look like much of a Porsche rival, but in reality there’s plenty of crossover.

With its raised roofline and large estate-style boot, the Sport Turismo provides a similar amount of family-friendly appeal to the Ioniq 5. Meanwhile, the Hyundai has Porsche-baiting pace and poise courtesy of its powerful dual-motor set-up and highly honed suspension. Essentially, with their mix of poise and practicality, this pair plough similar furrows.

Despite its sleek lines, muscular haunches and the lure of that Porsche crest on the bonnet, the Taycan has to give best to the hot hatch-infused Hyundai for immediate visual impact.

The standard Ioniq 5’s sharp-edged profile is distinctive enough, but throw in this N version’s racy bodykit, a large rear spoiler, vast 21in alloy wheels and some red pinstriping, and the peacocking Hyundai’s head-turning credentials are complete.

However, look past its pocket-rocket vibes and you will find the Ioniq 5 is a big car. Hyundai has done a good job of disguising the car’s dimensions, but parked alongside the Taycan, the N’s tape-measure-stretching proportions are clear. It’s taller than the Porsche, obviously, but what’s more surprising is that, at 1940mm, it’s only 26mm narrower.

So this is a car that will require you to breathe in on tighter roads. That said, the Ioniq better translates its external bulk into cabin space, with lots of room for five people and a larger luggage area.

What it can’t match is the Taycan’s exquisite finish and rich materials, even if the overall quality is high. The Hyundai doesn’t limit its numbers advantage to size and space, because it also has the upper hand when it comes to the performance stats.

With its dual-motor set-up, the Ioniq 5 N packs a frankly outrageous 641bhp (in short bursts; 601bhp is the standard tune). And with 568lb ft on tap, it generates enough torque to hold anyone’s attention.

So the performance is mind-bending, as evidenced by the 3.5sec 0-60mph time the car recorded when we road tested it (Autocar, 7 August).

If anything, the Hyundai feels even quicker than that in the real world, responding with such force and energy to your right foot that it’s hard to stifle an involuntary giggle.

And that’s before you get to the car’s ‘virtual’ eight-speed automatic transmission, which can be engaged at the tap of a steering wheel-mounted N button. It sounds gimmicky but in practice works freakishly well, providing just the right pause between ratios and a real sense of the motor ‘labouring’ when, say, you select eighth at 30mph and plant your foot fully on the throttle.

The mind boggles at how difficult this must have been to engineer, but the results are remarkably effective, creating an extra layer of connection between car and driver. The less said about the synthetic engine note that accompanies it, however, the better.

The Taycan can’t match the Hyundai’s ICE-aping high jinks or its firepower, but there is still fun to be had here. Entry-level guise means ‘just’ 402bhp and a 0-62mph time of 5.4sec, but the Sport Turismo never feels less than rapid, even if it can’t quite hold onto the red-striped coat-tails of the N.

If you want more performance, then privately advertised and higher-mileage examples of the 523bhp 4S are available for similar money.

Yet it’s the Taycan’s chassis that shines the brightest, its blend of composure and communication proving to be pure Porsche. On its standard steel springs, this Taycan rides with a suppleness that the Hyundai can’t match, particularly over sharper imperfections, where the Ioniq 5 N gets a little crashy. There’s real refinement here and the Porsche can effortlessly play the role of executive express.

Sharpen the adaptive dampers and the Taycan channels the spirit of the 911, feeling taut and alert as it responds crisply to slick and naturally weighted steering that has just the right rate of response.

Despite its size and weight, the Porsche is wieldy and agile, while the single-motor set-up delivers deliciously adjustable handling. The instant torque allows you to dial in as much or as little angle on corner exit as you like.

What’s more, it’s a doddle to access the Porsche’s wide dynamic repertoire because its various drive modes are just a finger flick away with the handy wheel-mounted rotary selector. By contrast, the Hyundai is an RTFM (read the f****** manual) kind of car.

As with the departed N-flavoured i20 and i30, interrogating the Ioniq 5 N’s dizzying array of set-up options is a bit of an Alice-down-the-rabbit-hole experience.

Not only can you fine-tune the Ioniq 5 N’s dampers, steering and electronic limited-slip rear differential, but there’s even the opportunity to tailor the torque split between the motors. Does sir require front-wheel drive only? Step this way. Perhaps madam would like rear-wheel drive today? No problem: just press this.

Still, the Ioniq 5 N gets the basics right. You don’t sit as low and snug as in the Porsche, but the figure-hugging seats are sited 20mm lower than the standard car’s so you now feel like you’re placed in rather than on the Hyundai. In its default settings, the Hyundai is as smooth and easy-going as the regular version.

Ramp up the drive modes and the N is transformed from mild-mannered to manic. It never truly shrinks around you, but the 5 N feels alive when pressing on, cleverly disguising its mass (a hefty 2235kg, which is 155kg more than the Taycan) to deliver real back-road balletics.

There’s bags of front-end grip and the body control is superb, enabling a fast, flat cornering attitude. Trailing the brakes into a corner delivers a real attitude change on corner entry, while that adjustable torque split allows a flourish (or rather more if you wish, although you will be taking up a lot of the road) of power oversteer.

Clearly, there’s a lot of computing power happening here and you can just feel the systems at work as they fight physics, but most of the time it feels natural enough.

Special praise is reserved for the steering, which is fast, well weighted and blessed with some gritty feedback. The same goes for the brakes, which are meaty in response and easy to modulate. Factor in those simulated gearchanges and you’ll be grinning from ear to ear as you blast from A to B.

Is it as good to drive as the Porsche? Yes, but in a different, more energetic and rabble-rousing way. It lacks the Taycan’s ultimate balance and precision, but it counters that with greater chuckability and an infectious sense of mischievousness and fun.

How about the sensible stuff? The Porsche is a used car after all, albeit a relatively lightly used one. But you’ll still be covered by the new car warranty and an eight-year battery warranty, and so should avoid any big bills. The Hyundai is still too new to judge its ultimate durability, of course, but the standard car’s record appears fairly blemish-free, plus all models are covered by the brand’s excellent five-year guarantee. But it has yet to undergo the inevitable early hit of devaluation that the Taycan has already suffered with.

So overall, this is a close call. Ultimately, we would be happy with either of these cars, each of which proves that keen drivers needn’t mourn the demise of ICE.

However, by the width of a 275-section Pirelli, we’d plump for the slightly greater bandwidth and fun-loving charm of the remarkable Ioniq 5 N. So Hyundai beats Porsche. That’s a sentence I never thought I’d write.

Volkswagen Passat vs Audi RS6 Avant

The fast-estate class is changing, erm, fast. Ever-tightening emissions legislation is having a profound effect on lightning-fast load luggers, with the result that many car makers are looking to electrification to ensure they can still deliver a compelling blend of space and pace.

For example, the latest Mercedes-AMG C63 is a plug-in hybrid, as is the forthcoming BMW M5 Touring. And you can bet your bottom pfennig the next Audi RS6’s brute force will be battery-assisted.

Yet this adoption of electricity isn’t limited to models that now require a six-figure entry fee. For example, Volkswagen has just pulled the covers off its swiftest and most spacious plug-in Passat estate ever. Packing 268bhp and an injection of attitude from the brand’s high-performance R division, the eHybrid R-Line can be yours for £51,170.

That’s a price point that offers up a number of tempting pre-owned options.

However, if we’re talking machines that combine space and speed, then it’s Audi’s RS models that set the template. The Porsche-fettled RS2 celebrates its 30th birthday this year, while the larger RS6 has long been considered the daddy of them all. At this budget the 2013 ‘C7’ generation would be a good catch, its mix of modernity and understated styling arguably making it the RS6 peak.

Yet as we face down the possible extinction of combustion engines, there’s a strong temptation to go out in style, which is why the earlier C6 and its ludicrous twin-turbocharged 5.0-litre V10 (you know, the one that started life in the middle of a Lamborghini Gallardo) gets the nod.

For the brave, prices start at a ridiculously low £15,000, but an example like our immaculate 20,000-miler (borrowed from Audi UK’s heritage fleet) would leave a near Passat-sized hole in your wallet. Either way, you would probably want to spend a little less and bank the difference for running costs, but we’ll come back to that.

With a rippling 572bhp and Quattro four-wheel drive, the RS6 clearly has its box-fresh rival beaten for pace and performance theatre. It brings a sub-5.0sec dash to 62mph and a soundtrack that’s clearly been refined for everyday use but has enough of the Lambo’s operatic vocals to keep things interesting.

Even so, with 295lb ft of electrical assistance from its front-mounted motor, the VW isn’t disgraced, and in the cut and thrust of modern traffic its instant response means it rarely loses sight of the Audi, even if it lacks that car’s intoxicating top-end rush and appetite for revs.

Throw in some corners and the gaps diminish further, the Audi’s muscle and all-four traction countered by the Passat’s greater sophistication and compliance.

No matter which way you cut it, the Audi’s ride is firm, and while mid-corner bumps don’t throw it off line, progress can get crashy. Its weighty, hydraulically assisted steering requires real muscle, while almost all 10 cylinders of that firecracker of an engine hang out over the front-axle line, blunting the Avant’s agility. There’s no escaping it: this feels like an old car.

The VW is softer and its ultimate body control not as assured (even with the adaptive dampers turned up to 11), but like all models underpinned by the brand’s MQB architecture, there’s reassuring precision and poise. It rides better too, while its lighter controls and slick DSG gearbox make it the most easy-going everyday companion. And that’s before you factor in the silent and zippy 70-odd miles of EV running.

There are further gold stars for the Passat when it comes to practicality, because it offers the most rear leg room, more handy storage and a vast 1760 litres of boot space with the rear bench folded flat (the Audi offers 1660 litres in the same configuration).

On the plus side, the RS6’s interior still feels special and its use of physical buttons makes it easy to navigate the very dated infotainment. By contrast, the VW’s 15in screen is packed with features, but it’s so vast it acts as something of a distraction, while many commonly used functions are still buried in sub-menus.

Okay, so what about those running costs? We’re not going to sugar-coat it – the Audi will test the outer reaches of your overdraft. For starters, that V10 engine barely fits under the bonnet, so even simple jobs require hours of costly labour, while its massive torque means you should change gearbox fluid every 20,000 miles.

You will need to budget at least £1000 for a set of tyres, the same again for brakes and, you guessed it, another grand for a major service. Oh, and even if you drive as if your right foot were full of helium, you’ll struggle to hit 20mpg. The Passat? A claimed 694mpg…

No matter which way you cut it, the VW is the sensible choice, and this new ninth-generation version is the best yet. Spacious, classy, hugely efficient and good to drive, it covers all the family car bases. Problem is, it hasn’t got a V10. 

Kia Sorento vs Range Rover

The push for premium means that almost every manufacturer looking to turn a profit now endows its products with a heavy dose of upmarket appeal.

Eye-catching exterior design is matched to an interior dripping in soft-touch plastics, cool metallic trim finishes and taut fit and finish, all of it pitched at buyers with carefully curated lifestyle ads that try to convince them they are getting a car that’s a cut above.

Few brands have so quickly and convincingly made the leap from the mainstream as Kia (and sibling firm Hyundai), with its larger SUVs leading the charge for style and sophistication.

These days it’s no longer a stretch to mention the Korean machines in the same breath as BMW, or argue their case against an Audi. But a Range Rover rival? Really?

The thing is, Kia’s speedy ascent of the ranks has come at a price. Literally. An entry-level version of its recently refreshed Sorento will set you back £41,995, while a fully loaded flagship 4 with plug-in hybrid power is a whisker under £56,000.

For that amount you can pick up a late example of the previous-generation (L405 to the spotters of Solihull’s finest) Range Rover with as little as 20,000 miles under its wheels.

An earlier car like this immaculate one-owner Autobiography with 75,000 on its digital odometer and supplied by specialist dealer Heel & Toe Cars (run by bona fide car nuts Christian and Billy. You’d like them) is around half that amount. Tempting? You betcha.

Thanks to its recent mid-life refresh, the Sorento gives surprisingly little away to the Rangie when it comes to arresting kerb appeal – although it’s a shame the Kia doesn’t have quite the impact of the firm’s bold EV9.

The L405, by contrast, is ageing gracefully, its aristocratic lines giving off a classier and more understated vibe than the current car’s rather more aggressive posturing.

It’s a similar story inside, where – old-fashioned infotainment aside (although post-facelift 2017 cars get JLR’s Pivi Pro set-up, meaning tech-heads will struggle to choose between the Range Rover and the Kia when it comes to slick-looking screens) – the Range Rover still feels fresh. And luxurious. Very luxurious.

Good though the Sorento’s rich materials are, it can’t match the big Brit’s feel-good factor. Soft leather covers the seats, while lustrous wood veneer is smeared across the dashboard: this is the very definition of club-class luxury.

That feeling is enhanced with this car’s executive rear-seat package that features a pair of adjustable seats separated by a wide centre console that houses controls for the climate control and audio.

There’s more space in the Kia, mind, plus the added bonus of a third row of seats that can be unfolded from the boot floor.

On the move, there’s little to separate the two in terms of the refinement or ease of use. Both cars keep wind and road noise to a minimum, while the Sorento’s plug-in powertrain only ever makes itself known when extended.

You can, of course, have petrol-electric power on the Rangie, with the P400e coming closest to matching the Kia’s blend of pace and parsimony. Both offer around 30 miles of EV range and in day-to-day use will return a decent 40mpg (more if you can plug in frequently).

There are also regular hybrid and old-school diesel options for the Kia, but it can’t match the engine line-up of the Range Rover, which can be had with V6 and V8 diesel power, as well as a supercharged V8 like the one in our car.

It’s not an efficient option, but we would be lying if we said we weren’t seduced by its effortless turn of speed and distinguished soundtrack.

Regardless of engine choice, the Range Rover is hard to beat for comfort and unruffled progress, its long-travel air springs allowing it to float where the Kia fidgets.

The flipside is that the more tautly suspended Sorento handles with greater precision and less roll, although the Rangie hardly disgraces itself. And if you do want to head off the beaten track, this British institution remains the best 4x4 by some distance.

So far, so closely matched. However, you will have probably notice we haven’t touched on reliability or running costs yet. The truth is, old Land Rover products don’t have the best reputation for dependability, with the daily occurrence of dashboard warning lights a way of life for many.

Yet at this price point you will be able to bag a late and lightly used car, plus if you purchase through Land Rover’s approved used scheme there’s the lure of finance deals and a year’s warranty.

It’s not the seven years of cover that Kia offers, but it will help take some of the risk out of a pre-owned Rangie.

As with all of our contenders, the new versus used choice is really a head versus heart decision. The Kia is far from embarrassed in this encounter, offering 90% of the Range Rover’s abilities with lower running costs and greater long-term peace of mind.

However, we would take a deep breath, cross our fingers and enjoy the unique sense of style, luxury and well-being only the Rangie can offer.

Japanese supplier THK's LSR-05 concept demonstrates what's possible with in-wheel motors

In-wheel motor maker Protean reckons it will be a £17 billion market by the middle of the next decade

On a corner of the Renault Group stand at the recent Paris motor show stood the perfect use case for in-wheel motors. The company had stripped the body panels from its new Duo/Bento quadricycle – the replacement for the Twizy – and a large caged area between the rear wheels, incorporating the e-axle with an electric motor and driveshafts, was visible. 

Without that, the Bento van version could have repurposed the space to vastly increase its luggage capacity. Or it could have been a usable boot for the Duo passenger model.

In the next hall, Japanese supplier THK had brought a concept vehicle created by famed ex-Nissan designer Shiro Nakamura that showcased exactly what could be achieved if you did fit in-wheel motors. Without an e-axle, the boot was deep and roomy in a way that few EVs have so far been. “Putting those functions in the corner of the car means the entire size [of the] automobile can be fully used for other purposes like roominess or comfort,” Nakamura told Autocar.

In-wheel motors have shown promise but commercial applications have been few and far between. They featured in the innovative Nissan Bladeglider sports car, which remained a concept. They were to have powered the doomed Lordstown electric pick-up, supplied by Slovakia’s Elaphe. The Dutch Lightyear solar car was also to have used Elaphe in-wheel motors before it too succumbed to financial realities.

So far, commercial uses have been confined mainly to electric bicycles or e-scooters but the as yet untapped promise for bigger vehicles is coming closer to reality.

Competitors to THK and Elaphe include the UK’s in-wheel motor champion, Protean Electric, which has just launched its fifth-generation version of the technology.

Meanwhile in Germany, start-up DeepDrive has received investment from BMW as well former Audi and Volvo technical head Peter Mertens, who is also an advisor.

Over in Korea, Hyundai Motor and Kia are working on the ‘Uni Wheel’ system that it calls a ‘paradigm-shifter’ for its ability to free up space, either for luggage or more batteries. 

In-wheel motors are starting to move out of the prototype phase. Protean owner Bedeo has used them in a kit to convert classic Land Rover Defenders to electric. The company’s technology has also been used to create a plug-in hybrid version of the Fiat Ducato-based Trigano motorhome, with the existing rear wheels switched out for ones with in-wheel motor hubs that add electric drive and energy recovery. And in the US, a lorry trailer company is using them to harvest braking energy to feed new electric refrigerating units that replace diesel versions.

In China, state-owned car-making giant Dongfeng is testing a four-wheel-drive version of its Fengshen E70 saloon that uses Protean motors at the rear to create a second driven axle without a major overhaul to the car’s engineering. Protean’s factory in Tianjin, China, has the capacity to build 5000 motors annually.

All of the in-wheel motor makers tout their differentiating features. For example, THK’s Enemo variable-flux motors, pictured below, decouple the stator in a version of cylinder deactivation to avoid the problem of creating electricity at high speed. DeepDrive’s set-up has a dual-rotor system, with the stator driving both rotors and increasing the torque to a claimed 1770lb ft, even more than the 1500lb ft Protean measures from its 138bhp motor.

Unsprung weight (weight not controlled by the suspension) is an issue with in-wheel motors, with THK’s system weighing 80kg per corner, DeepDrive’s 60kg and Protean’s system a comparatively flyweight 39kg, according to the company.

THK’s system is aimed at a more premium market, with 800V capability and 125bhp per corner. In the LSR-05 concept car, the company paired the system with adaptive dampers to try to offset any negative effects from the weight disadvantage. Protean and DeepDrive say they’re ready for more volume cars, with the potential weight saving from the more compact packaging as well as lower transmission losses helping to increase electric range.

Advantages such as individual torque control per wheel come into the category of ‘nice to have’ rather than a big sales pitch. “It's a free gimmick, frankly,” Andrew Whitehead, Protean Electric's CEO, told Autocar. The weight saving, packaging and potential range increase are the key selling points to car makers. Elaphe reckons they increased range from the same battery pack by 36% with better vehicle packaging and fewer transmission losses.

It's still a hard pitch, given that everyone is trying to cut costs. “Trying to convince an auto maker to use something that’s even more expensive is almost impossible,” said Whitehead. “We have to provide two in-wheel motors at a comparable cost with an e-axle, with its inverter, a motor, gearbox and driveshafts.”

Providing a system cheap enough for Renault to install in something as low cost as the Duo two-seater seen at the Paris show is not yet viable for Protean. However, it does believe it can compete with 800V set-ups with pricey silicon-carbide invertors.

“Electric axles have been riding down that cost curve for the last 15 years. We're still at the top end,” said Whitehead. “We will start to come down over the next five to 10 years and then be able to compete with an increasingly large segment of the market.”

Protean reckons by the middle of next decade, in-wheel motors will be a €20 billion (£17bn) market globally, but before that can happen, car makers need to be really convinced the tech can become a viable alternative.

Ideally, they will build platforms to take full advantage of the packaging benefits. “To be convinced, the OEMs need to think of a world where you're not propelling the vehicle with e-axles: you're propelling it just with in-wheel motors. The end goal has to be clear,” said Whitehead. Plenty are testing the product right now, Whitehead said, without giving more detail.

THK reckons European car makers are the perfect target, more so than its native Japan. “In Japan, we have certain interests in new technology but we are more conversative,” CEO Akihiro Teramachi told Autocar at Paris. “In Europe, they are more open to new features.”

Signature styling started with the 4/4 in 1936

Flagship roadster will be replaced with an all-new sports car late next year

Morgan will end production of its Plus Six, the higher-powered, six-cylinder version of its two-tier ‘Plus’ range, early next year and replace it with a new flagship that ushers in a fresh design language for the British brand.

The Plus Six’s departure will be marked by the Plus Six Pinnacle, which will be limited to just 30 examples and adopts design cues from the striking Pininfarina-styled Midsummer that was unveiled earlier this year.

Morgan will also use the £96,995, 3.0-litre straight-six-powered Pinnacle to demonstrate its expanding bespoke programme, which will offer what Morgan calls “almost limitless” options.

