Cars

Global Car Culture Since 2008

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

Latest BMW News, Reviews and New Models

The BMW M3 has long set the standard in the compact performance sedan segment, earning its stripes on the Nürburgring and beyond. Now, Genesis is testing the waters of that territory—not with a production model,...

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The BMW M3 has long set the standard in the compact performance sedan segment, earning its stripes on the Nürburgring and beyond. Now, Genesis is testing the waters of that territory—not with a production model, but with a bold concept car aimed squarely at the track. Unveiled as a one-off build by Genesis Canada, the G70 Track Day Special draws inspiration from the brand’s own Nürburgring taxi program. While it’s not positioned as a direct M3 rival (at least not yet), it’s an unmistakable sign that Genesis is getting more serious about high-performance engineering. A Nürburgring-Inspired Build With a Point to Prove Genesis didn’t start from scratch. The Track Day Special is based on the 3.3-liter twin-turbo V6 G70, a car already earning credibility in enthusiast circles. But to build this car, Genesis borrowed liberally from its own ‘Ring taxi formula—cars that run lap after lap at the Nordschleife with paying passengers onboard. The suspension swaps in a KW coilover kit, dropping the ride height by an inch and stiffening things up to cope with sustained track use. Sturdier axle bearings and a recalibrated transmission help handle repeated high-load driving. The braking system has been upgraded with AP Racing pads, calipers, and rotors, paired with new cooling ducts to prevent fade under heat. Track-ready 19-inch OZ Estrema GT wheels are wrapped in Michelin Pilot Sport 4S tires, wider than stock for better grip and more confident handling, especially under the weight of extra passengers. Looks That Scream “Green Hell” Visually, the G70 Track Day Special stands out with a vented hood and an aggressive front splitter. Around back, a towering rear wing dominates the view and delivers serious downforce—something the original Nürburgring taxis don’t even have. The car wears a motorsport-style livery, complete with a bold G70 roundel on the doors, Genesis script across the windshield and rear wing, and “Nordschleife” stamped proudly on the fenders. A subtle Nürburgring track map just behind the front wheels seals the deal. This one-off G70 doesn’t pack more power than the Ring taxi—it keeps the standard 365 hp V6 and AWD drivetrain. But this isn’t quite a direct rival to the 503-hp BMW M3 Competition. The BMW M3 was built at the Nürburgring. So was this car. And while they’re not yet equals, it remains to be seen if a future showdown is in the books. First published by https://www.bmwblog.com

Mercedes-Benz is doubling down on its U.S. manufacturing footprint with plans to build a new vehicle at its Tuscaloosa, Alabama, facility by 2027. The announcement comes as global automakers grapple with President Donald Trump’s revived...

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

Mercedes-Benz is doubling down on its U.S. manufacturing footprint with plans to build a new vehicle at its Tuscaloosa, Alabama, facility by 2027. The announcement comes as global automakers grapple with President Donald Trump’s revived 25% tariffs on imported vehicles. While Mercedes-Benz declined to specify whether the decision is a direct response to the tariffs, the company emphasized its “local-for-local” strategy—producing vehicles in the regions where they’re sold. That strategy now includes what the automaker calls a “core segment” model, to be localized at the same plant that currently builds the GLE and GLS SUVs. “We are getting even closer to the U.S. customer by localizing a core segment model in Tuscaloosa,” said Mercedes-Benz North America CEO Jason Hoff. “This move strengthens our ties to the North American market where a range of Mercedes-Benz vehicles have their roots.” Tuscaloosa has long served as a cornerstone of Mercedes’ global SUV production strategy. Roughly 60% of the SUVs built at the plant are exported, making it one of the company’s most important international hubs. But the decision to increase production on U.S. soil is part of a broader industry trend, as automakers brace for escalating tariffs on both fully assembled vehicles and parts. As of this weekend, an additional round of 25% tariffs on automotive components is set to take effect. What Other Automakers Are Doing BMW XM G09 in assembly at Plant Spartanburg on 11/16/22 – File: 111522GR34 Mercedes-Benz is not alone in adjusting its manufacturing footprint: BMW is reportedly considering adding production shifts at its Spartanburg, South Carolina, plant, potentially increasing output by up to 80,000 units per year. The facility already serves as BMW’s global SUV hub and is the top U.S. vehicle exporter by value, shipping more than $10 billion in vehicles abroad last year. Honda is shifting production of its popular Civic model from Japan to the U.S. Hyundai recently pledged $20 billion in U.S. investment, including a $5.8 billion steel plant in Louisiana Kia plans to produce hybrid vehicles in Georgia Nissan is evaluating the possibility of moving production from Mexico to U.S. plants in light of trade policy shifts. Stellantis is reopening its Belvidere, Illinois, factory to manufacture a new midsize pickup Toyota is ramping up hybrid vehicle production at its West Virginia plant For now, BMW doesn’t seem to plan any major production shifts. Instead, most of the current car prices are being protected through May. The only difference is the pricing for the 2 Series Coupe and its M2 sibling which is up 4%. As a refresher, the G42 and G87 are exclusively built in Mexico at the San Luis Potosí plant. It’s too early to say how much longer BMW will be able to shield customers from higher prices to offset the newly imposed tariffs. First published by https://www.bmwblog.com