The replacement for the Plus Six, insiders have revealed to Autocar, will arrive late next year as a two-seat sports car that will not use the traditional ‘wing silhouette’ of today’s four-wheeled Morgans.

The best-selling four-cylinder Plus Four – which has recently been outselling the Plus Six by roughly two to one – will be left to continue the brand’s traditional vintage styling, which started with the 4/4 back in 1936.

The company has previously signalled its interest in producing a model that advances its vintage look into what design chief Jonathan Wells calls “the jet age”.

For the new flagship, it seems more likely that Morgan will use lessons from the limited-edition Midsummer to produce a considerably more exclusive and upmarket model, clearly differentiated from the Plus Four, that will justify higher prices and more interest in the firm’s bespoke programme.

Some people inside Morgan have been calling for this move for some time as rivals take similar approaches, Autocar understands.

The new model is expected to continue to use the Plus models’ CX extruded-aluminium chassis, plus a version of the outgoing Six’s 3.0-litre BMW-derived turbocharged inline six, which currently makes 335bhp but is thought to be reliably capable of considerably higher outputs.

Even at its current power rating, a Plus Six can hit 60mph from rest in 4.2sec and exceed 160mph. Extra power, perhaps as much as 380bhp, could easily lift performance further towards supercar levels.

Q&A: Matthew Hole, Morgan's new managing director

How would you describe Morgan’s priorities?

“We need to continue broadly in the direction we’re travelling. But we have recently seen the success of Midsummer, our limited-edition project with Pininfarina, and I’d say we definitely need more of that. I have also had three years working with Jon Wells and his amazing design team, and I reckon they need to be unleashed a bit more on things you might not have expected.”

Does that mean different-looking Morgans in future?

“There’s definitely space out there for new models that don’t look the same as the Morgans of old – as long as we also meet the expectations of our traditional customers: that’s one reason we’re keen to maintain and expand our coachbuilding skills. Our cars’ underpinnings have come a long way, but there’s catching up to do with some of the exterior. Coachbuilding allows you a lot of flexibility.

Do we need more high-tech Morgans? 

“We’re in no hurry to dump a lot of forward-facing technology into the cars, especially if it doesn’t add to the analogue driving experience. We’ve been doing mostly subtle mechanical stuff, like enhanced ride and handling. We’ll probably continue on that line.”

Firm will look to avoid inflated import costs before it shifts production to Belgium early next year

Incoming European Union import tariff rises mean Volvo is considering shifting supply of its Chinese-built EX30 to non-EU markets, such as the UK, while it readies its Belgium factory to take over local market production early next year.

The crossover is currently the third best-selling electric car in Europe behind the Tesla Model 3 and Tesla Model Y but is currently manufactured in a plant run by parent firm Geely in Zhangjiakou, China. That means it is set to be hit by EU tariffs on EVs imported from China from 31 October onwards.

To avoid the tariffs, Volvo has already confirmed that it will start production of the EX30 at its factory in Ghent, Belgium, where the EX40 is currently made. Work is ongoing to prepare the facility and supply chain, with EX30 manufacturing slated to begin there in the first half of 2025.

Volvo CEO Jim Rowan said the tariffs present a “short-term problem” for Volvo with EX30 models sold in Europe and require the firm to either cut profits on the car or increase pricing. He hinted that could lead to a focus on markets outside the EU.

“We'll start [EX30] production at our Ghent facility in Belgium in the first half of next year and then ramp up through the gears,” said Rowan. “In the meantime, we can supply that car to many other regions which are not yet affected [by tariffs]: a lot of countries in South-East Asia, and the UK is an example of that.”

Volvo will launch the EX30 in the US after 2025, although cars will be supplied from Ghent due to the US’s stiff tariffs on Chinese-built EVs.

Despite the challenges of tariffs, a sales slowdown and higher interest rates, Volvo slightly increased its sales in the third quarter of 2024, with sales of electric and plug-in hybrid cars having doubled year on year, driven substantially by the success of the EX30.

Volvo’s high proportion of electrified sales means it is ahead of its fleet emissions targets in the EU and other markets, and the firm has acknowledged it could look to sell some of those spare credits to other car makers.

Volvo financial chief Johan Ekdahl said: “We are one of the reasonably few in a good spot when it comes to our EV penetration in terms of potential credits. That is a potential significant upside. We don't guide on specific amounts because it requires negotiations with other parties, and it's not something we'll rely upon for our financial ambitions – but there is a potential reasonably substantial upside.”

Seminal grand tourer reborn from scratch – with choice of modern features and 18-carat gold badges

Jaguar has put the E-Type back into (very limited) production to mark 50 years since the seminal GT's retirement.

The firm's in-house historic vehicles division, Jaguar Classic, has used original blueprints to build two new E-Types from the ground up for a client in Southeast Asia, revealing them a half-century after the final example of the original car rolled off the line in Coventry.

Designed to original Series I E-Type specification but inspired by the run-out Series III Commemorative Edition, they are the only 'new' E-Types ever to leave the Jaguar Classic workshop, said the firm. 

Both are drophead coupés, one finished in Signet Green and the other in Opal Black - both variations of colour schemes that were on the options list in 1974.   

They draw their power from the 3.8-litre straight six that powered the E-Type from 1961-1964, though now equipped with electronic fuel injection in place of the original's triple SU carbs and a five-speed, rather than four-speed, manual gearbox. 

Jaguar has not given a power figure, but no doubt it's up on the Series I's 265bhp. 

There are other subtle modernisation measures inside, where creature comforts including a Bluetooth radio and heated windscreen have been 'discreetly' integrated in a bid to enhance usability. 

In keeping with their highly exclusive positioning, the Commemorative E-Types are also fitted with hand-woven Bridge of Weir tan leather seats, an aluminium centre console engraved with an original E-Type design blueprint and knurled silver toggle switches on the dashboard.

Meanwhile, renowned Birmingham jewellery firm Deakin & Francis has refinished the 'growler' badges in 18-carat gold and mother-of-pearl. 

It has yet to be revealed how much the two 'new' E-Types will cost their owner, but it will be significantly more than Jaguar Classic's £315,000 'Reborn' E-Type from 2021 – a restoration rather than a 'new' car. Each took more than 2000 hours to build, said the firm.  

The Commemorative E-Types arrive not long after Jaguar ended production of the GT's spiritual successor, the F-Type. The XE and XF saloons have been retired, too, as has the E-Pace crossover, and the final units of the F-Pace SUV will roll down the line in Solihull over the coming weeks.

Jaguar will reveal a concept for its first new-era electric car – a sleek, luxurious GT – in December but will have no new cars on sale for around a year after that, instead focusing on aftersales and brand-positioning activities as it ramps up for an all-out electric reinvention in 2026.

Cropley tells Prior about meeting the new Morgan boss and talks to a prime Aston artist

This week Steve Cropley and Matt Prior spend quality time with the new Morgan MD, talk about visiting JLR Classic, talk to an artist about a brilliant new Aston Martin picture.

You can make sure you never miss an Autocar podcast by subscribing wherever you get your podcasts. And if you'd be wiling to rate and review the Pod, we'd appreciate it more than you know, too.

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

 

Honda joins the EV party, all new Ferrari F80 and the Tesla Robotaxi

In this week’s magazine we take a look at McLaren W1’s biggest rival, the Ferrari F80, Porsche’s 25th Anniversary GT3 911 model, Tesla’s Robotaxi and some more updates from last week’s Paris Motor Show. Plus, Honda boss Toshihiro Mibe claims the brand's time has come, as he shares plans for new EVs.

News

Steve Cropley interviews Morgan’s new Managing Director about  Malvern’s latest  model, the up market successor of the Plus Six. 

Hydrogen Fuel Cell projects continue to grow, along with interest in using them to power commercial vehicles but how feasible are hydrogen fuelling stations? 

Mark Tisshaw shares his Paris Motor Show diary, featuring exclusive insights from brand bosses. 

Reviews

Illya Verpraet shares his thoughts on Audi’s new compact executive saloon/estate, the Audi S5, which boasts new powertrain tech and a new four-wheel drive system.  

Are you thinking about hitting the track in your Mercedes-AMG GT? Then the new Mercedes-AMG GT 63 Pro 4Matic+ and its 4.0 litre twin turbocharged V8 engine was built for you. 

Porsche’s new super-saloon chases headline numbers with 772bhp, however the Porsche Panamera Turbo S comes with a hefty price tag. 

Also in the first drives section: Porsche Panamera GTS, Mercedes-AMG CLE 53 Cabriolet, Omoda E5, Kia EV6 GT-Line and the Lexus RZ 300E. 

We also road test the Ford Explorer, (5702) and the Volkswagen Golf eHybrid (5703). 

Features

Do you remember the last time you saw a Peugeot 508 PSE or its ancestor, the 505 GTi? Stephen Dobie compares the two amid Peugeot’s plans to create an EV 508. 

Ukrainian vehicle maker Torsus claims its buses are the world’s toughest heavy-duty off-road  people movers. Alex Goy finds out exactly why. 

James Attwood sits down with Honda boss Toshihiro Mibe as he reveals what’s in store for Honda’s barrage of bold new battery-powered cars.

Opinion

Steve Cropley heads to Jaguar Land Rover Classic to drive a few classic cars, shares some insights about the Renault Symbioz E-Tech, visits automotive artist Rev Adam Gompertz in Shrewsbury and heads to the British Motor Museum.

Matt Prior talks aviation, new car tech complaints and Elon Musk’s plans for Tesla. 

Used

Jaguar is retiring its seven year old E-Pace, Sam Phillips talks us through the features of the compact SUV and how to get one in your garage for a bargain. 

Also in the used section: My Car and I, Our Cars, Caught in the Classifieds and Head to Head.  

Convertible does 0-62mph sprint in 6.4sec...

Mini completes new line-up with hottest version of its petrol hatchback

Mini has completed the regeneration of its line-up with the unveiling of the new combustion-engined John Cooper Works hatchback and Convertible. 

Both cars use the same twin-scroll-turbocharged 2.0-litre in-line four-cylinder engine. It produces 228bhp, which matches the output of the outgoing John Cooper Works, and 280lb ft, which is 44lb ft more than previously, and is mated to the same seven-speed dual-clutch automatic gearbox as that in the Cooper C and Cooper S.

Despite the extra torque, the new John Cooper Works hatch is no faster from 0-62mph than its predecessor, taking 6.1sec.

This is most likely down to a combination of its gearing and an extra 35kg compared with its predecessor. The new model now tips the scales at 1330kg.

It is also 0.2sec behind the new John Cooper Works E, whose 255bhp electric motor pushes it to 62mph in 5.9sec.

The John Cooper Works Convertible is 1425kg (40kg heavier than the previous-generation car) and takes 6.4sec to hit 62mph.

Both are distinguished from their Cooper C and Cooper S siblings by a two-tone black and red livery, a more aggressive front bumper with air intakes across its flanks and a more open grille.

The giveaways at the rear end are a more prominent valance with a central tailpipe and a humped rear spoiler. The package is completed by 17in and 18in John Cooper Works-specific alloy wheel designs.

Inside, the dashboard is upholstered in black and red cloth with a chequered-flag pattern, and a sports steering wheel, with gearchange paddles, is fitted as standard.

Deliveries start early next year, with pre-registration prices starting from £31,200 for the hatch and £35,200 for the convertible.

New look, new platform, new powertrain tech, new four-wheel drive system and even new naming for Audi’s compact executive estate This is the new Audi A5, and that’s neither a typo nor the promise of some sort of coupé-based shooting brake. As you might have noticed, Audi is shaking up its naming structure so that all the odd-numbered cars have combustion engines while all the even-numbered cars have batteries and electric motors.After being known as the 80 for 25 years and the A4 for 20, Audi’s compact executive saloon/estate now prefers to be known as the A5 – and, as per tradition, there’s a faster version, with S for sporty.We’re focusing on the S5 because it’s the most interesting of the bunch and it’s the car I got the most representative time in on the launch, but there will be fuller tests of the normal A5 to come in future.

Kia's more rugged crossover is still a viable option, despite being outshone by the more popular Sportage There was a specific period in time the Kia Xceed was designed for during which the popularity of C-segment hatchbacks ebbed away in favour of SUVs of similar length but greater height. Perhaps, if a car was to embody the essence of a crossover, the Kia Xceed is it.With the benefit of hindsight, it’s remarkable how quickly the process occurred given the Mk3 Kia Ceed upon which the Xceed is, unsurprisingly based, fell off family car buyers’ shopping lists, leaping instead to the Sportage without their feet even touching this stepping stone.Ultimately, it’s for Kia’s product planners and motoring historians to ponder why that was, but surely that the Xceed merely looked like a more interesting design proposal for the Ceed rather than a model in its own right, can’t have helped.What also won’t have helped was the Xceed going on sale around the same time as the Ford Focus Active — a model far more profitable for its maker due to the bodywork being exactly the same, save for some clip-on chunky plastic mouldings.Save for the front doors, the Ceed’s bodywork isn’t at all interchangeable with the Xceed’s, even if its front-wheel drive-only underpinnings largely are.Even within Kia’s own range, the Xceed’s position seemed confusing, because at the time of its launch there were already three other SUVs in the line-up smaller than the Sportage — the conservative Stonic, the oddball Soul EV and the highly efficient range of Niro hybrids, PHEVs and EVs.Just like the Ceed, the initially broad engine range available for the Xceed included turbocharged petrols from 1.0 to 1.5 litres, a pair of efficient diesels and an interesting plug-in hybrid choice. Today, just the 1.5-litre T-GDi remains, with power subdued to just 138bhp.Are there any remnants of appeal within the Xceed that other Kias can’t touch or does its lack of a defined role continue to confuse would-be buyers?

Four-seat grand tourer brings yet more performance and luxury to the added-desirability super-saloon segment Porsche has been making Porsche Panamera grand touring saloons for more than two full model generations and 15 years now, and with its new top-of-the-range, ultimate-performance plug-in hybrid version, the Turbo S E-Hybrid, it has corrected an uncharacteristic oversight.There has never been a factory Panamera with a top speed in excess of 200mph - until now. For good measure, the flagship version has also become the fastest combustion-engined, four-seat, four-door production car yet to lap the Nordschleife.And that's just the top-tier version. These days, the Panamera's name alone evokes visions of epic, continent-crushing journeys crossing vast distances with a romantic spirit of adventure.And yet somehow the Panamera has, at times, felt like a car defined by others in the Stuttgart line-up. A four-door 911, you may remember, when it was brand new. More recently, it has been trapped in the shade of the similarly sized electric Taycan, which has mopped up both attention and company car sales. But Porsche, thankfully, is still committed to the concept of a petrol and now also petrol-electric sports saloon – hence the latest version.Porsche calls this Panamera the G3. In other words, it’s supposedly the third entirely new generation of the big saloon. You might say that’s overselling things, since it still builds on the one that came out in 2016. Evidently, Porsche disagrees and says there have been “significant modifications to the platform, body structure, drivetrains, chassis and software".It doesn’t matter a great deal, though, because the outgoing Panamera was still a very compelling car and this updated one has some serious technical tricks up its sleeve.We first sampled the new Panamera in Spain in early 2024 and have now had our first taste of it in the UK to see if that promise of wide-open adventure translates to our small island's crowded, pockmarked roads. We've also now tested latecomers to the range in the shape of the Turbo S E-Hybrid and GTS.

The Tesla Model Y was Europe's best-selling car overall during September

Tesla and Volkswagen drive EV sales boost, but struggling Stellantis drags overall car market down

Electric car sales increased by 14% across Europe in September, reversing a period of sustained decline in demand for EVs, but car sales were down across the board. 

Figures from industry analysts Jato Dynamics reveal that 212,197 battery-electric vehicles (BEVs) were registered in September - up from 186,380 in the same month last year. 

Jato attributes the uptick in EV demand to the success of various incentives across the region – France's EV tax reductions and Italy's state-backed scrappage scheme, for example – but was cautious on whether the upward trend will be sustained.

“It’s hard to say for certain whether BEVs will continue along this positive trajectory," said the firm's global analyst Felipe Muñoz. "But the monthly increase in registrations is welcome news – especially considering that consumers still have reservations about the adoption of electric cars.”

The increase comes amid widespread concern that organic consumer demand for electric cars is lagging well behind the projections that underpin Europe's regulatory pathway to phasing out combustion engines.

Tough new CO2 limits being imposed by the European Union from 2025 essentially mandate that car manufacturers achieve a 20-25% EV sales mix in the region, on the way to the EU's goal of ending ICE car sales by 2035.

In the run-up to last month's uptick, electric car demand had been lagging across Europe, to the extent that most mass manufacturers have extended the lifecycles of key combustion-engined models and adjusted timelines for electrifying their model ranges. 

Mercedes and BMW have confirmed plans to continue investing in combustion engines and platforms in the medium-term, Ford has acknowledged that its plan to go all-EV by 2030 was "too ambitious" and Renault Group CEO Luca de Meo recently called for "flexibility" to be built into the EU's new emission rules.

“The EV market has been surprisingly dynamic in the past few years, but it doesn't match the speed that is required to hit what they are asking us to do," he said in the summer. 

Even factoring in September's increase, electric vehicles still account for only around one fifth of the market - which, notably, was suppressed overall by 3%, or 40,000 units, year-on-year. 

The figures show that EVs accounted for 17.3% of EU car sales last month, up from 14.8% last year, but electric car sales are down 5.8% year-to-date, and their market share has fallen from 14% to 13.1%. 

Jato's figures show that Tesla was by some distance the most popular EV brand in Europe, with its Model Y and Model 3 the best-selling electric cars, notching up 28,876 and 14,695 sales respectively. The Model Y was also the region's best-selling car overall, outpacing the Renault Clio in second and the closely related Dacia Sandero in third. 

Behind the Teslas in the EV chart were the Skoda Enyaq with 9503 sales, then the Volvo EX30 with 7266. Volkswagen's ID 4, ID 7 and ID 3 were next, followed by the BMW iX1, Mercedes-Benz EQA and Audi Q4 E-tron.

Europe's automotive industry body the ACEA has revealed that car sales (excluding LCVs) dropped significantly in three out of the four biggest European markets: German sales dipped by 7%, Italy was down 10.7% and France's sales plummeted by 11.1%.

A significant factor in the downturn was a 17.9% decline in the sales of petrol cars, taking them from a 34% market share to 29.8% - behind hybrids, which had a 32.8% share. 

But Jato also cites the multi-brand Stellantis group's huge 25% sales dip – representing nearly 50,000 units – as "largely responsible" for the decline.

The company posted declines in 22 of the 28 EU counties, most substantial in Italy (34%) and France (17%), its biggest markets.

Jato's figures show that Citroën sales plummeted by 41% and Opel/Vauxhall was down by 24% - but Fiat was the worst-performing Stellantis brand, with a decline of 43%.

The Italian brand has extended a production pause for the electric Fiat 500e due to low demand and has paused production of the big-selling Panda supermini at its plant in Mirafiori, near Turin. 

Jato's Muñoz said: “Stellantis may see these results as an indicator that the time has come to refresh its offering and reposition its BEV line-up to ensure the downward trend doesn’t continue.”

Last month, Stellantis CEO Carlos Tavares appointed Alfa Romeo boss Jean-Philippe Imparato as the new chief operating officer of Stellantis in Europe, replacing Uwe Hochgeschurtz, as part of a move "to drive simplification and enhance organisational performance in a turbulent global environment". 

Volatile second-hand values could impact a market accounting for 80% of new EV registrations.

The ongoing slump in used electric car values could lead to higher lease costs and affect demand from company car fleets if incentives to stabilise the market are not brought in soon, warns the Association of Fleet Professionals (AFP).

Tax breaks for electric cars, coupled with businesses’ own sustainability targets, have led to a resurgence in company car schemes since 2020. 

According to the latest British Vehicle Rental and Leasing Association (BVRLA) data, 70% of new business contract hire (BCH) cars and almost 100% of salary-sacrifice deliveries were electric in the second quarter of 2024.

AFP chairman Paul Hollick said manufacturers are “pushing on an open door” with company car drivers, adding that that bluechip companies are introducing all-employee salary-sacrifice schemes to make the most of the available Benefit-in-Kind and National Insurance Contribution incentives for EVs – both of which are confirmed until April 2028.

“With the Benefit-in-Kind levels as they are, unless you’ve got a social environment where you’re trying to ferry around more than four kids, you’re probably going to take an EV at the moment. Employees are quite happy – even if they are job-need [cars] – being in an EV, having charge points at home and charging up,” he said.

“My biggest worry is residual values on cars, because most leasing companies aren’t making any money on EV remarketing. That will naturally start to be pushed into the lease costs to make sure they don’t experience the burn on the new fleet that they’re starting to put out.”

The BVRLA has raised similar issues, claiming limited historical data for EVs makes the forecasting of residual values a challenging task. Those values are used to calculate monthly rentals: a vehicle that depreciates quickly will typically be pricier to lease than one that retains more of its original value at the end of its contract.

In its latest Outlook Report, the association highlighted cap-hpi data showing a 57% drop in the values of used EVs at three years and 60,000 miles (a typical business contract hire term) in the 21 months to May 2024, adding that the influx of used EVs means this is unlikely to stabilise.

Some of the BVRLA’s leasing company members are strategically extending contracts, at reduced monthly rates, to control supply, while one has taken the additional step of partially insuring itself against the financial fallout of any future declines.

Hollick believes initiatives to support the used market, such as building consumer confidence in battery durability, are crucial to help avoid steep price hikes for new vehicles.

“Residual values impact the lease cost [the most],” he said. “Interest rates, if they change by 1% or 2%, don’t fundamentally change the overall cost of the lease. If the residual value drops by £3600 then, over a three-year lease, that’s £100 extra on the [monthly rentals]. If [values] dropped by 10-15%, that is a big number. Suddenly your monthly rental increases from £500 to £700 quite quickly.”

Seventh-gen roadster adopts latest hybrid tech for next-level performance boost Mercedes' decision to twin the seventh-generation SL with its second-generation Mercedes-AMG GT has opened the door to a whole new level of performance for the luxury roadster. And charging through that gap is the plug-in hybrid Mercedes-AMG SL 63 S E Performance.The SL is already available with a turbocharged 2.0-litre four-cylinder engine with 416bhp (called the Mercedes-AMG SL 43), as well as with a twin-turbocharged 4.0-litre V8 powerplant developing either 469bhp (in the Mercedes-AMG SL 55 4Matic+) or 577bhp (in the SL 63 4Matic+). But even by the standards of those sibling models, this version is a big step up.The S E Performance's twin-turbocharged 4.0-litre V8 and electric motor combo, worth a combined 805bhp, makes it the most powerful SL since the 'R230'-generation SL65 Black Series of 2008. Its hybrid system is also used by its fixed-roof sibling, the Mercedes-AMG GT 63 S E Performance.Performance PHEVs capable of fewer than 10 miles of EV range are few and far between. But the SL 63 S E Performance does go toe-to-toe with the likes of the PHEV Bentley Continental GT as well as the hybrid Porsche 911.

Prior dives head first into the burgeoning world of in-wheel electric motors

A company about to put 39kg electric motors into wheels has concluded, thanks to a study by Lotus Engineering, that unsprung mass – the weight that lives at the road end of your suspension – doesn’t matter a bit. 

This will be a surprise those of us who remember reports emerging frequently from down the corridor at Lotus Cars, celebrating every time they developed a new wheel that shaved 200 grams from each unsprung corner of an Elise.

Back then it mattered – but now it doesn’t? Hmm... My understanding, gained from the number of automotive engineers who have told me during the past three decades, is that reducing unsprung mass is an excellent thing to do because it’s easier to control the movement of a light wheel than it is a heavy one.

Not only is a vehicle’s body less deflected by it, but the wheel also returns to the road more quickly. Plus it has a lower rotational inertia, so the car accelerates and decelerates faster, too.

I thought that so long as the components are strong enough, there was no real downside to making the wheel/brake/hub combination lighter. And quite a lot of downsides to them being heavier.

And I have my own experiences: the revelation in agility when I first fitted lighter rims to my mountain bike; trying a Porsche Cayman with iron brake discs and then the lighter PCCB carbon-ceramics, with which it steered and rode much more easily; and the noticeable thump from the rear wheel of the still-excellent Maeving RM1 electric motorbike, which has a wheel-mounted motor.

It’s true that a heavier body is less easily deflected than a lighter one, and Protean is developing motors for vehicles weighing up to 5.2 tonnes, not Caterhams. But even so, either back then, or now, or both, somebody has been over- or under-egging this unsprung mass thing.

Shooting brake accounted for “a relatively small proportion” of Ceed sales

The Kia Proceed has been pulled from the Korean firm’s UK line-up after 16 years due to languishing sales.

Kia confirmed it was “rationalising” the Ceed model line to “focus on the most popular models”. The Proceed accounted for “a relatively small proportion” of Ceed sales, said the firm.

The Ceed – in both hatchback and estate forms – and Xceed will remain on sale, the latter accounting for 47% of all “Ceed family” sales in the UK.

The Proceed has been on sale in the UK since 2008, originally positioned as a warmed-up variant of the regular Ceed. In 2019 it was morphed into a shooting brake that pitted it against the likes of the Volkswagen Golf Estate.

However, sales have been slow in the UK since its reinvention with just 10,000 examples sold – around 60,000 fewer than the Ceed and Xceed combined during the same period.

In a statement, the firm said: “The Proceed has been an important model for Kia in the compact family car segment, emphasising Kia’s strengths for quality, practicality and eye-catching design. 

“However, right-hand-drive versions of the Proceed only account for a relatively small proportion of overall Ceed production and sales.”

Current Proceed orders will still be honoured, confirmed the firm, and cars are still available from stock.

Tightening emissions rules on the continent are set to follow blueprint of the UK's ZEV mandate

Stellantis has throttled sales of combustion-engined cars in the UK in a bid to hit government-mandated sales targets for electric cars this year and avoid paying fines.

That's according to the company’s new head of Europe Jean-Philippe Imparato, who added that the strategy will continue until the end of this year.

The UK’s ZEV mandate, which imposes a minimum of 22% electric car sales on manufacturers this year, is becoming a template for what will happen across the European Union next year, when tightening rules on average CO2 levels will force car makers to sell more EVs.

“You have to be compliant. If you are not compliant you're dead,” Imparato told journalists at the sidelines of the Paris motor show last week.

Stellantis is one of the closest among the big car makers to hitting the ZEV mandate targets for 2024, with EV sales running at around 20% after nine months, according to EV-focused analyst firm New AutoMotive.

Imparato confirmed that the target was achieved by reducing sales of combustion engines. “We lost three points of market share but we protected the profitability and we will be compliant,” he said.

The Stellantis brand most badly hit was Vauxhall, which saw sales fall 17% through September. That equates to around 12,500 cars, according to figures from automotive body the SMMT. The brand’s best-selling model, the Corsa, was down 31% in the first nine months, while sales of the Mokka small SUV fell 25%.

Stellantis has criticised the ZEV mandate for forcing car makers to sell EVs ahead of demand. “When you push 20% in the mouth of the consumer and the natural demand is 10%, it has a huge economic impact,” Stellantis CEO Carlos Tavares said at the Paris show.

Tavares promised a “correction” in the next few weeks to boost profits within the UK, without being specific. One option is to carry out a previous threat to close one of the company’s two van plants in the UK.

“When you are fighting for survival, you have to consider that everything is on the table and nothing should be excluded,” he said.

The UK has jumped the gun on European Union policy from 2025, when tough new CO2 limits are essentially mandating that car makers sell EVs totalling between one fifth and one quarter of all car sales. 

Stellantis, for example, has calculated that the EU’s call for a 19% reduction in the average CO2 figure to 93.6g/km will mean 24% of all its EU car sales will have to be electric in 2024, matching the UK requirement for next year.

“If you compare the curve of the ZEV mandate with the curve of CO2 in Europe, the UK anticipates what is written for Europe,” Fabrice Cambolive, CEO of the Renault brand, told journalists in Paris. “It's very interesting for us to see the same trajectory and to see what are the behaviours of the consumers, the companies and our competitors.”

The penalty for falling below the target is very high, with fines potentially reaching €13 billion (£11bn) if the car industry can’t find a way to move forward from its average figure in 2023, according to calculations from the bank Jefferies. 

The bank assumes industry CO2 figures for this year will be roughly similar to 2023, given the targets are the same. “The incentive this year is not to improve but to prepare to be compliant from the start of 2025,” said Jefferies analyst Philippe Houchois.

Currently the Volkswagen Group is the most exposed with a potential €7.3bn (£6.1bn) fine if it makes no improvement to 2023 figures, reducing to €2.6bn if its EV/plug-in hybrid mix rises above 30%, according to Jefferies calculations. Buying credits or pooling with other manufacturers, mostly likely Tesla, could address VW’s shortfall.

The UK’s decision to split from the EU and mandate a fixed amount of EVs this year has been a massive irritation for car companies, which haven’t been able to deploy planned cheaper models designed to appeal more to retail buyers. 

Instead, car makers have been forced to push through sales of the more expensive electric models they already have, resulting in big discounts and – in Stellantis's case - holding back sales of combustion-engined cars.

Some car makers, including Volkswagen, have called for a softening of the 2025 EU targets, and there’s still uncertainty whether the European Commission will respond. “Should BEV demand not show any signs of revival despite growing price discounts, we would not rule out a potential intervention by the EU to limit the financial burden on an industry that is already challenged on several fronts,” UBS analyst Patrick Hummel wrote in a recent note.

The potential watering down of the regulations has drawn the ire of Stellantis, which says it is ready despite the potential hit to company profits. “I don't have a real clear view on the regulation that will be applied in January 2025,” Imparato said in frustration. “On paper nothing changed, but in the corridors everybody is discussing. In November I have to lock January production.”

Stellantis has launched cheaper EVs, including the Citroën e-C3 and Fiat Grande Panda on the Smart Car platform, both of which would cost under €25,000 (£21,000) in EV form and which use the cheaper lithium-iron-phosphate (LFP) battery chemistry.

“We have the technology, we have the platforms, we have the products, we have the capacities," Tavares said. "We are ready to support. I don't ask for any kind of delay. We just ask for the stability of the rules.”

The world's most exciting custom motorcycles, from cafe racers to bobbers to scramblers and street trackers.

This 1971 Land Rover Series IIA is a hot-for-yore millennial’s wet dream, nestled between an imagined, carefree, “things were just better” past and a fantastic present where a 20-something can afford one of these fashionable Brit-boxes. It’s a revisionist history and rose-tinted present we can play along with.

This go-everywhere auto comes to us by way of the folks at Cool & Vintage of Lisbon, Portugal. It’s a simple name, and a simple idea: essentially, a used car garage — but cooler and vintagier. Their model isn’t just to buy, build, and trade on the classic car market; they’ve committed to documenting and creating a lifestyle around their endeavor by taking the autos, using them, and highlighting their potential producing beautiful video and photographic content in the process.…

This 1971 Land Rover Series IIA is a hot-for-yore millennial’s wet dream, nestled between an imagined, carefree, “things were just better” past and a fantastic present where a 20-something can afford one of these fashionable Brit-boxes. It’s a revisionist history and rose-tinted present we can play along with. This go-everywhere auto comes to us by way of the folks at Cool & Vintage of Lisbon, Portugal. It’s a simple name, and a simple idea: essentially, a used car garage — but cooler and vintagier. Their model isn’t just to buy, build, and trade on the classic car market; they’ve committed to documenting and creating a lifestyle around their endeavor by taking the autos, using them, and highlighting their potential producing beautiful video and photographic content in the process. It’s a welcome change from the “move units” style of marketing that’s typically associated with used cars. This particular Land Rover was restored four years ago and was outfitted with Wolf Wheels, BFGoodrich Mud Terrains, black mohair canvas soft top, black vinyl seat upholstery, and a few contemporary creature comforts like a built-in USB charger. OK, maybe “a few” is exaggerating; there’s a USB charger — everything else is difficult to operate, loud, old, and slow, but the challenge of ownership is part of the allure. The Series IIA is notoriously tough, and according to the crew at Cool & Vintage, “three out of every four [Series IIAs] ever built are still on the road somewhere in the world.” The retina-searing orange paint, a special-order factory option, makes this one hard to miss, and certainly helps prevent you from getting shot in the brush. Though the design of the Series IIA basically amounts to a brick with half of another brick stacked on top, it remains one of the most iconic 4×4 designs in history. It is utilitarian design at its finest, completely devoid of ego (well, at one point it was), and lusted after by anyone with bit of taste, eyes too big for their bank account, and an inclination to get away from the grid. This article first appeared in issue 025 of Iron & Air Magazine, and is reproduced here under license Words by Gregory George Moore | Images by Ricardo Lopes & Daniel Espírito Santoe | coolnvintage.com Sidecar Subject: 1971 Land Rover Series IIA Engine: A larger 2,285 cc, 2.3-liter diesel engine (code 10J) was debuted in the Series IIA Land Rover. Many parts were carried over from its petrol counterpart, but a stronger forged crankshaft and different pistons were required. Max power output from the 2.3-liter diesel was rated at 62 hp at 4,000 rpm and 103 lb. ft. at 1,800 rpm. Chassis: Classic Land Rovers like the Series IIA were built with box-welded frames and aluminum alloy bodies. Body configurations ranged from a short-wheelbase soft-top to a five-door station wagon. Production: During Series IIA production, Land Rover built its 660,000th vehicle, 70% of which were built for export markets. In export markets like Australia, Africa and the Middle East, Land Rovers accounted for as much as 90% of 4x4s sold. Sales of utilitarian Land Rovers peaked from 1969 to 1970, with around 60,000 vehicles selling annually. Timeless Design: The Series IIA is regarded by many to be the most true-to-form and rugged of the classic Land Rover variants.

The German scooter specialist SIP Scootershop has built a bonkers custom Vespa to celebrate three decades of business. On the other side of the world, K-Speed has turned the new Triumph Speed 400 into a svelte café racer, while a pro fabricator from down under has built a retina-searing Sportster chopper. We conclude the weekend’s proceedings with news of the 2025 KTM 1390 Super Adventure S EVO.

Vespa ‘Tribute’ by SIP Scootershop Spend five minutes anywhere in Europe or Asia and you will realize that it’s scooters—not motorcycles—that rule the roost. They are incredibly convenient, cheap to buy, cheap to run, and easy to ride. We have a few scoot-curious members on the Bike EXIF team, so it’s about time we featured another sexy step-through.…

The German scooter specialist SIP Scootershop has built a bonkers custom Vespa to celebrate three decades of business. On the other side of the world, K-Speed has turned the new Triumph Speed 400 into a svelte café racer, while a pro fabricator from down under has built a retina-searing Sportster chopper. We conclude the weekend’s proceedings with news of the 2025 KTM 1390 Super Adventure S EVO. Vespa ‘Tribute’ by SIP Scootershop Spend five minutes anywhere in Europe or Asia and you will realize that it’s scooters—not motorcycles—that rule the roost. They are incredibly convenient, cheap to buy, cheap to run, and easy to ride. We have a few scoot-curious members on the Bike EXIF team, so it’s about time we featured another sexy step-through. This custom Vespa comes from SIP Scootershop, which has been supplying myriad scooter parts to the world for over 30 years. Based in Germany, the team has been hard at work on a 30th birthday present to themselves; the Vespa ‘Tribute.’ When ideas were being thrown around the SIP Scootershop office, co-founders Alex and Ralf originally set about shoehorning a larger engine into a small-frame Vespa. But thanks to the limitless options available to the team, they thought it would be better to just punch out the smaller Vespa Sprint engine from 150 cc to 260 cc. (That’s almost the same capacity as the engine in the larger Vespa GTS 300.) They went to town on the engine (inside and out), finishing it with titanium fasteners, a custom MIVV exhaust, and a whole load of lightweight bling. The side panels were designed to open like a classic Vespa and the front fender was handcrafted from aluminum. SIP Mk II aluminum rims were fitted, with a disc brake conversion kit at the rear. The striking XO headlight is a hugely popular bolt-in part (particularly in Asia) that looks incredible. The front end was upgraded further with a new set of SIP drop bars, SIP performance shock, and a huge four-piston radial brake caliper kit. It’s overkill, but we love it. The LED indicators and tail light are from KOSO, the latter of which was developed just for SIP Scootershop before being offered to the general population. A custom seat from the Italian firm NISA uses sweeping lines and a slimmer profile for a sporty look. The bike was rewired with a Motogadget unit, running with Motogadget switchgear and Vans x Cult grips. The brushed steel design is actually a painted effect and was laid down by a friend of the shop, Marcus ‘Pfeili’ Pfeil. The metal-effect paint is finished with blue lettering (SIP’s ‘performance & style’ motif repeated in different languages) and matches the engine and wheels perfectly. As far as 30th birthday presents go, this is bloody awesome. [SIP Scootershop] Triumph Speed 400 by K-Speed Triumph’s recent foray into smaller bikes with the Triumph Speed 400 and Scrambler 400 has been a good thing for markets like Thailand. Government taxes on large-capacity motorcycles are so horrendously expensive there that many brands don’t even consider selling their bikes. Know who else is in Thailand? That’s right—our friends at K-Speed. They’ve just turned their hand to the new Triumph Speed 400, using it as a test bed for parts that will be available for sale. Putting the ‘speed’ in Speed 400 is a new fairing, which takes inspiration from the Triumph Thruxton 1200 R. Perfectly proportioned and sitting nice and low on custom hardware, the fit is fantastic. The LED headlight, tinted screen, and speed holes are particularly nice touches, while new clip-on bars are mounted nice and low for an aggressive riding stance. The rear subframe was modified to accept a K-Speed ‘wasp’s tail’ cafe racer-style seat, upholstered in black leather. The front fender is from the Diablo catalog (K-Speed’s in-house line of custom parts), suspended on a custom bracket. The suspension has been slightly lowered and the dashboard has been relocated down low on the left-hand side of the bike. The ribbed engine covers are new, with the design becoming somewhat of a K-Speed trademark. Final touches include hidden turn signals and taillight, and a shorty exhaust capped with a Diablo muffler. From a city commuter to a low, lithe café racer finished in Henry Ford’s favorite, it’s absolutely stunning. [Source] 1992 Harley-Davidson XL1200 Sportster by Cody Jermyn Like a lot of us, Cody Jermyn grew up watching shows like Biker Build-Off. The young Australian is a fabricator and panel beater by trade and has been mucking about with bikes for some time. To keep his bike-building muscles well-honed, he recently bought a 1992 Harley-Davidson XL1200 Sportster—and promptly cut it up. Cody rode the bike home, parked it in his shed, and ten minutes later the whole front end was taken off with a springer front end mocked up in its place. The creative juices were flowing, so he didn’t stop there. Using a Paughco rigid frame as the foundation of the chopper, Cody got the springer mounted, along with a set of new wheels and vintage-style rubber. A tank design had been floating around in his head for years, so Cody took the chance to bring his idea into the real world. After the tank was made from scratch, he turned his attention to the custom oil tank, sissy bar, rear fender, and striking custom headlight. The idea was to flow each part of the build into the next, and we think Cody has nailed it. The engine was left mostly alone, save for new Andrews N2 cams, and a CV carb bejeweled with a velocity stack. As a man of obvious skill, Cody spent some time practicing the art of sand bending to get the exhaust perfectly shaped. The results speak for themselves. The points cover is from Hypnic Jerk and it runs a Daytona Twin Tec ignition. The belt final drive was converted to a chain for a classic chopper look, and the custom seat pan was sent to Bad Arse Trim Co. for the upholstery. For a large, bright red chopper, the delicate footpegs are a delight to our eyes. Cody wanted a foot clutch, so he spent over 80 hours making the pegs and linkages from scratch. To finish the engine off, Cody adapted a Hurst gear selector from an HQ Holden to use as a hand shifter—which is about the most Australian thing you can do to a chopper (other than a Vegemite livery). 18 months into the build, Cody scored an invite to the Choppageddon Show in Marrickville, Sydney. He pushed like heck to get everything finished (including the candy apple red paint, which we laid down himself). When it was all said and done, he took home four trophies—including ‘Best in Show.’ At just 26 years old, we reckon Cody is just getting started. Onya, cob! [Source] 2025 KTM 1390 Super Adventure S EVO Have you ever sat down in your garage, gazed upon your 1,300 cc adventure bike, and wished it had more power? Yeah, us neither. Regardless, KTM has updated their bonkers adventure touring flagship with more capacity, power, tech, and a really long name. Meet the 2025 KTM 1390 Super Adventure S EVO. First up is the updated engine. Capacity has been bumped up from 1,300 cc to 1,350 cc, for an output of just over 170 hp at 9,500 rpm and 145 Nm of torque at 8,000 rpm. The new engine contains KTM’s all-new ‘camshift’ technology. Not to be confused with BMW’s ‘shiftcam’ system, it shifts the inlet cams sideways at higher RPMs. The cams open for longer and have a higher lift, resulting in more top-end power, but with reduced emissions. The other big ticket item is the new automated manual transmission, exclusive to the KTM 1390 Super Adventure S EVO. You can shift using the foot lever (A.K.A. the traditional way) or via shift paddles on the handlebars. And if you want to relax fully and eat up the miles, you can pop it into fully automatic mode. Johnny Aubert used the prototype KTM auto transmission at the Red Bull Erzberg Rodeo, so it’s certainly been put through the wringer before hitting the showroom floor. The enormous 8-inch touchscreen display is extremely impressive and will no doubt fill all your fellow adventure nerd friends with screen envy. One optional extra is the latest version of KTM’s adaptive cruise control, which now includes braking assistance, collision warning, and distance warning. As you’d expect from the Austrian marque, the 2025 KTM 1390 Super Adventure S EVO is still about as attractive as a bucket full of smashed crab. But when the throttle is wide open, who cares what it looks like? [KTM | Images by Rudi Schedl]

Ek Chalermphol’s Instagram bio lists his interests as “cars, trucks, bikes, bicycles, and taking photos.” But he neglects to mention his unwavering love for retro rally racers.