BMW has been racing the M Hybrid V8 since 2023 as part of its factory-backed endurance efforts. While the more attainable, track-only models are sold to privateers, that hasn’t been the case with the hybrid...

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BMW has been racing the M Hybrid V8 since 2023 as part of its factory-backed endurance efforts. While the more attainable, track-only models are sold to privateers, that hasn’t been the case with the hybrid race car. Well, at least not yet, because that could soon change. The head of the firm’s motorsport division says he’s open to the idea of selling the V8 machine to customer teams. In an interview with SportsCar365, BMW M Motorsport chief Andreas Roos was happy to report that “there’s interest from customer teams” in the M Hybrid V8. However, a final decision on whether sales will happen hasn’t been made. For now, the racing arm of the German luxury brand is “evaluating the whole picture.” The top brass declined to confirm or deny whether private teams could be running the M Hybrid V8 as early as next season: “I don’t want to say yes and I don’t want to say no.” As for the cost? It would certainly be far above that of BMW M Motorsport’s other race cars. The current lineup starts with the newly announced M2 Racing at €98,000. Next is the M4 GT4 EVO at €219,000, and then the M4 GT3 EVO, which starts at €578,000. While the M2 and M4 are related to their road-going counterparts, the M Hybrid V8 doesn’t have a street-legal equivalent. Homologation rules don’t require a production version, so that isn’t likely to change. BMW says the new M5 does inherit some hybrid tech from the flagship race car, but the twin-turbo V8s powering each are different. Rather than the S68 found in various production models, the M Hybrid V8 uses the P66/3. It’s a race-bred engine with roots in DTM. The original P66/1 was a naturally aspirated 4.0-liter V8 used in the M3 E92 during the 2012 Deutsche Tourenwagen Masters season. Meanwhile, the S68 will serve as the backbone of BMW M’s lineup, starting with the X5 M60i and up. Source: Sportscar365 First published by https://www.bmwblog.com

Every now and then, we are taken aback by how ridiculously high car prices are in Singapore. But it’s not entirely BMW’s fault. That’s just how the cookie crumbles in the island country and city-state...