We’ve featured two of Ek’s custom motorcycles before (a BMW R nineT Urban G/S and a Honda XR600R), and both were heavily inspired by classic Dakar Rally bikes. The man has a taste for 80s and 90s off-roaders, and he knows how to capture that vibe. This time, he’s done it with an unlikely donor—a Honda Monkey.

The modern-day Honda Monkey is as cute as a button in stock trim, but Ek’s version of it is on another level. He describes the overarching philosophy behind the project as “Turn Monkey into Mighty!”

“My idea was to make this Monkey like a mini rally raid bike,” he continues.…

Ek Chalermphol’s Instagram bio lists his interests as “cars, trucks, bikes, bicycles, and taking photos.” But he neglects to mention his unwavering love for retro rally racers. We’ve featured two of Ek’s custom motorcycles before (a BMW R nineT Urban G/S and a Honda XR600R), and both were heavily inspired by classic Dakar Rally bikes. The man has a taste for 80s and 90s off-roaders, and he knows how to capture that vibe. This time, he’s done it with an unlikely donor—a Honda Monkey. The modern-day Honda Monkey is as cute as a button in stock trim, but Ek’s version of it is on another level. He describes the overarching philosophy behind the project as “Turn Monkey into Mighty!” “My idea was to make this Monkey like a mini rally raid bike,” he continues. “Inspiration came from the 1980s Honda XR and XL series; the Paris Dakar look, with a big tank and that Honda ‘Flash Red’ color with the orange tone that I’m in love with.” Most of the heavy lifting was handled by Wicham Pikutong at Dirtshop Thailand in Bangkok, which Ek founded over three decades ago. But before Wicham could swing his spanners, Ek had to find a suitable fuel tank for his project. In an inspired move, he chose the tank from a Honda XR125R Paris Dakar—a limited edition rally-inspired model that came out in 1983. It took a few mods to the Monkey’s frame to accommodate the new unit, but the juice was worth the squeeze. The bubbly tank atop the pint-sized chassis perfectly captures the retro rally vibe that Ek was after. The Monkey’s enduro-style plastics are also Honda items of a 1983 vintage, but the blocky saddle is completely bespoke. With traditional Flash Red plastics and blue vinyl on the seat, Ek designed a brilliant throwback Honda livery for the fuel tank. AR Carbody laid down the paint, while BoonSport handled powder-coating and re-assembly duties. The Honda’s new bodywork is supremely clever, but it only tells part of the story. According to Ek, he wanted his new Monkey to not only look like a dirt bike but perform like one too. That called for a judicious overall of the bike’s stock running gear. Ek’s Monkey now sports Öhlins rear shocks, with an Öhlins cartridge kit buffing up the forks. Keen eyes will also spot a set of Brembo brake calipers, which are connected via new hoses from HEL Performance. Is it all overkill? Probably, but we’re here for it. Ek naturally specced several engine mods too. Night Mechanic did the engine work, which included a billet aluminum SMR crankcase, a double overhead camshaft big-bore kit, and a Takegawa clutch cover. A custom-made exhaust header terminates in a classy Supertrapp muffler. At the front of the bike, you’ll find a pair of KC lights, mounted in a custom roll cage. Hiding behind them is the curved oil cooler from a Honda XR250R, wrapped around the Monkey’s headstock. The handlebars are Zeta parts, the bar pad is from Renthal, the brake and clutch lever have been upgraded, and the hand guards are period-correct Honda pieces. The full spec sheet also includes an aluminum swingarm, and laced wheels to replace the Monkey’s modern-looking alloy hoops. Grippy foot pegs, upgraded foot controls, carbon fork guards, and a Scotts steering damper complete the package. Ek’s dirt-munching Honda Monkey rally replica now shares a garage with his matching XR600R and the smorgasbord of other dirt- and adventure bikes he owns. We’re not sure how he picks which bike to ride each weekend, but it’s an enviable problem to have. Dirtshop Thailand | Facebook | Instagram | Images by Ek Chalermphol

Resourcefulness is a virtue of the most prolific junkmen, but the term junkman seems less fitting when talking about a man who probably owned more Porsches than any other in California. The man is Rudi Klein, a German emigrant who arrived in Los Angeles in the 1950s, and after a string of odd jobs, Rudi founded one of the most impressive collections of foreign cars in America.

By now it’s probably clear that Rudi’s collection is different than most, in that it consists mostly of wrecked cars—predominantly Porsches—but all manners of foreign exotics have passed through his yard. Rudi’s business was Porche Foreign Auto (Rudi omitted the ‘s’ after Porsche threatened legal action years back), which he operated from 1967 until he passed away in 2001, and his yard will go down in history as one of America’s best-kept secrets.…

Resourcefulness is a virtue of the most prolific junkmen, but the term junkman seems less fitting when talking about a man who probably owned more Porsches than any other in California. The man is Rudi Klein, a German emigrant who arrived in Los Angeles in the 1950s, and after a string of odd jobs, Rudi founded one of the most impressive collections of foreign cars in America. By now it’s probably clear that Rudi’s collection is different than most, in that it consists mostly of wrecked cars—predominantly Porsches—but all manners of foreign exotics have passed through his yard. Rudi’s business was Porche Foreign Auto (Rudi omitted the ‘s’ after Porsche threatened legal action years back), which he operated from 1967 until he passed away in 2001, and his yard will go down in history as one of America’s best-kept secrets. Rudi bought up and tore down all the crashed exotics he could get his hands on, from Maserati, Mercedes-Benz, Audi, Ferrari and more, with their big-ticket components bagged, tagged and shelved. From transaxles to carburetors, the auto parts business started paying serious dividends in the 1970s, and Rudi expanded his personal collection to include Lamborghini Muiras, Iso Grifos, a real-deal alloy-bodied 300 SL Gullwing and a concours-winning Mercedes-Benz 500 K Coupe. The value of Rudi’s personal cars is in the millions, and that’s before you start factoring in the regular inventory in the wrecking yard. The whole lot is being sold by RM Sotheby’s in a live auction and an online sale as well, starting Saturday, October 26. Rudi’s personal cars are astonishing, but the true magic of the junkyard is the junk—insanely valuable cars reduced to picked-over shells—reminding us that even the most valuable cars are still just cars. Since the gems in the collection will certainly enjoy their time in the limelight, let’s take a brief walk past some of our favorite scrap in the auction. DeTomaso Pantera A brilliant but flawed mix of Italian design and American V8 power, the DeTomaso Pantera is one of the sexiest cars of the early ’70s. Its steel-monocoque body was designed by Ghia and accommodated a 330-hp Ford 351 Cleveland V8 and a five-speed ZF transaxle. The early Pantera would go from 0 to 60 mph in 5.5 seconds, and it could reach around 170 mph flat out. DeTomaso beat the cars together in Modena, and Ford provided the engines and additional tooling to improve manufacturing, and the majority of early production cars were sold through Lincoln-Mercury dealers in the states. Despite its somewhat shoddy construction and an uncomfortable, clunky driving experience, early Panteras are incredibly sought after—just not this one. The Pantera from the junkyard is so rough, RM Sotheby’s didn’t even bother to say what year it is, and they can hardly be blamed considering there’s almost nothing to salvage. How about the two magnesium Campagnolo wheels? Nope, they’re both busted. And while the 351 Cleveland is still present, there’s a bush growing through it, so the block may be beyond a few sleeves. I’m no Pantera expert, but the early bumpers and Ghia badges on the quarter panels have me thinking 1971 or ’72, and considering the front wheels are still wrapped in Goodyear Polyglas tires, I doubt this Pantera had seen many miles before it was wrecked. It’s certainly a conversation piece and it’s selling at no reserve. 1967 Ferrari 330 GTC by Pininfarina There are GT cars, and then there are Ferrari GT cars, and if you’ve so much as sat in the driver’s seat of a V12-powered Ferrari grand tourer, you know what I mean. The interiors smell of old leather, the dash houses a staggering assortment of Veglia instruments and the wood-rimmed Nardi wheel has a magnetic force against your palms. Spacious, powerful and comfortable enough for a long drive, a Ferrari grand tourer is the car you want to be seen in. This particular Ferrari 330 GTC is a highly desirable two-headlight ’67 model, finished in Grigio Notte silver over a super-rare Arancia (orange) Connolly leather interior. Had it not met an untimely demise in the mid-’70s, it’d probably be a $700,000 car. Unfortunately, the 330 GTC is wrecked on all sides, with only a bit of the passenger side and trunk still holding Pininfarina’s intended shape. While it likely survived the wreck unscathed, the 4.0-liter Colombo V-12 and the rest of the driveline have been pulled—potentially used to re-power an old stablemate ages ago. Any car can be fixed if you have the resources, but I’m not sure a restoration is in the cards for this particular car. The bones are there, and the all-important factory VIN stampings, but restoring it today would be a fool’s errand. Maybe someday. Two Recaro Seats Most items in the Rudi Klein collection will require some significant refurbishing before they can be put back to use (to put it lightly), but you can’t say the same for this rad pair of Recaro buckets. Beyond a thorough cleaning, these Recaros look ready to rock, and they’d be just the thing for any classic ’80s Porsche or BMW that needs some interior wow factor. RM Sotheby’s offers no further details on the lot, other than they’re up at no reserve, but a little internet sleuthing suggests they’re likely the Recaro idealseat-C model—mid-’80s vintage. The unique colorway and presumably unrestored condition of the seats suggest they could be worth a few thousand after the barn dust is knocked off. Ferrari 275 GTS Grille People often accuse us gearheads of being hard to shop for—an unfair suggestion in my opinion. If there’s a car guy in your life who’s been extra good this year, look no further than this fine Ferrari 275 GTS grille. It’s the kind of piece you can design a room around, and the perfect centerpiece for any shop or man cave. A good Ferrari 275 GTS spyder is worth right around a million, so safe bet this piece won’t go cheap, but imagine the smile on Christmas morning when they unwrap an iconic egg-crate Ferrari grille. Worth it in my opinion, but take that with a grain of salt—I’m a bit of a junkman myself. 1964 Porsche 356 C 1600 Coupe by Karmann There are few finer corner-carving experiences on four wheels than a Porsche 356. Its controls are antiquated—true old-school Porsche—and a meager 95 hp from its Type 616/15 flat-four demands that your gearshifting and pedal pushing be expertly executed to reach its true potential. Outlaw 356 builds are all the rage, and the dozens of pre-911 Porsche bodies in the Rudi Klein collection fuel the gearhead drive to rescue a piece of old iron. There are dozens to pick from, but this 1964 356 C Coupe might be one of the most salvageable. Its specification is nothing spectacular, just a run-of-the-mill U.S.-spec car from the first year of 356 C production. It was originally Signal Red over a black leather interior, and wore chrome wheels when purchased new at John Von Neumann’s Competition Motors of Culver City, California. Rudi purchased the car in 1969, so its days of tearing up Los Angeles lasted less than five years. Besides a boatload of dents and a kinked hood, it isn’t all that bad and the original Signal Red paintwork protrudes through an old respray. Important bits of trim, door handles, interior pieces and some of the glass still remain as well. There’s some legal maneuvering required, as this car is being sold for parts only, but I would love to see this 356 on fresh running gear with the dents hammered out and a new lease on life. The kind of project an average guy could undertake in the shed, and have a badass, ratty old Porsche on somewhat of a budget. If we could only pull the strings… Photos by Robin Adams | RM Sotheby’s

A custom motorcycle has very little in common with soulless machines like a Toyota Camry or a washing machine, so why would you sell it like one? We pour our hearts, souls and wallets into our bikes, perfecting every detail of form and function, but when it comes time to pass it on to the next owner, too many of us are guilty of doing the bare minimum.

When we choose to release a motorcycle from our clutches, it’s usually to fund the next bike, and that’s why all of this matters. As unique as your custom bike is, it’s worthwhile to put extra effort into the sale process—because it’s not just a motorcycle you’re selling—you’re selling your personality, your handiwork and your brand.…

A custom motorcycle has very little in common with soulless machines like a Toyota Camry or a washing machine, so why would you sell it like one? We pour our hearts, souls and wallets into our bikes, perfecting every detail of form and function, but when it comes time to pass it on to the next owner, too many of us are guilty of doing the bare minimum. When we choose to release a motorcycle from our clutches, it’s usually to fund the next bike, and that’s why all of this matters. As unique as your custom bike is, it’s worthwhile to put extra effort into the sale process—because it’s not just a motorcycle you’re selling—you’re selling your personality, your handiwork and your brand. Pulling out the right stops can mean the difference between selling a bike, and selling a riding experience. We’ve just cut the ribbon on the Bike EXIF Classifieds, home of the very best custom motorcycles and classics for sale worldwide. If you’re an EXIF regular and lust for the kind of custom bikes featured on this site, our classifieds will be the place to find them, and every bike featured in this write-up is available right now. In the spirit of leveling up your buying and selling experience away from the ‘Is this available’ nonsense we’ve become accustomed to, we’re serving up some quick tips for selling custom bikes. Consider it a guide for maximizing your ROI, because if you’re about to list, we know you’ve already got your eye on the next one. Nail Your Prep Before you bust out the camera and craft a listing, it’s vital to consider whether your bike is 100% ready to sell. Of course, we don’t always have the time to make everything perfect, but it pays to make sure your motorcycle is the best it can be, which means getting it cleaned up and addressing any issues. If your bike has seen use, ensure all your maintenance is up to date, and items that suggest neglect are taken care of—such as a dry loose chain. If you have the means to modify a motorcycle, you’re knowledgeable enough to identify the items that might spoil a sale. Remember, the condition of your bike is a reflection of your ownership, so put your best foot forward. Of course, that logic extends to cleanliness, and after all your maintenance is locked in, give your bike a thorough degrease, wash and polish. Get The Right Shots A picture says 1,000 words and a single photo might be enough to make or break the interest of a potential buyer. Remember this is more than a motorcycle you’re selling, it’s a custom vehicle that makes a statement, and good photography will speak volumes about the riding experience that you’re selling. To put it bluntly, a handful of vertical photos from your cell simply won’t do. Even if your photography experience is limited to switching your iPhone to portrait mode, there’s still a ton to be gained by putting extra effort into your photos. Refer to our Motorcycle Photography 101 Guide for quick tips on how to select a backdrop, light your subject and frame your shots, as the usefulness of these topics isn’t lost on cellphone photography. If you’ve given it your best effort, but find the tenets of basic photography are beyond you, don’t be afraid to phone a friend. Chances are good there’s someone in your extended circle who’s proficient behind a lens, and they’ll probably be thrilled to shoot something different and rad like your motorcycle. Photography is a founding principle of Bike EXIF, so we could really beat this subject into the ground. Quitting while we’re ahead, we’ll reiterate that good photography picks up where your description leaves off. Photos that convey speed, craftsmanship and unique style are subliminal messaging to buyers, reinforcing that a custom motorcycle is a lifestyle purchase instead of a generic piece of power sports equipment. Provide All the Information Besides photography, listing descriptions are another area where it’s easy to fall short. Provide all the information you’d want to know if you were considering buying the bike, and don’t even think about pulling that ‘message for more info’ crap. List it once, list it right, and you won’t have to answer the same questions multiple times. This is especially important with a custom motorcycle since you’re the only source for the information. List all the modifications and the parts used, and feel free to inject a little personality regarding the build and riding experience. Inspire confidence in your work by providing additional details, such as if the frame was TIG welded, the wheels were laced with stainless Buchanan spokes, etc. The more complete picture you can paint here will give buyers confidence in your work. The Price is Right Determining a price for a stock motorcycle is simple, just find comps in your area, and adjust for condition, mileage and specification. The same can’t always be said for your custom motorcycle though, and arriving at a realistic dollar figure can be hard when your blood, sweat and handiwork are on the line. Unless things really got out of hand, you probably have a rough idea of how much time and money you’ve spent building a motorcycle. It’s important to realize that every hour of work won’t directly correlate with another dollar, that’s why established shops build for clients so they’re paid by the hour. Until you get your name out there, your return might not be as good. We’re not paid to build bikes, but the right number is obviously somewhere in between the value of a stock bike and the value of your added investment. The market is going to determine that number at the end of the day, which can be a bitter pill in some instances. If you’re just cutting your teeth in the custom bike world, it’s important to realize that your stylistic changes may not add value for all buyers, so keep those stock pieces around. Is This Available? These four simple words form a phrase that’s the bane of existence for anyone who has listed something for sale lately. Where classifieds used to be more dedicated forums, be it Craigslist, eBay, Kijiji, and infinite others, things have changed since Facebook Marketplace launched back in 2016—now catering to over 3 billion monthly users globally. The Marketplace works, don’t get me wrong, but often, your listing starts to feel a bit like an NPC generator instead of a for-sale post. Missed appointments, insultingly low offers and dozens of ‘Is this still available?’ messages become the norm, and that’s all before you meet with a single tire kicker looking for a joy ride. With a specialty item like a custom motorcycle, it can be worthwhile to get your listing in front of a more knowledgeable audience—especially if you’re in a rural area. Listing your bike on classifieds with a global audience like ours may mean the difference between three interested parties and 30, and they may have deeper pockets as well. Who knows, your bike may even grab someone’s attention and secure future projects. On that note, I’ll conclude with one more plug for the new Bike EXIF Classifieds, live now with 11 custom motorcycles from shops like Cafe Racer Dreams, Powerbrick and Killer Custom. Our listings are open to big names like these, as well as aspiring home builders looking to establish a name. Be sure to check back regularly, as many of the motorcycles we feature may just become available, and you never know what obscure classics we’ll kick up.

Pierre Terblanche has penned countless motorcycles in his career, but he’s best known for the 11 years he spent at Ducati. In that time, the South African designer became infamous for designing bikes that were polarizing at first but went on to become successful.

The Ducati 999’s boxy bodywork and stacked headlights upset Ducati purists, but it was wildly successful on the race track. The Ducati Hypermotard was a massive departure from the Italian marque’s usual fare, but it was immensely popular among riders. And the Ducati Multistrada 1000 DS, although goofy as heck, went on to spawn one of Ducati’s most successful model ranges.

There’s a huge difference between the Multistrada 1000 DS and the current range-topping Multistrada V4—both aesthetically and mechanically.…

Pierre Terblanche has penned countless motorcycles in his career, but he’s best known for the 11 years he spent at Ducati. In that time, the South African designer became infamous for designing bikes that were polarizing at first but went on to become successful. The Ducati 999’s boxy bodywork and stacked headlights upset Ducati purists, but it was wildly successful on the race track. The Ducati Hypermotard was a massive departure from the Italian marque’s usual fare, but it was immensely popular among riders. And the Ducati Multistrada 1000 DS, although goofy as heck, went on to spawn one of Ducati’s most successful model ranges. There’s a huge difference between the Multistrada 1000 DS and the current range-topping Multistrada V4—both aesthetically and mechanically. But time has gifted the 1000 DS a certain awkward retro charm. Look past its quirky split fairing and layered tailpiece, and you’ll find Ducati’s trusty early-2000s desmodromic L-twin engine, elegantly housed in a trellis frame. Of course, if the old Multistrada’s design doesn’t butter your toast, you can always tear it up and use it as the platform for your next project. That’s what Swiss motorcycle enthusiast Didi Schweighauser did, with stunning results. Didi’s obsession with motorcycles started when he was 13. He counted the days until his 14th birthday, which is when he could legally start riding mopeds. Then he got his hands on a Puch X30 and promptly found himself in trouble with the law. Didi’s bikes got progressively bigger, and then he turned 50 and found a new obsession—custom motorcycles. He ticked the bobber box with a custom BMW R65, and then ticked the café racer box with a Moto Guzzi Le Mans 1000. A peppy street tracker was third on the list… “I had long been fascinated by Ducati engines and their characteristics,” Didi tells us, “so I bought a 2004 Ducati Multistrada 1000 DS and started planning.” “The first steps were difficult. As the Multistrada’s tank, seat, and rear fairing are all one piece of plastic, the idea of replacing the tank and fitting a new saddle was out. My petrolhead friends advised me to sell the thing and look for an easier-to-convert base—but that was the attraction.” With loaned workshop space (and help) from his friends at Country Road Motorcycles in the picture-perfect Swiss village of Alpnach Dorf, Didi stripped the Multistrada down to its frame and engine and started figuring out his next steps. He soon found a Honda VF750F fuel tank that suited the lines of the Ducati frame. Armed with the fuel tank, and a clear idea of what he wanted the tail section to look like, Didi roped in his trusted fabricator, Jimmy Iten at Jimmy’s Repair Shop. Jimmy massaged the Honda tank to sit perfectly on the Multistrada, before building the rear section from scratch. The fuel tank and seat pan lock into each other like puzzle pieces, while the rear hump hides the bike’s battery. A Highsider LED taillight sits under the rear lip, while an integrated license plate bracket lower down hosts a pair of Motogadget turn signals. Toni Käppeli handled the swish diamond-stitched seat. Other handmade parts include the headlight nacelle, the front and rear fenders, and a set of triangular panels that block the gaps in the front section of the frame. The headlight is a Highsider part, and the front turn signals come from Heinz Bikes. Didi kept the OEM handlebars, dashboard, and controls, but ditched the mirrors for a single Motogadget bar-end item. A pair of Mivv silencers hang off the right-hand side of the bike, while clear covers on the clutch and belts create a quintessential Ducati vibe. The copper, white, and anthracite livery is as stylish as it gets, complemented by a host of black powder-coated parts. “My aim with the Ducati was to design the bike with clean lines—to build it as cleanly as possible and to hide or even do without anything unnecessary,” Didi tells us. “The bike is 100% legal and the fun is 100% insane.” Finally, the ‘Ducati DT’ logos on the bodywork, done in a period-correct font, hint at the bike’s moniker. “Why DT? For me, it was a play on words for Didi’s Töff, or Dirt Tracker. Or—because the conversion of the Ducati gave me a lot of strength during my divorce—Divorce Tracker.” Didi Schweighauser Facebook | Country Road Motorcycles | Images by Lennart van Dijk Sidecar Subject: Major Multistrada Milestones Multistrada 1000 (2003): The original model introduced Ducati’s adventure touring bike concept, featuring a 1,000cc L-twin engine and a unique trellis frame design. Multistrada 1100 (2006): This version upgraded the engine to 1,100 cc and introduced advanced features like traction control and improved ergonomics for enhanced rider comfort. Multistrada 1200 (2010): A significant redesign that included a 1,200 cc engine, a more modern aesthetic, and several electronic rider aids. Multistrada 1200 S (2012): Added active suspension and a larger TFT display, along with further refinements to the engine and frame for better performance and comfort. Multistrada 1200 (2015): Introduced the Desmodromic Variable Timing (DVT) engine, improving torque delivery and fuel efficiency, along with enhanced electronics and riding modes. Multistrada 1260 (2018): Upgraded to a 1,262 cc engine that improved low-end power, along with an updated chassis for better handling and stability. Multistrada V4 (2021): Marked a major shift with the introduction of the V4 Granturismo engine, advanced radar systems for adaptive cruise control, and a new design focused on performance and comfort.

We regularly wax lyrical about the virtues of the venerable Honda Dominator, and how its rugged simplicity makes it a prime candidate for customization. Many find it charming in stock form too, thanks to its quirky early-2000s adventure bike aesthetic. But not Žiga Petek.

The man behind Slovenia’s Gas&Retro workshop ranks metal fabrication as his favorite aspect of custom bike building. So the amount of plastic on the iconic Honda thumper grinds his gears. With a 2002-model Honda NX650 Dominator on his bench, he set out to rid it of its stock body panels and dress it in as much metal as possible.

Much to Žiga’s chagrin, the bike still wears a pair of plastic Acerbis fork protectors. A set of handmade guards would have been preferable, but the project’s scant 49-day timeline didn’t leave much wiggle room.…

We regularly wax lyrical about the virtues of the venerable Honda Dominator, and how its rugged simplicity makes it a prime candidate for customization. Many find it charming in stock form too, thanks to its quirky early-2000s adventure bike aesthetic. But not Žiga Petek. The man behind Slovenia’s Gas&Retro workshop ranks metal fabrication as his favorite aspect of custom bike building. So the amount of plastic on the iconic Honda thumper grinds his gears. With a 2002-model Honda NX650 Dominator on his bench, he set out to rid it of its stock body panels and dress it in as much metal as possible. Much to Žiga’s chagrin, the bike still wears a pair of plastic Acerbis fork protectors. A set of handmade guards would have been preferable, but the project’s scant 49-day timeline didn’t leave much wiggle room. The Honda actually landed in Žiga’s lap six months ago, when he traded a Harley Sportster for it plus a handful of other bikes. It belonged to a friend who had started customizing it before running out of steam. Žiga relegated it to the corner of his workshop… until a conversation in early July prompted him to turn it into an MX-inspired scrambler for an event in late August. “While I was in Garmisch-Partenkirchen for BMW Motorrad Days as an invited builder, I met Mathias and Barbara from Bad&Bold,” he tells us, “and we spoke about the MaxlRIDE event that they organize. I was part of it last year with my Husqvarna ‘120 years’ tribute build.” Held on the grounds of a 14th-century Bavarian castle, MaxlRIDE is an adventure riding festival catering to modern dual-sport bikes and retro scramblers alike. Keen to return, Žiga reasoned that he could get the Dominator ready to shred in less than 50 days. “I was like, ‘Is it possible?’ and I said to myself, ‘Sure it is!’” Back at the shop, Žiga dragged the Honda onto the table and began undoing some of the mods that had already been done. The work included removing a set of perfectly good aftermarket plastics, because Žiga doesn’t like to “just buy stuff and put it on the bike.” Since the Honda Dominator’s fuel tank is sculpted to interface with the OEM fairing, it looked a little off standing alone. Žiga replaced it with the smoother unit from the NX650’s more road-focussed cousin, the Honda SLR650 (which has no fairing). A few deft mods were all it took to massage it into place. Moving to the rear of the bike, Žiga built a new subframe with an integrated luggage rack at the back, and extra bracing below the seat that cradles a handmade electronics box. A custom-made three-quarter length seat sits up top, covered in black vinyl with stylish white piping, while steel side panels flank the subframe. Finishing touches include threaded-in anchor points for luggage, and combination turn signal and taillight LEDs from Highsider. The Honda’s new fenders are, naturally, hand-rolled aluminum items. Žiga modeled them on classic motocross fenders, but with a slight twist. The Dominator’s monstrous 9” LED headlight comes courtesy of the 4×4 lighting specialists Strands Lighting Division. Žiga mounted it in a handmade cage, similar to those you’ll find on classic Baja race bikes. A set of TRW handlebars sits behind it, fitted with Domino grips and the original Honda switches and controls. Žiga swapped out the Dominator’s running gear too. The upside-down Showa forks from a Honda CRF450 do duty up front, with a Wilbers shock mounted out back; both are fully adjustable. Fresh 18” laced wheels sit front and back, wrapped in Continental TKC80 rubber. Thanks to its low mileage, the bulletproof Honda mill needed little more than a service and new gaskets before it was good to go. Žiga swapped the airbox for a pod filter, and modified the bike’s two-into-one-into-two exhaust system to accommodate a GPR muffler. Last on the list was picking a livery that would turn heads at MaxlRIDE. Žiga got Matej Mrzlika to lay down a striking red paint job, but couldn’t settle on suitable decals. In the end, he doodled a set of cartoonish graphics, which were then sent to Urban Upelj to turn into motocross-grade vinyls. Gas&Retro’s Honda Dominator is equal parts playful and aggressive, with proportions geared towards unbridled hooliganism. Now that MaxlRIDE is behind him, he might find time to swap out those plastic fork covers. Gas&Retro | Facebook | Instagram | Images by Rok Plešnar

Be it bobbers, baggers, beamers, or what-have-you’s, there’s a bike for everyone, imbuing the rider with the Steve McQueen or Peter Fonda cool that comes from sitting atop an engine with a can full of gasoline between your knees, hurtling through space as your brain whispers, “Bigger. Faster. Louder.” But there is a motorcycle that rebels against the seductive power of speed and the Botticellian curves of our two-wheeled Freudian steeds: the Rokon Trail-Breaker, the antithesis of all that we’ve decided the essence of a motorcycle should be.

Rokon is the second-oldest continually operating motorcycle company in the U.S., and the bikes they produce today look remarkably like the prototype developed in 1958. For the uninitiated, the Trail-Breaker, Rokon’s original and best-selling model, is a two-wheel-drive mule of a bike.…

Be it bobbers, baggers, beamers, or what-have-you’s, there’s a bike for everyone, imbuing the rider with the Steve McQueen or Peter Fonda cool that comes from sitting atop an engine with a can full of gasoline between your knees, hurtling through space as your brain whispers, “Bigger. Faster. Louder.” But there is a motorcycle that rebels against the seductive power of speed and the Botticellian curves of our two-wheeled Freudian steeds: the Rokon Trail-Breaker, the antithesis of all that we’ve decided the essence of a motorcycle should be. Rokon is the second-oldest continually operating motorcycle company in the U.S., and the bikes they produce today look remarkably like the prototype developed in 1958. For the uninitiated, the Trail-Breaker, Rokon’s original and best-selling model, is a two-wheel-drive mule of a bike. With its squat, ATV tires inflated to just 3 psi, a 7-hp, 208cc four-stroke Kohler engine and torque converter automatic clutch, it has a top speed of 35 mph. In the history of mankind, no one has ever gotten laid for riding a Rokon. It is the bike of the married and celibate. You will not see this bike tearing up the track any time soon, but with its ability to climb a 60 percent grade, the Rokon dominates where no other vehicle can go. How is this possible? Like its 4×4 counterparts, Rokon’s two-wheel-drive system allows it to attack terrain other motorcycles just can’t. Power is delivered from a three-speed transmission to a drive shaft that runs through the center tube of the bike to a universal joint at the handlebars, which allows them to still turn while power is delivered to the front wheel. This turns a set of gears which spins an 11-tooth sprocket above the front wheel, which connects by a chain to an 84-tooth sprocket attached to the wheel. The Rokon’s lightweight, hollow aluminum drum wheels can be filled with an extra 2.5 gallons of fuel or water; when left empty, they allow the bike to float on its side across otherwise impassable waterways. Early on a warm September morning, we traveled east across the width of the southern tier of New Hampshire from Keene — where Rokon was manufactured from 1966 to 1981 — to Rochester, where the company resides today. We were off to see how this peculiar bike is made, who it is being made for, and how the company making it has held on for a half-century. Pulling into the Rokon facility we are struck by how small the building is — more self-storage space than manufacturing facility. We make our way around one side of the building, a door opens and standing there is Tom Blaise, president and owner of Rokon, telling us we’ve gone to the back door. Despite its international reputation, Rokon is a classic small business. When we called to set up the interview, it was Tom who answered the phone. Only eight people make up the entirety of the manufacturing line. Like the bike they produce, Rokon seems to do the impossible with very little. In the showroom, about a dozen Rokon models are on display. The room is stark, with a few promotional posters on the wall and a video playing on a small TV in the corner. One of the posters features Tim Ralston, of the National Geographic show Doomsday Preppers, alongside a Rokon. Though hunters and other sportsmen are the key demographic for Rokon, they have been making inroads into the “prepper” market — those squirreling away cans of Dinty Moore and AR-15s as they await the end of the world. It is a widely held belief on internet forums and in prepper publications (a couple of which are splayed out on a table in the middle of the showroom), that one of the best “bug out” vehicles for the coming end times is a Rokon. If the zombie apocalypse does happen, you might just see me heading north at 35 mph on one of these. An adjoining space houses the Rokon museum, featuring a collection of earlier versions of the Trail-Breaker and a few other notable bikes including the one naturalist Jim Fowler used to make his way across Africa in his Wild Kingdom TV series as well as a flat black EMP-proof prepper bike. There are pictures on the wall of President George Bush (the elder) riding a Rokon at his Texas ranch and photos of Tom with King Abdullah of Jordan. The King purchased bikes for his Special Forces Unit, choosing these machines specifically for their ability to trek across the sand dunes of his desert country. The museum also features an RT-340, Rokon’s foray into the enduro market in the 1970s. The RT-340, with its Sachs snowmobile engine, torque converter, and dual hydraulic disc brakes, was unlike anything else on two wheels at the time. In 1973, Popular Science questioned if this might be the bike of the future. Rokon offered several bikes based on this platform, including a street-legal dual sport, a motocross, and my personal favorite, a flat tracker. It did well on the race circuit but the cost of development and production drove Rokon into the red; the RT-340 was shelved in 1978. One of the keys to Rokon’s longevity has been to avoid overreaching. Long before the idea of sustainable business models, Rokon was organically cultivating its brand. They only produce six bikes a week, and the small production numbers allow the bikes that are sold to retain much more of their value than if the company flooded the market. In the production area, the six Rokons that will be produced this week sit on lifts in mid-assembly. Walking into this area is like going back in time. There are no computers except for the one Stephen, the production manager giving us the tour, says is running the music. All frames are welded, descaled, and slagged by hand before being powder-coated. In the middle of the floor is a manual pipe bender that sits next to the jig used to weld all the frames. Though you could call this a factory, there is no sense of an assembly line; each bike that goes out the door is proudly hand-built in America. After the tour we head outside for what we really came here for: the chance to ride one of these bikes for ourselves. In the parking lot, we are given a quick overview of the bike and set loose to do a couple of laps. While not exactly the most harrowing of experiences, it’s still fun. The next demonstration really allows the Rokon to shine as it ascends a small set of stairs before heading down a short trail behind the factory where it rides over logs and up a tree, all with the greatest of ease. This is the terrain where Rokon leaves all other vehicles wanting. Such a unique motorcycle attracts a special breed of rider. These are people who like to push the envelope and test the limits of man and machine, where the chance of getting stuck in the mud is an open challenge. Groups of Rokon enthusiasts meet up around the country on what they call “romps” to swap stories and ride together through the toughest terrain they can find. One such rider is Randy Tefft of Keene, NH. In the summer of 2015, Randy took a Rokon Ranger — the company’s street legal model complete with D.O.T. tires, turn signals and horn — from Portsmouth, NH to Malibu, CA to raise awareness for the Wounded Warrior Project. He did it solo, without any other support vehicles. The 3,800-mile journey took 20 days of riding on the back roads of America. That’s 180 to 220 miles a day at 35 miles per hour. As far as he knows, it is the only 2WD motorcycle to go from coast to coast. “It’s a pretty simple and amazing bike.” In the end, he raised over $10,000 dollars for the charity. Randy’s Rokon is parked outside the window as we talk in a booth in Lindy’s Diner in Keene. Person after person stop to look at it, scratching their heads, trying to figure out what they are looking at. Randy says this happens everywhere he goes. He leads me down the road to a steep hill beside an onramp that he likes to climb with his Rokon to demonstrate what makes the bike so special. “Who is the Rokon rider?” I ask him. “We’re explorers,” he responds. When we asked Tom Blaise the same question, his mind immediately turned to the bike’s practical applications: large-scale farmers inspecting long rows of crops, and gas and oil companies inspecting pipe running through the Rockies. He says he also sells to first responders who need ways of getting supplies and people into and out of disaster areas where all other access may be blocked, such as in New Orleans after Hurricane Katrina. Rokon riders are as varied as the tasks at hand. The Rokon is at once a toy and a tool. It calls to that part of our brain that brought us out of the cave, that wonders what is just over the horizon, and that tells us to climb the mountain just because it’s there. The Rokon needs no roads; it transports its rider to destinations inconceivable by other means, and where you go is constrained only by your imagination. This article first appeared in issue 025 of Iron & Air Magazine, and is reproduced here under license | Words by Ian J.D. Logan | Images by Gregory George Moore & Ian J.D. Logan Sidecar Subject: 2024 Rokon Trail-Breaker AWD Motorcycle Engine: Rokon’s 2024 motorcycles are powered by a 208 cc Kohler single-cylinder, fan-cooled engine. Peak engine output is 7 hp at 3,600 rpm and 9.1 lb. ft. [12.4 Nm] at 2,800 rpm. Equipped with an automatic torque converter and a three-gear range selector, the Trail-Breaker’s top speed is 35 mph [56 kph]. Chassis: The Trail-Breaker is based on a fabricated steel chassis with hollow drum wheels that provide floatation, or space for up to 2.5 gallons of extra fuel or water. Heavy-duty off-road tires sized 8 x 12 x 25 inches. Drive: Full-time front and rear-wheel drive Brakes: Hydraulic front and rear discs Dimensions and Weight: Ground clearance: 14 inches Weight: 218 pounds Fuel Tank Capacity: 2.69 gallons Production: Charles Fehn came up with early designs for an AWD motorcycle in 1958, called the Trailmaker, with production rights purchased in 1960 by Nethercutt Industries. Rugged Design: The Rokon’s simple and rugged design lends itself to trouble-free off-road performance and utility. Readily available replacement parts and accessories make the Rokon customizable for any sort of off-grid work and adventure. Able to climb a 60% grade and tow up to 2,000 lbs, the Rokon Trail-Breaker is one of the world’s most unique utilitarian motorcycles.

Known for his classy café racers, Dustin Kott threw the rule book away to build a Triumph Daytona bobber for Born Free. Other highlights this week include a razor-sharp BMW K1100, a retro-fabulous Suzuki GSX-R1100, and the 2025 Triumph Speed Twin 900.

Triumph Daytona 500 by Kott Motorcycles Dustin Kott is no stranger to these pages, with a long list of satisfied clients aboard his custom café racers. But when he received an invite to exhibit a bike at the 15th running of the Born Free show, he decided to build something a little different from his usual fare.