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

Every now and then, we are taken aback by how ridiculously high car prices are in Singapore. But it’s not entirely BMW’s fault. That’s just how the cookie crumbles in the island country and city-state in Southeast Asia due to extremely high taxes. As I explained in an article last November about the M5 Sedan costing the equivalent of $556,000, buying a car there is a massively costly endeavor. The Certificate of Entitlement (COE) is a permit one must purchase by winning a bid to earn the legal right to drive the car for 10 years. Its value changes depending on demand, so it can sharply increase a car’s price tag. Customers must also pay an Additional Registration Fee (ARF), which is directly related to the vehicle’s Open Market Value (OMV). Because BMWs are already expensive from the get-go, that extra fee makes things even worse. As if that weren’t bad enough, Singapore applies a Goods and Services Tax (GST) on imported vehicles. Then there’s the Vehicular Emissions Scheme (VES), which imposes higher fees on higher-polluting vehicles. That’s how you end up with a wagon costing 775,888 Singapore dollars, or about $598,711 at current exchange rates. It’s nearly six times more expensive than in the United States, where you can drive one for “just” $125,275, assuming you’re not ticking any boxes on the options list. Speaking of which, the M5 Touring comes standard in Singapore with M Compound brakes, so the carbon-ceramic setup costs extra. BMW doesn’t mention colors, but we imagine customers must fork out more for special hues from the Individual catalog. But despite the exorbitant price tag, BMW must’ve crunched the numbers and concluded it’s still worth launching the M5 Touring in Singapore. The M lineup is surprisingly diverse there, including just about everything from the M135i to the XM. Even the smaller-brother M3 Touring is available, having launched in early 2023 for 560,888 Singapore dollars. That’s $433,000 in today’s money. First published by https://www.bmwblog.com

Leave it to BMW to do something like this. A German luxury automaker celebrates a German racetrack with a special edition made exclusively for China. It’s not that we’re complaining, though; it would be great...

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

Leave it to BMW to do something like this. A German luxury automaker celebrates a German racetrack with a special edition made exclusively for China. It’s not that we’re complaining, though; it would be great to see the Green Hell graphic offered in other markets, too. In the meantime, here’s an exclusive look at the M4 Edition Nürburgring, a special G82 of which only 53 units will be built. While that number might seem arbitrary, it marks the years since BMW M was founded. At Auto Shanghai 2025, which, incidentally, wraps up today, we spoke with Sylvia Neubauer. She’s the Head of Customer, Brand, and Sales for BMW M GmbH. She walked us through what sets the M4 Edition Nürburgring apart from the standard model. The car is painted in Frozen Deep Green, a matte Individual color first made famous by the M5 CS. The Frozen Black stripes on the hood and trunk are painted on, so they’re not decals. This limited-run version of the M4 Competition also features the red grille surround from the M4 CS. If that weren’t enough to catch your eye, the 826 M wheels are finished in Gold Bronze and paired with red brake calipers. The carbon fiber roof and rear spoiler are familiar elements by now, and overall, the Edition Nürburgring doesn’t introduce anything radically new. Instead, it simply combines a curated selection of high-end options into a flashy package. The real standout is the interior. The door sills feature a red “Nürburgring” script along with white “1/53” lettering to emphasize its rarity. The front carbon bucket seats are accented in red and include a Nürburgring track layout stitched into the design. The car comes exclusively with an eight-speed automatic since it’s based on the Competition xDrive. Sorry, enthusiasts, no stick here. BMW is asking 1,088,000 Renminbi, or nearly $150,000 at current exchange rates. Despite the steep premium of 136,100 Renminbi (about $19,000) over the standard model, Sylvia told us that most units were sold on the show’s first day. The M4 Edition Nürburgring might seem like a cash grab, but who can blame BMW if it works? After all, a company must be profitable to survive in this cut-throat business. First published by https://www.bmwblog.com

Spending time behind the wheel of the all-new 2025 BMW M5 (G90) is a deeply layered experience—one that combines hybrid performance, executive comfort, and BMW’s ongoing pursuit of technological innovation. But no car is perfect,...

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Spending time behind the wheel of the all-new 2025 BMW M5 (G90) is a deeply layered experience—one that combines hybrid performance, executive comfort, and BMW’s ongoing pursuit of technological innovation. But no car is perfect, not even an M5 that now pushes 717 horsepower and 738 lb-ft of torque. After driving it extensively around Chicago, here’s a candid breakdown of what truly impresses me—and what still needs fine-tuning. 5 Things I Like About the New BMW M5 1. EV Driving Actually Works for Me I understand why many enthusiasts cringe at the idea of an electric M car. But after owning four BMW i3s and now an i4, electric driving has become second nature. In fact, for my 30-mile roundtrip commute in stop-and-go Chicago traffic, the M5’s electric mode is a game changer. It gives me the comfort of zero emissions without losing the essence of an M car. And when I want the full V8 experience? It’s always there. Even though BMW advertises a range of 33 miles, I managed yesterday to beat that estimate by at least 20% for a total electric range of 40 miles. 2. Luxury, Meet Performance This isn’t just an M5—it’s bordering on a mini M7. With a plush interior, capable driver assistance systems, and features like automatic lane change, hands-free driving, and extremely comfortable seats, the G90 M5 is one of the most relaxed M car I’ve ever daily driven. It’s genuinely easy to live with and commute, especially in the typical stop-and-go Chicago traffic. 3. Surprisingly Refined Ride The M5 uses a similar steel suspension setup to the BMW XM, but it rides far better. Likely due to its smaller wheels and a more comfort-oriented tune, the suspension feels composed and well-damped even on rough city roads. It strikes a better balance between sportiness and comfort than the larger, stiffer XM. 4. Quiet as a Whisper This might be one of the quietest cabins BMW has ever made. I measured 69 dB at 70 mph in hybrid mode and an impressively low 59 dB in pure EV driving. That kind of noise isolation, especially in an M car, makes a big difference on longer drives or during your daily grind through traffic. 5. Bold, Boxy, and Unapologetic Say what you will about the design, but this new M5 gets attention. I’ve lost count of how many thumbs-up I’ve gotten or people stopping to ask about the car. The sharp lines and aggressive proportions give it a unique presence—far from boring, and definitely a head-turner. Could have featured a more cohesive design and a less-in-your-face styling? Sure, but then again, I complained a lot about the F10 M5 being too safe. 5 Things I Don’t Like About the New BMW M5 1. The Weight Is Real It’s a heavy car—full stop (5,390 pounds). And while that’s expected given the hybrid tech, battery pack and V8 under the hood, you feel the mass more than you’d like, not just during aggressive cornering but even under normal braking. You have to recalibrate your driving, especially in stop-and-go traffic or when doing some emergency braking. 2. Missing a Few Luxury Touches At this price point, things like soft-close doors or comfort access on the rear doors should be standard. It’s a flagship M car, yet it lacks some of the finer convenience features found in lower priced BMWs, which feels like a missed opportunity. 3. Plastic Quality Is Dubious The piano black trim in the cabin looks sharp out of the box, but it quickly becomes a magnet for fingerprints and micro scratches. It cheapens an otherwise upscale interior and makes you second-guess every touch. I wish the entire auto industry moves away from piano black, inside and out. 4. Driving Mode Transitions Aren’t Seamless While smoother than in the XM, the switch from EV to combustion mode still isn’t perfect. There’s a split-second hesitation and a subtle jolt as the V8 kicks in. It’s not jarring, but it does take away from the otherwise polished driving experience. 5. Slow Charging (Unless You Got The Latest Upgrade) My long-term M5 press car came with the standard 7.4 kW onboard charger, and honestly, it’s too slow. A 0 to 100% top-up took over three hours at a public station. Yes, most people will charge overnight or use the engine to replenish on the go, but the newer 11 kW upgrade makes a difference—and should have been standard from the start. Initially, BMW said that a full recharge would take 3 hours and 15 minutes but now that time has been reduced by an hour. The EV experts would argue though that the difference between 7.6KW vs 11KW with an 18 KWh pack is negligible. First published by https://www.bmwblog.com

BMW is planning a brand-new electric car called the i2, expected to arrive in 2030. But unlike the current 2 Series Coupe, which is a sporty two-door car, the new i2 is rumored to be...