After building a Triumph 500 café racer a while back, Dustin had some ideas churning around in his head. Using another air-cooled Triumph Daytona twin from 1969, Dustin settled on a hard-tailed, board-track-inspired bobber to showcase his long list of skills.…

Known for his classy café racers, Dustin Kott threw the rule book away to build a Triumph Daytona bobber for Born Free. Other highlights this week include a razor-sharp BMW K1100, a retro-fabulous Suzuki GSX-R1100, and the 2025 Triumph Speed Twin 900. Triumph Daytona 500 by Kott Motorcycles Dustin Kott is no stranger to these pages, with a long list of satisfied clients aboard his custom café racers. But when he received an invite to exhibit a bike at the 15th running of the Born Free show, he decided to build something a little different from his usual fare. After building a Triumph 500 café racer a while back, Dustin had some ideas churning around in his head. Using another air-cooled Triumph Daytona twin from 1969, Dustin settled on a hard-tailed, board-track-inspired bobber to showcase his long list of skills. The rear end of the 69 frame was hacked off, with a hardtail from Factory Metal Works welded on in its place. The girder front end is completely handmade, with the top and bottom sections of the system being designed in CAD and water jet-cut from steel. There are four pivot points in front of the steering stem, creating an ingenious parallelogram system that uses a shock absorber from a mountain bike. The fantastical adjustable clip-on bars are works of art and are integrated into the girder fork. The aluminum tank and seat were made from scratch and are based on Kott’s signature café racer style, but shrunk down to bobber-friendly proportions. The oil tank, suspended on impossibly thin custom brackets, is one of our favorite parts of the build, as is the sprung seat. The front drum brake hub is laced to copper-plated rims with stainless steel spokes, and the rear hub comes from a Honda. The engine sports open filters on the carbs, and a custom exhaust that snakes its way around the frame’s downtube to exit at the rear wheel. Converted to right-hand shift via custom brackets and linkages, Mr. Kott really went to town on the old Trumpet. Finally, chunky Shinko rubber was wrapped around the rims and everything was finished in black and beautiful burgundy red. Paired with just the right amount of copper and brass details, it’s another stunning build from the uber-talented Kott Motorcycles. [Source] BMW K1100 by Zuhal Fast Custom Let’s be honest—the BMW K1100 was never in the running to win any beauty contests. That point is driven home when you google ‘BMW K1100,’ and are bombarded with a cacophony of crazy customs instead of pictures of the factory bike. Abdul Halim Jamaludin of Zuhal Fast Custom obviously shares our opinion. His latest creation—a 1996 BMW K1100 café racer—proves just how good a K can look. The retro-futuristic vibes are strong with this one, but Abdul has retained gobs of BMW style. The first thing that jumps off the page is the custom alloy fairing that wraps around the front of the bike. The factory tank remains, but the rear end has been completely reworked with a custom seat astride a CNC-machined subframe. The aggressive, waspish tail matches the custom rocker arm suspension setup and rear-set pegs. Upside-down Suzuki GSX-R600 forks sit up front, with CNC-machined yokes holding them in place. The carbon front fender is another custom item, as are its aluminum brackets. For the dashboard, a Motogadget Motoscope Pro gauge is flanked by Motogadget switchgear and bar-end indicators. A single offset LED headlight peeks out from the fairing to light the way home, while a Maxxecu Mini computer manages performance; the wiring harness is all-new too. With the modifications, and the free-flowing four-into-one exhaust, the K1100 pumps out a respectable 103 hp. We love how the futuristic rear end is paired with the aggressive curves of the fairing and the solid rear wheel cover—and how the red and white livery makes it look fast, even when it’s standing still. [Zuhal Fast | Images by Mirza Iskandar] Suzuki GSX-R1100 by Nigel’s Creative Customs Nigel Weber of Nigel’s Creative Customs was born with oil in his blood. His father and grandfather were privateer race car drivers in Germany, so Nigel was introduced to speed at an early age. He built his first bike—a Yamaha FT50—when he was just 13 years old, and he’s been riding and racing ever since. After a particularly disappointing weekend on his Honda 900 Bol d’Or at Spa Francorchamps, Nigel was on the hunt for a replacement race bike. While he loved the old-school endurance race bike look, the Honda just wasn’t doing it for him. Something he could hoon around a track with, quickly bolt street-legal accessories on, and ride around the street with would be ideal—oh, and it had to look good. It just so happened that a friend had a 1989 Suzuki GSX-R1100 waiting in the wings. Even though the venerable Slingshot is 35 years old, it’s no slouch with 143 hp on tap. It’s also the perfect classic sport bike that can double as a race bike. A set of period GSX-R750 forks were bolted on, with fresh K-Tech internals to smooth out the ride. The front fairing is stock, but the side cooling ducts are upgraded Fiberman units. The tailpiece is from a Yamaha FZR1000 and looks right at home on the Suzuki frame. The rear shock is another K-Tech goodie, and the rear-set footpegs are from Gimbel Racing. The tires are Metzeler M7 RRs, which are legal for vintage racing in Nigel’s class. The engine is mostly stock, save for the K&N filters, re-tuned carburetors, and a Devil four-into-one exhaust system. The final touch is the stunning blue, white, and gold livery. Inspired by Nigel’s father’s race bikes, it looks absolutely stunning. We’re huge suckers for classic GSX-Rs, and Nigel is showing everyone why. [Source] 2025 Triumph Speed Twin 900 In terms of modern retros, Triumph’s Speed Twin 900 is up there with some of the best. While it doesn’t have the outright power and aura of the larger Speed Twin 1200 (which is, in our opinion, the current pinnacle of modern retro motorcycles), it’s still dripping with modern componentry and classic style. Triumph has just released specs on the updated 2025 Speed Twin 900, and it looks damn good. The most obvious change is the new front end. The smaller Speed Twin finally gets an upside-down set of Marzocchi forks, bringing it into line with its market competitors. The front brakes have also been upgraded with a single 320 mm disc and a radially-mounted Triumph four-piston caliper. Dual front discs would have been nice, but we think Triumph is keeping that level of spec for the 1200. There’s also a new aluminum swingarm, connected to a pair of preload-adjustable Marzocchi piggyback shocks. The fuel tank, fuel cap, and side covers have all been redesigned. While they are still classically styled, the design is sportier compared to the previous model. The footpegs have been relocated for more legroom, and the bench seat is also new. That said, the subframe has been narrowed (and so has the seat), giving riders a narrower stand-over. While the engine sports an updated clutch, alternator, and sprocket covers, the internals have been left alone. The cast aluminum wheels have been redesigned too, and are now wrapped in Michelin Road Classic tires from the factory. The headlight has been updated with a new LED design and is bolted to the forks with new brackets. A USB-C charging port has been included in the package, along with a new LCD/TFT dashboard. Colors on offer include silver, black, and a sporty white livery with blue and orange stripes. Featuring a raft of visual and performance changes, the updated Speed Twin 900 looks like the best one yet. [Triumph Motorcycles]

Motorcycles have to be just about the most relative machines on wheels, as everything we enjoy about the way they accelerate, corner and handle terrain is relative to what else you’ve ridden and how you ride. We buy based on carefully selected factors, and while Honda might fit best for you, your buddy may insist on Husqvarna.

When it comes down to it, though, I’m sure we can all identify bikes that have a certain panache—a little extra spice that makes them the one you’d pick in a crowd—even if it’s just once to see what it’s all about. We distill that whole concept into a segment we call Most Thrilling by Genre, and the following six bikes are our (somewhat) intentionally controversial picks from their respective stables of new machines.…

Motorcycles have to be just about the most relative machines on wheels, as everything we enjoy about the way they accelerate, corner and handle terrain is relative to what else you’ve ridden and how you ride. We buy based on carefully selected factors, and while Honda might fit best for you, your buddy may insist on Husqvarna. When it comes down to it, though, I’m sure we can all identify bikes that have a certain panache—a little extra spice that makes them the one you’d pick in a crowd—even if it’s just once to see what it’s all about. We distill that whole concept into a segment we call Most Thrilling by Genre, and the following six bikes are our (somewhat) intentionally controversial picks from their respective stables of new machines. Buell Super Cruiser KTM 1290 Super Adventure R Ducati Streetfighter V4 S Triumph Scrambler 1200 XE KTM 500 EXC-F Championship Edition Ducati Panigale V4 R Cruiser Bikes: 2025 Buell Super Cruiser You can define a cruiser in all sorts of ways, but in attempting to cover all our bases, we’re after a machine that offers relaxed geometry—something you can bomb around at highway speed and just cruise. But since the qualifying dimension for this list is thrills, it needs to offer a little something extra, perhaps a surplus power for hooliganism, and the requisite gear to shine in the twisties as well. With that in mind, we can’t help but think of a better wolf in sheep’s clothing than the 2025 Buell Super Cruiser. There have been some dark chapters in the history of the Buell brand, and while many were skeptical of the company’s direction in recent years, it seems now there’s no doubt Buell is back in a big way. In 2024, Buell introduced the new Hammerhead 1190 sport bike with a 1,190 cc V-twin producing 185 hp at 10,600 rpm, and we’d love to know the daring soul that suggested this powerplant would make an exceptional cruiser. Buell tagged in Roland Sands Design to help design the bike, mandating that as many off-the-shelf parts be used from the Hammerhead as possible, necessitating a clean-sheet chassis design by RSD to accommodate the Hammerhead’s V-twin, swingarm and wheels. The result isn’t ‘pretty’ by normal standards, but if you’re within this bike’s intended audience, you’re likely seeing your wildest dreams in mechanical form. The 72-degree Rotax Helicon V-twin serves up a mind-bending 175 hp in Super Cruiser trim, and the bike weighs just 450 pounds [204 kg], ensuring the riding experience will be unrivaled by any conceivable peers. And then there’s the rest of the running gear from the Hammerhead, consisting of a massive aluminum swingarm, SHOWA big-piston forks, 17-inch aluminum wheels and a massive 386 mm front perimeter brake rotor with an eight-piston caliper. Equipped with real-deal sport bike underpinnings, the soul of a thumping V-twin and all the style of a performance-oriented club bike, the Buell Super Cruiser is decidedly in a class of its own. Buell’s still ironing out the details on the Super Cruiser at this time, with production expected to start in the Fall of 2025, and we’ll be hard-pressed to wait that long to get a taste. [Buell] Adventure Bikes: 2024 KTM 1290 Super Adventure R The adventure segment is full of massive techy machines, with most all of them promising to take you wherever you dare to go. But for one of these machines to make the grade for us, its off-road prowess has to be beyond any doubt, otherwise, you’d be better off with a tourer. Excelling in power production, suspension performance and ground clearance, the 2024 KTM 1290 Super Adventure R truly has the equipment to take you anywhere, not to mention that signature Team Orange flash. At the heart of the 1290 Super Adventure R is a 1,301 cc, 75-degree V-twin engine that delivers a staggering 160 horsepower and 103 lb-ft of torque. This engine provides ample power for both on-road and off-road riding, allowing riders to effortlessly cruise highways or tackle demanding trails. The engine is paired with a six-speed gearbox that offers smooth shifts and precise ratios. The 1290 Super Adventure R features a robust steel trellis frame that provides excellent rigidity and stability. The suspension setup is equally impressive, with fully adjustable WP XPLOR components both front and rear. The long-travel suspension allows riders to adjust the bike’s ride height and stiffness to suit various terrain conditions—an important consideration when you’re talking about a tall bike that weighs around 550 pounds [249 kg]. KTM has packed the 1290 Super Adventure R with a plethora of advanced electronics. The bike comes with multiple ride modes, traction control, ABS, cruise control, and a quickshifter. The large 7-inch TFT display provides clear information on the bike’s status and settings, and a standard USB phone pocket keeps your cell charged, dry and Bluetooth connected. Reviewers have consistently praised the Super Adventure R for its exceptional performance and off-road capabilities. The powerful engine provides effortless acceleration and cruising speed, while the suspension offers a comfortable and controlled ride even on rough terrain. A clear standout in its class, the Super Adventure R comes with a hefty price north of $20k stateside, but the juice may just be worth the squeeze. [KTM, Philip Platzer] Naked Bikes: 2024 Ducati Streetfighter V4 S Ducati’s Streetfighter has forged a reputation for track-caliber performance in naked bike clothes, and the 200-hp 2024 Streetfighter V4 S is just as powerful as it is innovative. Savage, yet surprisingly refined, the V4 S is a machine that defines the ragged edge of the naked bike scene. The Streetfighter V4 S is powered by the same 1,103 cc V4 engine from the Panigale V4, which delivers a staggering 208 horsepower and 90 lb-ft of torque in the Streetfighter. With a linear power delivery and thrilling acceleration, the Streetfighter V4 S will go from 0 to 60 mph in under 3 seconds, and Ducati has a host of selectable control modes within the TFT to fine-tune its performance to suit your level of insanity. The Streetfighter V4 S features a lightweight aluminum frame that provides excellent rigidity and handling. Opting for the V4 S model comes with a big jump in suspension technology—semi-active Öhlins suspension (NIX30 upside-down 43 mm fork and TTX36 shock absorber) with SmartEC 2.0 interface—which replaces the standard SHOWA and Sachs setup on the V4. Ducati has packed the Streetfighter V4 S with a plethora of advanced electronics. The bike comes with multiple ride modes, traction control, ABS, wheelie control, and a quickshifter. The large TFT display provides clear information on the bike’s status and settings, all computed by the standard six-axis IMU. Offering certifiable sport-bike performance in a naked bike package, the 2024 Ducati Streetfighter V4 S is exceptional for its 90-degree Desmosedici Stradale V4 performance, razor-sharp handling and intuitive electronics. All but the most discerning of riders will find the V4 fitting for both street and track use. [Ducati] Scrambler Motorcycles: 2024 Triumph Scrambler 1200 XE The Scrambler market is hot, with everyone from Honda to Husqvarna offering bikes with upswept pipes and tan saddles, but if we had to pick just one, it has to be a machine that can back its sporting aspirations with dirt-ready features. Offering an unmatched mix of rugged character and legit off-road prowess, the Triumph Scrambler 1200 XE is the scrambler we’d most readily throw a leg over. Billed as the ultimate scrambler, the 1200 XE is based on all the same goodies as the 1200 X, from the tubular steel chassis to the 1,200 cc, SOHC parallel-twin. Triumph’s mill has also recently been revamped for Euro 5 compliance, without noticeably affecting peak power at 89 hp at 7,000 rpm. While both models boast full-adjustable Öhlins piggyback rear shocks, the XE model receives a longer aluminum swingarm with increased travel at 9.84” [250 mm]. The Showa inverted 47 mm front fork is a beefier unit on the XE, also boasting nearly 10” of travel. As far as suspension goes, the Scrambler 1200 XE is pretty much in a league of its own, and it’s also darn light for its class at just 452 pounds [205 kg] dry. Complete with a 21-inch front wheel, tubeless off-roady rubber, handguards, a skid plate and a radiator guard, the 1200 XE is as capable in the dirt as a scrambler gets, but don’t think for a second that it’s forgotten its street manners. In addition to dual Brembo discs up front and standard ABS, the Scrambler 1200 is equipped with a trick multi-function display that keeps all parameters in check, and offers multiple riding modes from road and sport, to rain and off-road. [Triumph] Dual Sport: KTM 500 EXC-F Championship Edition The Bike EXIF staff is decidedly in the 30 and up segment, and our tastes are usually more reserved than wild orange paint schemes, energy-drink liveries and bikes on the hotter end of the usable spectrum. And with dual-sport entries ranging far and wide, there are certainly more sensible bikes to spend hard-earned funds on, but that’s not really the point of this round-up now, is it? To be crowned ‘most thrilling,’ a bike needs all the power and standard equipment you’d need to excel in its segment, and with that in mind, it’s hard to argue against the 2025 KTM 500 EXC-F Championship Edition. Even without all the trick championship add-ons, the 500 EXC-F is still a machine that commands respect. With nearly 511 cc of displacement, the SOHC thumper engine produces a massive 64 hp, with exceptional low-to-mid range grunt. The WP XPLOR and XACT suspension systems provide around 11. 8″ [300 mm] of fully adjustable travel and the bike weighs just over 250 pounds [113 kg] before adding fuel. Full of exotic bits, the 500 EXC-F utilizes a lightweight rear subframe made from polymer and aluminum, and the featherweight wheel hoops come courtesy of GIANT. KTM also includes a handy Offroad Control Unit which replaces fuses and relays in one central unit under the seat that deactivates outputs individually in the event of a fault. So what does your extra $500 buy in the Championship Edition, besides the flashiness? For starters, you get the orange factory racing saddle, ODI lock-on grips and a map-select switch. There’s also a skid plate, frame protectors, a radiator fan, Supersprox Stealth Rear Sprocket, Michelin Enduro tires (depending on region) and several other trick add-ons as well. In short, it’s the type of stuff you’d want to add to the bike to make the most of it, and you’d spend significantly more adding it after the fact. Equipped to make you the most feared rider at your local spot while boasting all the road-legal equipment to get you home afterward, the 500 EXC-F Championship Edition is a machine without compromise. [KTM, Mitterbauer H.] Superbikes: 2024 Ducati Panigale V4 R Most of us are woefully unqualified to do any serious dabbling in the world of modern superbikes. Do you really have the necessary seat time to distinguish the difference between a 200-hp motorcycle and something north of that? Is a bike that’s capable of 250 mph more ‘thrilling’ than one tops out at 180? My point is that there’s a level at which more performance is purely for bench racing, and if you need to invest your money in a machine of that level, pick the one that speaks to you. For us, that bike is still (hypothetically) the Ducati Panigale V4 R. Equipped with a beastly 998 cc Desmosedici Stradale V4 engine, the Panigale V4 R unleashes nearly twice the horsepower (240.5 to be exact) of a Toyota Prius. Derived from Ducati’s MotoGP technology, the engine’s aggressive nature is enhanced by its counter-rotating crankshaft, reducing inertia and optimizing handling during aggressive cornering. The Panigale V4 R is not just about brute power; it’s got a healthy resumé of engineering and design under it as well. The chassis is a combination of lightweight aluminum and magnesium, meticulously crafted to minimize weight while maximizing stiffness, lending to a mere 368-pound [167 kg] dry weight. The result is a bike that handles with unparalleled stability and agility. To harness all that raw power, the bike features Ducati’s advanced electronics package, including traction control, wheelie control, engine braking control and a quickshifter. These systems work harmoniously to keep the bike in check and the rider (well most riders, anyway) in control, even during the most sanity-questioning riding scenarios. A multi-level riding mode system tailors the bike’s performance to rider preferences and road conditions—everything from rain to race. Fully adjustable Öhlins suspension, Brembo brakes and lightweight, forged-aluminum wheels provide the ultimate setup for precision handling and braking. Combined with the electronic aids and the engine’s explosive power, the Panigale V4 R becomes a formidable weapon that can outmaneuver and outpace competitors like the BMW S1000RR and Yamaha YZF-R1. [Ducati]

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Its venerable five-cylinder engine is unchanged, but a host of upgrades elsewhere gives this hi-po sedan even more cornering prowess.

We explore Jaguar's self-induced production pause and what it might really mean for the storied but troubled British marque.

See interior and exterior photos of this gloriously over-the-top one-off Phantom.

In the memorable words of Auric Goldfinger, we're in love with its color, its brilliance, its divine heaviness.

The original Volkswagen Rabbit set the standard for small cars in its day.

1998 Pontiac Trans Am Firehawk exterior and interior photos.

Righteous, brothers.

One is for desert running while the other is for overlanding. Watch as we take a look at their suspensions and measure their RTI scores.

Whether you're a highway driver or an off-roader, the F-150's refresh makes the usual truck stuff a little easier.

2024 Ford F-150 Tremor exterior photos.

Revealed during Hyundai's N Day event, the Ioniq 5 N–based RN24 fits a 641-hp EV powertrain into the smallest possible package.

Most of these quick EVs also happen to be among the fastest battery-electric cars out there.

Toyota's GR GT3 concept looks to be inching closer to production in new spy photos that show the sports coupe testing rear-wing setups.

From the archive: Return of the bumblebee.

The new Scout is cool, but maybe you prefer something old-school.

2025 Porsche Panamera GTS interior photos.

2025 Porsche Panamera GTS exterior photos.

The GTS is a looker and a goer, but a stiff ride is at odds with its mission as a family car.

The revived Scout brand reveals two body-on-frame off-roaders, offered as an EV with a claimed 350-mile range or a plug-in hybrid with a 500-plus-mile range.

What We Know So Far

Check out photos of the 2028 Scout Terra, a pickup truck with an all-electric or hybrid range-extender powertrain.

What We Know So Far

Check out photos of the 2028 Scout Traveler, a new SUV wearing the revived Scout nameplate once used on models built in the 1960s and 1970s.

In addition to pavement-ripping performance and refreshing comfort, add 717 horsepower and 25 miles of electric range to the list.

See exterior photos of the 2025 BMW M5, which enters its seventh generation this year.

See interior photos of the 2025 BMW M5, which enters an all-new generation for 2025.

Lincoln's full-size luxury SUV is now available to order, and the heavily revised Navigator has a new interior and notable tech updates.

All Transit cargo vans also now offer four factory-installed trade packages, each tailor-made with a different vocation in mind.

Backed by more than 90 years of research and innovation, Volvo Cars with its new flagship SUV embodies the safety and technology for which the carmaker is famous.

See interior photos of the 2025 BMW M5, which enters an all-new generation for 2025.

See exterior photos of the 2025 BMW M5, which enters its seventh generation this year.

Shopping for a teenage auto enthusiast or a first-time driver? Here are some fantastic gift ideas they'll love.

Starting at $137,495, the new top-spec RS Q8 has 631 hp, standard carbon-ceramic brakes, and optional 23-inch forged wheels.

Ford CEO Jim Farley admitted he has been driving a Xiaomi SU7 for six months and said he "doesn't want to give it up."

1980 BMW 528i exterior and interior photos.

One legend that delivers.

Cells from Stellantis's partner Factorial will face real-world test conditions in a fleet of electric Chargers, although not until 2026.

Subaru will only build 500 copies of the purple-painted BRZ, which is manual-only and starts at nearly $37K.

Car Design Resources, News and Tutorials

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.

Rolls-Royce has revealed the Arcadia Droptail, an exclusive coachbuilt private commission inspired by the themes of tranquillity, modern tropical sky gardens and British Biomimetic architecture.

The Petersen Automotive Museum will celebrate “Dream Cars” from the 1950s with the exhibit “GM's Marvelous Motorama: Dream Cars From the Joe Bortz Collection,” which will open on March 16, 2024.

At the IAA 2023 in Munich Polestar presented Synergy, the winning design from the latest Polestar Design Contest, developed in a 1:1 scale model. The company also announced a partnership with Hot Wheels.

The offial sketches and renders of the 2023 Opel Experimental Concept, a study presented at the 2023 IAA Mobility in Munich.