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BMW is planning a brand-new electric car called the i2, expected to arrive in 2030. But unlike the current 2 Series Coupe, which is a sporty two-door car, the new i2 is rumored to be a four-door electric model focused on space and practicality. Codenamed NB8, the BMW i2 will sit at the entry level of BMW’s electric lineup, right next to the upcoming i1 hatchback. It won’t replace the current 2 Series Coupe with a gas engine, because BMW isn’t planning a direct internal combustion engine (ICE) successor for that car. Instead, the i2 will be a fresh take on a small, fun-to-drive EV. Like the i1, the i2 is expected to offer both rear-wheel drive and all-wheel drive options. That’s a big step up from the current 2 Series Gran Coupe, which used a front-wheel drive layout. BMW is clearly aiming to keep its signature sporty driving feel, even in its smallest electric cars. At the 2025 Shanghai Motor Show, BMW’s head of product management, Bernd Körber, said that small cars are still very important to the brand. They help bring younger customers into the BMW family and keep sales strong. And even as BMW moves toward full electrification, it still wants to deliver cars that are fun to drive. Gen6 Batteries and Motors We don’t know exact performance specs yet, but the i2 will use BMW’s sixth-generation (Gen6) battery technology. These new cylindrical batteries are more powerful and efficient than the current ones. BMW is likely targeting a driving range of at least 700 kilometers on a single charge, thanks to these improvements. We also expect decent bump in power compared to the current F74 M235 which tops the range with 312 horsepower. The compact four-door electric i2 won’t be just another small EV—it’s BMW’s way of staying true to its roots while building for the future. More information should be available in the coming years as we get closer to the 2030 launch. First published by https://www.bmwblog.com

Historically, BMW has typically refrained from hyping up unreleased products. However, it’s taking a different approach with the electric M3. Although the sports sedan, codenamed “ZA0,” won’t debut anytime soon, the luxury brand is eager...

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Historically, BMW has typically refrained from hyping up unreleased products. However, it’s taking a different approach with the electric M3. Although the sports sedan, codenamed “ZA0,” won’t debut anytime soon, the luxury brand is eager to discuss it. BMW has already previewed the high-performance EV with a radical prototype based on the i4 M50. We’ve also seen production-bodied prototypes undergoing testing at the Nürburgring. In an interview with Top Gear magazine, BMW made a bold statement. Mike Reichelt, the man overseeing the reborn Neue Klasse lineup, claimed the purely electric M3 will be “the best M car ever dynamically.” But what exactly does “dynamic” mean in this context? After all, vehicle dynamics can be interpreted in various ways. According to Wikipedia, it refers to “the study of vehicle motion, e.g., how a vehicle’s forward movement changes in response to driver inputs, propulsion system outputs, ambient conditions, air/surface/water conditions, etc.” In simpler terms, we should expect sharp handling and precise steering response. It’s an ambitious claim, especially considering the electric M3 will inevitably be a heavy car. Today’s G80 M3 Competition xDrive already weighs 1,780 kilograms (3,924 pounds). Consequently, it’s logical to assume the ZA0 will easily exceed two metric tons (4,409 pounds). The electric M3 is rumored to arrive in 2027 with around 670 horsepower, with more powerful variants likely to follow. It remains unclear whether the launch version will be rear- or all-wheel drive. What is confirmed is that Neue Klasse models will feature one, two, three, or even four motors. BMW is mounting excited synchronous motors (EESM) at the rear and pairing them with asynchronous motors (ASM) at the front. Despite lacking a combustion engine, the ZA0 could still sound like a traditional M car. A teaser video recently hinted at an artificial inline-six soundtrack. For purists who prefer the real thing, BMW is also developing a new internal combustion M3, likely featuring a mild-hybrid version of the S58 engine. Designed to meet emissions regulations with minimal weight gain and, hopefully, no compromise in power, this new gas-powered M3, codenamed “G84,” is expected to be automatic-only, skipping the manual transmission entirely. The regular sports sedan will retain its “M3” name, but BMW has already ruled out the “iM3” moniker for the electric version. That leaves us wondering how the Munich-based automaker will differentiate the two cars in terms of marketing and positioning. Source: Top Gear, Wikipedia First published by https://www.bmwblog.com

As of today, pricing for the 2 Series Coupe and its M2 sibling is up 4%. Why? To offset the Trump administration’s 25% tariffs on imported cars. As a refresher, the G42 and G87 are...