Breaking Car News, Scoops & Reviews

This is a purpose built machine that lived because of its dual-purpose practicality

This is a Jeep Grand Wagoneer with a Ferrari V12 under the hood built for casino-owner Bill Harrah. It sports a manual gearbox, over 300 horsepower, and a top speed just shy of 150 mph. Built in the 1970s, the Jerrari could reach nearly 150 mph, shuttling guests from Reno to Tahoe. Fast SUVs are commonplace today, but several decades ago, they were unheard of. Harrah needed a fast, capable SUV—but there was nothing like it on the market. So, he had one built to his specifications. This creation, now known as the Jerrari, served his unique needs perfectly. Under the hood of this 1977 Jeep Wagoneer is a Ferrari V12 that makes around 320 horsepower (238 kW). A five-speed manual gearbox feeds power from the engine to all four wheels or just to the rear should the driver prefer it that way. Why put a car like this together? According to Jay Leno and Phil McDougal, President of the National Automobile Museum in Reno, it was designed for functionality overall. Read: When Enzo Said No, One Collector Built His Own Ferrari SUV In 1969 Harrah wanted to have the freedom to shuttle people from Tahoe to Reno quickly and without worry about bad weather. McDougal says that he approached Enzo Ferrari about building a 4WD car, but was declined. So, considering that he had the cash for it, Harrah just had one built for himself. This isn’t even the first one. The original had a Ferrari front end. This one flies under the radar far more effectively and actually uses the same engine from the original one. In roughly a year of ownership he put nearly 15,000 miles on the odometer. Notably, the chassis is largely unchanged from the original Wagoneer. What’s wilder is that Harrah evidently took this car up near 150 mph (241 km/h) with regularity. Leno calls the car a part of his own history as he had a close relationship with Harrah. Those interested in seeing the car can visit the National Auto Museum where it’s on display throughout most of the year. Just imagine if Jeep or Ferrari had recognized how special this vehicle was when Harrah had it made. Perhaps cars like the Grand Cherokee Trackhawk or the Purosangue would’ve arrived sooner. Whether or not the market would’ve been there at the time could be another story though. Image Credit: Jay Leno’s Garage

The thieves made off with a total of 45 vehicles, 21 of which have since been recovered by local authorities

The brazen heist was allegedly perpetrated by two men and two women. One suspect has been charged in connection with the theft. Police have so far recovered 21 of the 45 vehicles that were stolen. A group of thieves made off with AU$2 million (US$1.3 million) worth of shiny, brand-new vehicles from a holding yard in Port Melbourne, Australia, last week, including a haul of 20 FL5 Honda Civic Type Rs. The thefts happened between 3 pm on October 20 and 6:30 am the following morning. According to Victoria Police, two men and two women forced their way into the property, breaking past security to grab a grand total of 45 unregistered vehicles. They weren’t exactly picky about their loot, going after a range of models and brands in what’s one of the most brazen automotive thefts Melbourne has seen in years. More: See The 2023 Honda Civic Type R In 264 Photos From Australian Launch Along with the impressive tally of 20 Civic Type Rs, the thieves also lifted three Skoda Kamiqs, five Skoda Kodiaqs, a VW Golf R, three VW Tiguans, three Skoda Superbs, two Honda ZR-Vs, two GMW Tank 300s, a Honda Accord, two Honda CR-Vs, and a pair of Mercedes-Benz Sprinters. This wasn’t just a quick grab-and-go; it was a full-scale shopping spree with the culprits seemingly taking whatever struck their fancy. By October 23, authorities had managed to recover 21 of the stolen vehicles, though they’ve been tight-lipped about which specific models were found and which are still out there. A 32-year-old woman has also been charged for her role in the theft. She’s facing charges of reckless driving, possessing false plates, unlicensed driving, and possessing 1-4 butanediol. She was found after being spotted driving one of the allegedly stolen vehicles on local streets. Security camera footage from the thefts released by Victoria Police It’s reported the thieves gained access to the locked parking lot and then used one of the Sprinters to push concrete barricades out of the way. How they managed to start the cars remains a mystery, as it’s unclear whether they obtained the keys or had some high-tech trick up their sleeves. The FL5-generation Civic Type R was launched in Australia in late 2022, carrying with it a AU$72,600 (~$47,900) starting price, making it roughly AU$12,000 (~$7,900) more expensive than its predecessor. Despite the high starting price, demand for the car has been strong, so much so that the first 18 months of allocations were quickly sold out.

The company's third quarter revenues climbed by $2.4 billion, but net income fell from last year

Ford has revealed mixed third quarter results as revenue was up, but net income was down. The company’s electric vehicle unit continues to struggle and their results were weighed down by the cancellation of three-row SUVs. CEO Jim Farley is upbeat about the future and said the automaker has a “significant financial upside.” Third quarter earnings continue to trickle in and the latest come from Ford, which revealed revenues of $46.2 billion and a net income of $0.9 billion. The former number jumped by $2.4 billion, although net income fell by $0.3 billion compared to a year ago. While the results were mixed, the automaker pinned some of the blame on a $1 billion hit from electric vehicle missteps. The big kicker there was the cancellation of three-row electric SUVs as well as a “retiming” of the launch of the redesigned F-150 Lightning, which is codenamed Project T3. It’s now slated to arrive in the second half of 2027 and have “features and experiences never seen on any Ford truck,” including upgraded bi-directional charging and advanced aerodynamics. More: GM Reports Q3 Revenues Of Nearly $49 Billion, Chevy Equinox Appears To Be A Hit Getting back to today’s news, the automaker said their third quarter results highlight “long-term value creation made possible by a winning lineup of internal combustion, hybrid and electric vehicles for retail and commercial customers combined with an advantaged strategy and global footprint.” However, the automaker noted “electric vehicle pricing pressure” and that was recently seen on the 2025 Mustang Mach-E, which is $3,500 cheaper than its predecessor. On the EV front, they weighed heavily on the quarter as Ford Model E posted a 33% drop in revenue compared to last year. This contrasts to the ICE-powered Ford Blue unit, which saw revenues climb 3%. Despite the mixed results, Ford noted costs are down and sales are up. The company also has an assortment of new and updated models on the horizon including the facelifted Maverick and Bronco Sport as well as the new Expedition and Navigator. Ford CEO Jim Farley said, “We are in a strong position with Ford+ as our industry undergoes a sweeping transformation. We have made strategic decisions and taken the tough actions to create advantages for Ford, versus the competition, in key areas like Ford Pro, international operations, software and next-generation electric vehicles. Importantly, over time, we have significant financial upside as we bend the curve on cost and quality, a key focus of our team.” Wall Street wasn’t thrilled as Ford stock closed up slightly at $11.37 per share, before dropping below $11 afterhours. On the bright side, investors can expect a dividend of 15 cents per share.

Think of this as though it's a luxury tiny house that'll drive you to your destination

General Motors Design has unveiled the fourth and final concept in its autonomous vehicle series. Called the Cadillac OpenSpace, this Level 5 autonomous vehicle is actually a luxury motorhome. Although just a concept, it hints at a future where RVs redefine luxury, self-driven travel. Concept vehicles are often wild, playful, and just a bit mad. At the same time, very few reach the level of extravagance found in the Cadillac OpenSpace motorhome. Two years after it first teased us with vague details, General Motors Design has decided it’s time to peel back the digital layers on this concept. So, let’s dig into what the OpenSpace is all about, why GM might be bringing it back into the spotlight, and what it could be hinting at for the future of luxury mobility. The OpenSpace was initially teased as the largest in a quartet of Cadillac autonomous concepts, which included the futuristic InnerSpace coupe, the single-seater PersonalSpace flying car and the six-seater SocialSpace van. Cadillac envisions the OpenSpace with Level 5 driving autonomy, meaning it could theoretically travel from point A to point B with zero input or attention from a driver. And once it arrives? That’s where things get interesting, promising an experience that’s anything but ordinary. Read: If You Could Have One Cadillac Concept Produced, Which Would It Be? “Once at rest, the vehicle expands its central living spaces and access to the rooftop deck is enabled, allowing the passengers to enjoy peerless views and experiences provided by Cadillac’s exclusive resort collaborations,” the automaker says. This seems like an inevitable future albeit one that is a long way off. Once vehicles can drive themselves reliably, why wouldn’t buyers want a super-luxurious motorhome like this one? Beyond just delivering its occupants to their destination, this recreational EV is designed to subtly blend into its surroundings. Cadillac gave it a “reflective exterior that softens the silhouette of the vehicle and allows the landscape of your destination to blend seamlessly with the Interior spaces.” No doubt, a vehicle like this could stick out like a sore thumb in some spaces. Thoughtful attention to helping it blend in is a nice touch. More: Cadillac InnerSpace Concept Is A Luxurious, Autonomous Coupe View this post on Instagram A post shared by GM Design (@generalmotorsdesign) It’s worth noting that, at this stage, the OpenSpace remains little more than a series of conceptual drawings. Level 5 autonomous driving is still years—perhaps even decades—away from reality in everyday production vehicles. And integrating it into something like this, with its sheer size and lavish features, feels more like designing a self-driving tiny house than a car. While this approach might not thrill traditional car enthusiasts, when fully autonomous vehicles eventually arrive, this would be a very posh way to get around. View this post on Instagram A post shared by GM Design (@generalmotorsdesign)

The pure electric variant of the new EZ-6 EV delivers 255 hp and offers a range of up to 373 miles

Mazda has launched the EZ-6 in China, which is the spiritual successor to the Mazda6. The model features electric and range-extended powertrains producing up to 255 hp. The EZ-6 comes nicely equipped and the fully electric variant has a range in excess of 373 miles. When Mazda introduced the EZ-6 at the Beijing Auto Show, they kept things frustratingly vague. They’re now filling in the blanks by releasing detailed pricing and equipment information as well as specifications. Billed as an “elegant, intelligent, and fun new electric flagship,” the EZ-6 features a streamlined Kobo design with a wide grille that is flanked by LED headlights. They’re joined by frameless doors with flush-mounted handles. Other highlights include a panoramic glass roof and aerodynamically optimized 19-inch wheels. Buyers will also find rain-sensing wipers and slender taillights that are connected by a thin illuminated strip. Higher-end variants go a step further as they offer an active rear spoiler and a power liftgate. Mazda also mentioned an external voice command function, which can be used to open the liftgate. More: New Mazda6 Reborn As The Electric RWD EZ-6, But Only In China In terms of size, the EZ-6 measures 193.7 inches (4921 mm) long and has a wheelbase that spans 114 inches (2895 mm). To put that into perspective, the model is 0.2 inches (5 mm) longer than the Toyota Camry, but has an extra 2.8 inches (71 mm) between the wheels. Moving inside, there’s a minimalist cabin with a 10.1-inch digital instrument cluster and a floating 14.6-inch infotainment system. Buyers will also find leather or Nappa leather seats with a matching steering wheel. Rounding out the highlights are a dual-zone automatic climate control system, a six-speaker audio system, and a 50w wireless smartphone charger. Higher-end variants are more luxurious as they sport a heated steering wheel as well as heated and ventilated front seats. Customers will also find a 64 color ambient lighting system and a 14-speaker Sony premium audio system. While Mazda initially said the EZ-6 would be offered with electric and plug-in hybrid powertrains, the model actually has electric and range-extended options. The EV has a rear-mounted motor producing 255 hp (190 kW / 258 PS) and 236 lb-ft (320 Nm) of torque. It’s powered by either a 56.1 or 68.8 kWh lithium iron phosphate battery pack. The former provides a CLTC driving range of 298 miles (480 km), while the latter increases that distance to more than 373 miles (600 km). The range-extended variant goes in a different direction, featuring a naturally aspirated 1.5-liter four-cylinder engine producing 94hp (70kW), which charges the battery, and an electric motor developing 215 hp (160 kW / 218 PS) and 236 lb-ft (320 Nm) of torque that drives the rear wheels. Customers will also find an 18.9 or 28.4 kWh battery pack. The smaller of the two batteries provides 65 miles (105 km) of electric-only range, while the bigger unit increases the distance to 99 miles (160 km). More importantly, thanks to the engine, the overall range is in excess of 808 miles (1,300 km). Pricing starts at ¥139,800 (about $19,600 at current exchange rates) for the range-extended variant, while the EV begins at ¥159,800 ($22,427).

While both models were discontinued at the end of 2023, there are still some brand new examples available for sale

Both the Dodge Challenger and Chevrolet Camaro were killed off in December last year. Plenty of different variants of the two American muscle cars are available on dealership lots. The American muscle cars that we’ve come to know and love are slowly dying out, including the Dodge Challenger and Chevrolet Camaro. If you’re eager to own one of these icons before the only option is the used car market, then you better hurry as there aren’t all that many new examples sitting in dealership lots across the US. A quick dig through Dodge’s e-Shop portal reveals that, at the time of writing, there are currently 3,361 Dodge Challengers [Ed note: that number has since fallen to 3,164] available across the United States. The carmaker ended production of the Challenger in December last year, and while it will somewhat live on through the new-age Charger, it remains to be seen if that model can achieve cult status quite like the third-gen Challenger did. Watch: Challenger Hellcat Tries To Rev Up The Crowd, Ends Up Rear-Ending Van Instead All manner of different Challenger variants are available across the country. The most affordable are SXT RWD variants that use the entry-level 3.6-liter V6 with 303 hp, but it’s also possible to find a cheap SXT AWD model. The cheapest Challenger at the time of writing was available for $34,455 from Lampe Chrysler Dodge Jeep Ram. At the other end of the spectrum are numerous 2023 Challenger Black Ghost RWD models, the priciest of which has a $162,836 MSRP. All Black Ghost models use a 6.2-liter supercharged V8 with a monstrous 797 hp. Camaro Inventory Running Thin While there are several thousand Challengers to choose from, there are far fewer Chevrolet Camaros still on dealership lots. We were able to find 98 examples through Chevrolet’s inventory, consisting of 90 models from 2024 and eight from the 2023 model year. The most common model lingering on lots is the Camaro 3LT, with 42 units still up for grabs. Trailing behind are the 1LT with 19 units, 17 2LTs, a dozen 2SS models, and just three 1SS models. A handful of LT1s are sprinkled in as well. As for the halo models, two 2024 Camaro ZL1s are available, priced at $94,320 and $95,790 respectively, for those willing to shell out nearly six figures to secure one of them. Like Dodge, Chevrolet hit the kill switch on the Camaro last December, marking the end of an era. But don’t write off the Camaro nameplate just yet—rumor has it Chevy plans to resurrect it down the line, albeit possibly an all-electric heart. Whether that’ll excite or enrage the faithful is anyone’s guess. For now, though, the true muscle car Camaro is on borrowed time.

The eTop will be launched in November and likely cost around $5,000

Bestop will use the SEMA Show to introduce a power retractable soft top for the Jeep Wrangler and Ford Bronco. The eTop can be raised or lowered in a matter of seconds at the touch of a button. The roof features triple-layer construction as well as tinted vinyl windows. The Ford Bronco and Jeep Wrangler are tons of fun, but the same can’t be said about their soft tops which can be a bit of a hassle to put up and take down. However, Bestop is addressing that with a power retractable roof known as the eTop. Set to be launched on November 8, the eTop aims to “give off-road enthusiasts the ultimate convenience in soft top operation.” Like in a conventional convertible, the eTop can be raised or lowered in a matter of seconds at the push of a button. More: 2025 Jeep Wrangler Ditches Crank Windows, While V6 Goes Manual-Only The company didn’t say a lot about the roof, but it features laser cut steel linkages as well as electric motors that are expected to last at least 10,000 cycles. The eTop has triple-layer fabric with an outer layer that is “chemically coated to be water-repellant and UV resistant.” The roof also features vinyl windows that are tinted to 27% to provide privacy and protection from the sun. The eTop is the result of Bestop’s acquisition of myTop and the roof will come with a 24 month warranty. There’s no word on pricing, but myTop has the Bronco’s roof listed at $4,995. The company also charges the same price for the Wrangler’s roof and one is apparently in the works for the Gladiator. We can expect to learn more details at the SEMA Show next week, but Bestop said there will be “OEM options and aftermarket models designed for easy installation by professional installers or DIY enthusiasts.”

Tesla just introduced what it calls a Low-Voltage Connector Standard (LVCS) which it claims increases efficiency and reduces costs

Tesla just announced what it’s calling the Low-Voltage Connector Standard (LVCS). It enables the brand to save money by making some 90 percent of electrical connections uniform. The automaker believes that other brands should also adopt the standard like they did with NACS. There is no question that Tesla revolutionized the automotive market. Now, it’s trying to push it even further by adopting a new standardized electrical connector. According to Tesla, the connector can cut costs, enable additional manufacturing automation, and improve operational efficiency. Notably, the connectors are a part of Tesla’s move to a 48-volt architecture in the Cybertruck. The brand touts how that design saved weight and complexity. In addition, as Tesla points out, it allows a vehicle to use the same amount of power with only 25 percent of the current in a 12-volt application. Let’s take a closer look at how the connectors work. More: Someone Rented Out A Tesla Cybertruck On Turo – And It Blacked Out The six pieces Tesla shows off in its latest blog post all look similar. They share the same general body, shape, and size. The physical latch and connection interaction are identical. The big changes are inside of the body where Tesla has various layouts for different wiring requirements. Evidently, these six connectors can serve more than 90 percent of the typical electrical device applications in a car. “It meets the requirement for increased spacing for 48V operation and is available in industry-standard light blue,” says Tesla. “It utilizes robust single wire sealing and independent secondary locking mechanisms while minimizing the package size.” All of those features enable more efficiency during the manufacturing process and could help automakers cut costs. Whether or not other brands will adopt these features is very much up in the air. No other automaker currently builds a car on 48V architecture. Tesla believes in the tech so much that it sent guides on how to do it to several other automakers as the Cybertruck was coming out. This same tech is something it plans to leverage for its promised Cybercab fleet. It’s worth noting that one of the big issues with moving to a 48V architecture is the lack of product suppliers that build the necessary components. It would seem that Tesla is happy to be that supplier at this stage.

Volkswagen is gearing up to make deep cuts and details could be revealed later this week

Volkswagen is reportedly aiming to close three plants in Germany and lay off “tens of thousands” of employees. Additional details are expected later this week, but it sounds like we can expect deep cuts that will impact workers across Europe. The automaker is facing a multitude of issues including high costs, declining sales, and Chinese competition. Volkswagen has been warning cuts are coming and it appears they’ll be pretty deep as the company’s works council has revealed the automaker is planning to close at least three different plants. This could result in “tens of thousands” of lay offs. Additional information is expected later this week, but Reuters quoted the head of Volkswagen’s works council as saying “Management is absolutely serious about all this. This is not sabre-rattling in the collective bargaining round.” Daniela Cavallo added the plan is the start of the “sell-off in … Germany.” More: VW Could Cut Wages By 10% As Part Of Widespread Cost Savings Besides plant closures, Cavallo reportedly confirmed plans for wage cuts of at least 10%. The publication is also reporting that she confirmed pay freezes for 2025 and 2026. The automaker isn’t saying much publicly at this point, but board member Gunnar Kilian reportedly said the “situation is serious” and “without comprehensive measures to restore competitiveness, we will not be able to afford significant future investments.” While the focus is on Germany, there are also expected to be cuts elsewhere. Details are limited, but the Brussels plant is believed to be on the chopping block as Audi wants to end Q8 e-tron production early as demand has dropped significantly. The fate of the facility has been up in the air since July and, earlier this month, reports surfaced that the company wasn’t able to find a suitable buyer despite 26 parties being interested. Volkswagen has spent the past few months laying the groundwork for cuts and, in September, CEO Oliver Blume said “The European automotive industry is in a very demanding and serious situation.” He added that “new [Chinese] competitors are entering the European market” and “Germany, in particular, as a manufacturing location is falling further behind in terms of competitiveness.” Those statements came after the company announced a drop in sales as well as an 11% decline in operating profit for the first half of the year.

DTM champion Nicola Larini will put his signature in a trio of "refurbished" Alfa Romeo 4C units, combining vintage shades with white racing-inspired graphics

The Stellantis Heritage division announced a trio of special Alfa Romeo 4C units, available for sale. The 4C Collezione GT “Nicola Larini” feature unique liveries and the signature of a DTM champion. They will be based on pre-existing units of the 4C, as part of the “Reloaded by Creators” program. It seems Stellantis Heritage has a soft spot for the discontinued Alfa Romeo 4C sports car. Hot on the heels of the one-off 4C Unica, part of their exclusive “Designers-Cut” series, the division has now unveiled three new Alfa 4C Collezione GT “Nicola Larini” editions. These special models are inspired by motorsport and emblazoned with the signature of a DTM champion. In line with the rest of the “Reloaded by Creators” series, these cars aren’t fresh off the production line but based on pre-existing Alfa Romeo 4C units. As their name suggests, they pay homage to racing driver Nicola Larini, who clinched the DTM championship title in 1993 behind the wheel of the Alfa Romeo 155 V6 TI. Larini himself played a key role in designing these cars, collaborating closely with the Alfa Romeo Centro Stile team and Stellantis Heritage to create the custom spec models. More: Abarth Classiche 1300 OT Debuts As Alfa 4C-Based Sports Car The renderings showcase three distinct liveries—Pine Green, Plum Red, and Ochre Yellow—that harken back to the classic hues of the 1970s Giulia GT. According to Alfa Romeo Design Project Manager Alessandro Maccolini, who originally designed the 4C, these shades have been “slightly revisited to make them more compatible with the 4C’s body”. More importantly, all three cars feature white front and rear bumpers, with a matching Alfa Romeo emblem graphic on the hood. The wheels are finished in the body color, with Larini’s signature featured on the hood and the dashboard. Following Larini’s input, the interiors are clad in black microfiber to minimize glare, with color accents that echo the exterior paint, delivering a cohesive, race-inspired aesthetic. The reborn 4C units won’t have any chassis or performance modifications, retaining the original carbon fiber monocoque and the turbocharged 1.75-liter four-cylinder engine which is good for 237 hp (176 kW / 240 PS). Alfa Romeo’s mid-engined sportscar remained in production between 2013 and 2020, when it was discontinued without a direct successor. Nicola Larini expressed his admiration for the Alfa Romeo 4C, stating: “I’ve never driven such an easy car to manage at high speeds, which is the most important thing when dealing with powerful vehicles. I think that the 4C will forever remain in the hearts of car enthusiasts and, especially, new owners of the new collection which bears my name. I hope they enjoy the very best sporty driving experience.” The trio of Alfa Romeo 4C Collezione GT “Nicola Larini” units are available to order at an undisclosed price, targeting collectors. Each model will be “produced, certified, and sold directly by the Stellantis Heritage department,” adding an extra layer of exclusivity to this rare release.

The two officers walked away with minor injuries, after narrowly escaping being hit by a passing train

An Australian police vehicle flew off the road and into the railway tracks in west Sydney. The BMW Highway Patrol was following a motorcycle when the driver missed a roundabout. The crash was caught on CCTV footage, while the rider of the dirt bike fled the scene. A police chase in New South Wales, Australia, took a turn for the worse—quite literally—when officers ended up stranded on train tracks after misjudging a roundabout while tailing a dirt bike. The incident unfolded on a Saturday in Sydney’s western suburbs. It all started when police officers clocked a dirt bike exceeding the speed limit on the Great Western Highway in Minchinbury. Rather than letting the rider slip away, the officers initiated pursuit in their BMW 530d Highway Patrol sedan. However, as they soon discovered, wrangling a hefty BMW through suburban streets is no easy feat, especially when you’re up against an agile two-wheeler. More: Police Officer Crashes Into Multiple Cars While Responding Without Lights Or Sirens The chase wound through Mount Druitt, with the patrol car’s sirens and strobes flashing. But the driver of the BMW evidently underestimated the local road layout. Approaching the intersection of George St and Beams Ave, the officer failed to spot a roundabout in time. In a rather dramatic miscalculation, the car plowed through a fence, plunged into a ditch, and came to an undignified halt on the railway tracks. The sedan ended up stranded, belly-down on the rails. Just moments later, a train roared past in the opposite direction, narrowly missing the immobilized BMW. Luck was on the officers’ side this time, as both emerged from the mishap with only minor injuries. But with just a split-second difference, the outcome could’ve been far worse. Photos and videos of the aftermath shared by 7 News and on Reddit reveal extensive damage to the front end of the BMW 530d, which was removed from the spot quickly after the accident. The Highway Patrol vehicle will likely need more than a bumper replacement in order to get back on service, as it probably damaged its underbody from the fall. As reported by local media, the police doesn’t acknowledge the pursuit in its official statement, mentioning that the officers were just following the motorcycle in an attempt to initiate a traffic stop. A Reddit commenter suggests there are three levels of authorization for chases in New South Wales, each with different rules of engagement. Authorities are now looking for the rider who fled the scene, asking anyone with relevant information, dashcam footage, or CCTV footage, to come forward. Photo: geddaradupya / Reddit Can’t park there mate. byu/geddaradupya inaustralia

The 2026MY Turbo-badged version of 992.2-generation 911 gets the same non-pluggable hybrid system seen on the new 911 GTS Hybrid

Porsche has confirmed the next 911 Turbo will start production in the second half of 2025. CFO Lutz Meschke said the Turbo will feature the hybrid system like the one already fitted to the facelifted 992.2 GTS, meaning it won’t be a PHEV. Meschke also told investors that the non-hybrid Carrera S would begin rolling out of the Zuffenhausen plant in the first half of 2025. The next Porsche 911 Turbo lands next year and will feature the same hybrid hardware already fitted to the latest Carrera GTS, the firm’s finance chief has confirmed. Deputy CEO and CFO Lutz Meschke told journalists the Turbo-branded version of the facelifted 992.2-generation 911 would enter production in the second half of 2025. He also said that it would come “with the Varta cells on board.” Varta is the German company that provides the 1.9 kWh batteries for the GTS’s hybrid powerpack – and a business that Porsche saved from financial disaster with a €60 million ($65 m) cash injection in August. More: Porsche Changes EV Plan, Will Give Electric Models ICE Powertrains Too The 2025 GTS isn’t a PHEV, can’t run on electric power alone and cuts CO2 emissions by just a handful of g/km. But it also provides a 54 hp (54 PS) boost via a motor stashed inside the compulsory eight-speed dual-clutch transmission and energizes an electric turbo that reduces the time between flooring the right pedal and receiving maximum torque from 2 seconds to just half a second. Porsche came up with a new 3.6-liter flat-six for the 2025 GTS that gets by with one big turbo (because lag is no longer an issue) and delivers a total system output of 532 hp (540 PS) and 449 lb-ft (609 Nm). 2025 911 GTS 3.6 engine That puts the GTS incredibly close to the 911 Turbo, which continues unchanged for 2025, and makes 572 hp (580 PS), or 640 hp (650 PS) as a Turbo S. Intel suggests the 2026 Turbo will get a more potent version of the GTS’s powertrain and it’s a safe bet that even the base Turbo will kick out over 600 hp (608 PS). Meschke also revealed on the call with reporters that the Carrera S enters production in the first half of 2025. Like the base Carrera that made its debut alongside the GTS in May, the Carrera S doesn’t feature any kind of hybrid tech and isn’t in line for any dramatic tech changes. 2025 911 GTS The Carrera only received a small bump from 379 hp (385 PS) to 388 hp (394 PS) courtesy of a pair of up-sized turbochargers inherited from the old GTS, and the S, which made 443 hp (450 PS) before it was withdrawn at the end of the 2024 model year, is expected to make around 454 hp (460 PS) for 2026. Related: 2026 Porsche 911 Turbo S Cabriolet Could Be A Nearly 700 HP Hybrid But any disappointment at that modest power boost will be tempered by the availability of a manual transmission for the first time in a 992.2. Neither the base Carrera or GTS hybrid are available with a stick. It’s worth mentioning that the dates Meschke refers to for the S and Turbo are for the start of production, so it’s possible that we could see both models debuting much earlier. “The mix for the 911 will be quite satisfying next year,” Meschke said. We think so too.

1995 GMC P3500 still retains its original features including lights, SWAT livery and hand-drawn maps from the truck’s final mission

A genuine SWAT van is for sale on the Bring a Trailer auction site. The 1995 GMC P3500 still wears the livery of California’s Inglewood Police Department. Blue and red emergency lights, gun cradles, ammunition drawers, and dry-erase boards for tactical planning are still present. The whole van-life thing has become incredibly popular, with the high cost of brand new campers inspiring many would-be travelers to build their own, often from unlikely starting points. So we can’t help but look at this genuine ex-SWAT team van and think it would make a really fun camper conversion – and would certainly get you noticed on social media. Originally a GMC P3500, this van was modified by Mattman Specialty Vehicles of Escondido, California for the state’s Inglewood Police Department, and despite presumably leaving the service years ago, it appears exactly as it would have done in the late 1990s. Related: Texas SWAT Team Ends Big Rig Chase And Standoff With Robot Battering Ram The exterior still features its Code 3 blue and red emergency lights, awnings, a ladder for roof access, and the “Inglewood Police SWAT” legend on both sides. There are also external equipment lockers and power outlets in multiple places along the flanks for when you’re camped out waiting for that bank siege to end – or just camped out with your family having your dinner and enjoying the sunset. It would take some SWAT-grade planning to convert the interior of this van to a camper without losing some of the great features that testify to its former life, but given how creative the van-life devotees are, we’re sure it could be done. Those features include surveillance equipment, gun cradles – but not guns, of course – and ammunition drawers. There are even dry-erase boards that appear to contain hand-drawn notes and maps from the truck’s final mission. Or maybe the previous owner added them; it doesn’t matter really, it just adds to the fun. This is definitely a vehicle where the fun comes from seeing the looks on other drivers’ faces, not from the physical driving experience. Power comes from a 7.4-liter GM big-block V8 hooked up to a four-speed auto, but we doubt it’s much good in a chase and the fuel costs are probably horrific. What would you do with this van? Drop a comment below and let us know. You can check out the full auction listing here. H/T to Silodrome

The hot Abarth 600e is more powerful than originally announced, but the extra power is exclusive to the Scorpionissima launch special

Abarth has launched the 600e in Europe, priced from £36,975 ($48,044) in the UK market. The hot B-SUV is available in Turismo and Scorpionissima flavors, with 237 hp and 278 hp. The most powerful Abarth features angry looks, 20-inch wheels, and a sharper chassis setup. Abarth released the full details on the new 600e, just in time for its market launch in Europe. The EV is Abarth’s first-ever electric crossover and the most powerful production model with the Scorpion emblem on the hood. It is available in two flavors, the Turismo and the Scorpionissima, offering 237 hp and 278 hp respectively. Production of the most powerful trim is limited to 1,949 units, honoring the founding year of the Italian brand. The Abarth 600e was originally announced in early 2024, promising an output of 237 hp (177 kW / 240 PS). However, just like the closely related Alfa Romeo Junior Veloce, Stellantis realized it could squeeze a few more ponies out of the single electric motor, resulting in a more respectable 278 hp (207 kW / 280 PS) for the Scorpionissima launch special. More: Alfa Romeo Says Oops, Junior Veloce EV Makes 278 HP Not 237 HP The Abarth 600e Turismo retains the original 237 hp (177 kW / 240 PS), with the same 345 Nm (254.5 lb-ft) of torque. The driver has access to the Turismo, Scorpion Street, and Scorpion Track driving modes, unleashing different levels of power and tweaking the ESP settings. Power is transmitted to the front axle via a standard Torsen mechanical limited-slip differential from JTEKT. In the Scorpion Track mode, the 0-100 km/h (0-62 mph) sprint is completed in 5,85 seconds for the Scorpionissima and in 6,24 seconds for the Turismo, while top speed is electronically limited to 200 km/h (124 mph). Abarth says that the 600e was developed in collaboration with Stellantis Motorsport, using parts from partner companies Michelin, Sabelt, JTEKT Torsen, and Alcon. The EV rides on the “Perfo eCMP” architecture, which is an enhanced version of the regular eCMP that underpins several Stellantis hatchbacks and SUVs. The Abarth-specific chassis setup includes Alcon brakes, a stiffer suspension, a rear anti-roll bar, and wider tracks. The 54 kWh battery pack also received a special cooling system which is said to improve performance. Predictably, the 334 km (208 miles) WLTP range of the Abarth 600e is worse than the less powerful Fiat, which can travel an extra 75 km (46 miles) between charges. Angry Looks, Dark-Themed Interior To differentiate the “evil” Abarth 600e from its cute Fiat twin, the design team created a unique bodykit. Changes include the deeper front and rear bumpers, the 20-inch alloy wheels, and the prominent rear spoiler. The squared-off design of the bumpers is inspired by the boxy radiator of the Abarth 850 TC “cassettone”. Furthermore, the color palette includes unique shades like the Acid Green and the Scorpionissima-exclusive Hypnotic Purple, alongside the Antidote White, Shock Orange, and Venom Black. The launch special also features glossy black accents, black decals, and colored brake calipers. More: Stellantis To Review The Future Of Its 14 Brands By 2026, Says CEO Tavares Inside, the highlight is the Sabelt bucket seats with integrated headrests, featuring a more aggressive design and Alcantara upholstery in the Scorpionissima, rather than the fabric upholstery of the Turismo. Equipment includes a 7-inch digital instrument cluster and an infotainment system with a 10.25-inch touchscreen display and Abarth-specific graphics, a six-speaker audio system, ChatGPT integration, and Level 2 ADAS. Weirdly, Abarth’s artificial sound generator is only featured in the Scorpionissima. The Abarth 600e will be available to order in main European markets starting October 29, 2024. In the UK, pricing starts from £36,975 ($48,044) for the Turismo, and from £41,975 ($54,540) for the Scorpionissima. For comparison, the smaller and less powerful Abarth 500e starts from £31,195 ($40,536) in the same market.

This is just the second Pagani Huayra-based model created in collaboration with Hermes

The Italian supercar is finished in a stunning shade of teal with several white accents. Found inside the Codalunga’s interior is some of the finest Hermes leather. Powering the car is a 6.0-liter twin-turbocharged V12 delivering 840 hp. The fifth and final Pagani Huayra Codalunga was recently delivered in Europe and has one of the most eye-catching liveries on a modern Pagani. Many of the craziest Pagani Zonda and Huayra models out there are bathed in brightly-colored carbon fiber and as much as we love carbon, having exposed carbon on an Italian supercar with a design as gorgeous and sleek as the Codalunga wouldn’t make sense. Instead, this example is bathed in a stunning shade of teal which compliments its lines very nicely. Read: Tailor-Made $7.3M Pagani Huayra Codalunga Long-Tail Was Created At The Behest Of Two Clients Contrasting the teal paint finish are large white circles painted on the doors and white accents just behind the front wheels. Speaking of the wheels, they too are finished in white and sit over a set of white brake calipers. The stunning exhaust system also has a matching white ceramic finish. Making this Codalunga all the more special is that it was designed in collaboration with Hermes. The bespoke brown Huayra owned by US collector Manny Khoshbin was the first car created by Pagani and Hermes, and this is thought to be just the second example. The interior has been decked out in the finest materials from Hermes. For example, the leather seats have a deep shade of green and there are plush white fabrics found across the rear bulkhead and the center console. View this post on Instagram A post shared by Prototype 0 – Pagani (@prototype0official) There’s no word on how much the owner of this Codalunga paid, but we know the limited-run model had a starting price of €7 million ($7.5 million) when it was unveiled back in mid-2022. The custom finish on this car, as well as the Hermes interior, no doubt jacked up that price significantly. Powering the Codalunga is the same 6.0-liter twin-turbocharged V12 of the regular Huayra, although it now produces 840 hp. The car is 14 inches (360 mm) longer than a normal Huayra and yet, it still only weighs 2,822 lbs (1,280 kg). View this post on Instagram A post shared by Aaronandcars (@aaronandcars)

Morgan Clarke Design plans to build 7 examples of this wild Velar-based Dakar build

The car’s engine was lifted from a Stage 3 Lamborghini Huracan built by Underground Racing. King Shocks sponsored the wild project and installed its suspension at all four corners. Other examples could use GM crate engines with a six-speed sequential gearbox. A shop in California is in the process of building what might be the craziest Range Rover in existence. The extreme off-roader is known as the Dakar Prototype, and while it’s far from finished, the shop claims it should be ready to run in January, taking to sand dunes like a duck to water. While some of the body is still Range Rover Velar, the insane creation shares very little in common with its former self, once you strip away those bright red panels. It sports a bespoke steel chassis, and the engine bay is now void of a powertrain altogether. Instead, the front end features a pair of large radiators and massive King shocks, and the engine has been moved to the rear of the SUV. Read: Range Rover Velar To Get A Sporty, Electric Makeover This is no Range Rover engine, either. Instead, the Velar is rocking the 5.2-liter V10 of a Lamborghini Huracan. This engine is being built by Underground Racing with its Stage 3 package and will feature a pair of turbochargers, but it’s still a work in progress. The turbochargers have been sourced from Precision and Morgan Clarke Design, the shop building this crazy Velar, says it could have as much as 2,000 hp at the wheels. The rear seats have been completely removed, and there’s now a custom frame in the rear that supports the huge King shocks. A wild set of tires perfect for ripping up sand dunes is of course present. Plenty of work is also being done to the SUV’s cabin. It retains the original Velar dash and cluster and soon, will include a five-speed gated manual shifter. Seats from a McLaren 720S should ensure that the driver and passenger are held in place during even the craziest off-road stunts. Incredibly, Morgan Clarke Design plans to build six more examples of this wild Velar off-roader but this one will likely be the only example with a Lamborghini engine. The other six will probably use a GM crate motor with a six-speed sequential.

Scuderia Ferrari's driver picked up the keys to his new, highly personalized SF90 XX

The SF90 XX is the first Ferrari road car to use the fabled XX nameplate. Several aerodynamic upgrades were added to boost the car’s downforce. Prices for the limited-run SF90 XX start at €770,000. It was only a couple of months ago that Ferrari Formula 1 ace Charles Leclerc picked up the keys to a customized Daytona SP3 and now, the Monegasque has taken delivery of another Ferrari, namely the track-focused SP90 XX. The specification of the SF90 XX is extremely similar to Leclerc’s Daytona SP3. Like that car, his SF90 XX is bathed in satin black and subtle red details like a red strip stretching between the headlights, the front splitter, and the side skirts. Watch: Charles Leclerc Shows Off His New Monaco-Themed Ferrari Daytona SP3 Leclerc’s custom touches continue with the colors of the Monaco flag – white and red – visible on the wing mirrors and the rear wing endplates. His ‘16’ racing number is also featured on both doors. Other highlights of the car’s exterior include the Scuderia Shields on the front wheel arches, the gloss black wheels, and the red calipers. Ferrari lifted the veil on the SF90 XX in June last year. It’s the first road-legal car from the brand to feature the fabled XX badge and comes standard with a host of bespoke aerodynamic parts. This includes new ducts in the hood and a massive fixed rear wing. All up, the car delivers 1,169 lbs (530 kg) of downforce at 155 mph (240 km/h), quite a bit more than the 860 lbs (390 kg) delivered by the standard SF90 Stradale. View this post on Instagram A post shared by @esso_monaco The 27-year-old racing driver also owns a satin black Ferrari 488 Pista Spider with similar red and white accents. Last December, he also took delivery of a Ferrari 812 Competizione A, this time painted in matte white with several exposed carbon fiber parts. Ferrari is building just 799 examples of the hardtop SF90 XX and 599 droptops. Prices for the coupe start at €770,000 (~$830,000), although Leclerc likely paid more than that, considering all the custom touches of his car. That’s chump change for him, however, as his Ferrari contract is thought to be worth $34 million annually. View this post on Instagram A post shared by @esso_monaco

The record run was an adventurous journey with 1,600 m (5,249 feet) of altitude difference, low temperatures, and different kinds of terrains

The Roewe D7 DMH was driven 1,372 miles (2,208 km) on a single tank of gas and a full battery charge. The model earned a spot in the Guinness World Records for the longest range among PHEVs. The route included crossing a desert and climbing a mountain, proving the powertrain’s efficiency. Chinese automakers have stepped up the game in terms of PHEVs and EREVs, promising impressive figures for their combined range. The SAIC-owned Roewe took a step further, achieving a Guinness World Record for the longest distance covered by a PHEV without refueling or recharging – a staggering 2,208 km (1,372 miles). The record-breaking model is the Roewe D7 DMH, the plug-in hybrid version of the midsize sedan, introduced in China in 2023. A production-spec vehicle covered 2,208 km (1,372 miles) in four days, passing from the cities of Lanzhou, Zhangye, Jiuquan, Turpan, and Urumqi. More: China’s Roewe D7 Comes In EV And PHEV Flavors With A Mercedes-Style Profile Interestingly, the route was neither flat nor limited to smooth tarmac roads in ideal temperature conditions as you would normally expect from an efficiency-focused record run. Instead, the Roewe D7 DMH was driven on gravel, dirt, snow, ice, and wet tarmac, with a 1,600 m (5,249 feet) altitude difference, and temperatures as low as -8°C (17.6°F). Footage uploaded on Weibo shows the electrified sedan crossing parts of the Gobi desert, and climbing mountains before reaching its destination. The fuel cap and the charging port were covered by stickers throughout the journey. Furthermore, the VIN was checked by officials, to make sure it was the same car that started and finished the test. The plug-in hybrid powertrain of the Roewe D7 DMH comprises a naturally-aspirated 1.5-liter gasoline engine producing 110 hp (82 kW / 112 PS), and an electric motor generating 201 hp (150 kW / 204 PS). The ICE has an advertised thermal efficiency of over 43% and is connected to the coaxial P1 drive unit. The official numbers suggest that the PHEV has a combined range of 1,400 km (870 miles), including the EV-only range of 125 km (78 miles). This means that the record run was 808 km (547 miles) over the claimed figures, proving that an experienced driver can make a huge difference in how far one can travel on a single tank of gasoline. Overall, the average fuel consumption of the test was 2.49 lt/100km (94.5 MPG). It remains to be seen if a rival automaker will challenge Roewe’s record. Judging from the specs of existing production models, the next record-breaking PHEV will most likely originate from China.

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