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

As of today, pricing for the 2 Series Coupe and its M2 sibling is up 4%. Why? To offset the Trump administration’s 25% tariffs on imported cars. As a refresher, the G42 and G87 are exclusively built in Mexico at the San Luis Potosí plant. But there is a silver lining. A memo sent to U.S. dealers and seen by Automotive News reveals that the luxury brand won’t raise prices on most imported cars until the end of next month. Automotive News reports that price protection will continue through June, so you still have a couple of months to purchase a BMW not built in Spartanburg at the current price. The X3 through X7, along with the XM, are assembled in South Carolina. The remaining models come from factories outside the U.S. BMWBLOG has already reported that price protection for the Mexican-built 3 Series sedan has been extended through at least the end of May. It’s too early to say how much longer BMW will be able to shield customers from higher prices to offset the newly imposed tariffs. Prices have already risen significantly in recent years, and there are no models available for under $40,000. Even a base 228 Gran Coupe with front-wheel drive now starts at $40,775. At the other end of the lineup, a fully loaded, two-tone i7 M70 can reach $205,950. Speaking of electric vehicles, BMW also noted in the same memo that it will halt EV production for the U.S. market in May. The company carefully used the word “postpone,” signaling a temporary pause in the production of U.S.-bound EVs. In the first quarter of 2025, EV sales rose 26.4% to 13,538 units. The spike was driven by strong demand for the i4 (up 57%) and the pre-facelift iX (up 23.1%). The Spartanburg plant does not currently build zero-emission vehicles, but that is about to change. BMW has announced plans to produce at least six EVs in South Carolina by the end of the decade. While it hasn’t named them, sources indicate that three models will be the iX5, iX6, and iX7. The luxury trio will share the CLAR platform of the next-gen X5 (G65), X6 (G66), and X7 (G67). We won’t be surprised if the remaining three models are also SUVs. Source: Automotive News First published by https://www.bmwblog.com

When a recent quote from Dr. Mike Reichelt, head of BMW’s Neue Klasse lineup, hit the internet, it kicked off a fresh wave of speculation. Reichelt hinted to TopGear that the next BMW M3 would...

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When a recent quote from Dr. Mike Reichelt, head of BMW’s Neue Klasse lineup, hit the internet, it kicked off a fresh wave of speculation. Reichelt hinted to TopGear that the next BMW M3 would offer “a new type of six-cylinder engine,” leading some other magazines to prematurely suggest that BMW could finally introduce a V6 under the hood of its iconic sports sedan. As intriguing as that sounds, the reality is a bit more grounded. “We’re going to make it the best M car ever dynamically, Dr. Reichelt said. “We’re also going to offer it with a new type of six-cylinder engine, because we understand it may be early for some committed M fans to make the switch [to electric].” That vague wording quickly turned into sensational headlines speculating a V6-powered M3. However, historically speaking, BMW has consistently preferred inline-six engines due to their inherent smoothness, balanced harmonics, and refinement. In fact, BMW has even internally tested V6 engines before, only to reject them precisely for failing to meet the brand’s stringent noise, vibration, and harshness (NVH) standards. No V6 in Sight, Updated S58 Instead Our sources clearly state there is no V6 engine planned for the upcoming M3 (G84). Instead, what enthusiasts can expect is an evolution—not a revolution—of the current S58 inline-six that powers today’s M3, M4, and their respective CS variants. Rather than reinventing the wheel, BMW M engineers are allegedly enhancing the proven S58 3.0-liter twin-turbocharged inline-six. We actually wrote about this a few months ago. Crucially, the updated version of this acclaimed engine will most likely incorporate mild-hybrid technology, similar to recent upgrades introduced in BMW’s B58 and S68 powerplants. This new mild-hybrid setup leverages a 48-volt starter-generator, adding instant torque to reduce turbo lag, improve throttle response, and increase efficiency. These enhancements not only bolster performance but are vital to meet upcoming stringent Euro 7 emissions regulations. Power Output Expectations According to our insiders, the refreshed S58 engine will most likely start around 523 horsepower, marking a clear power bump from today’s base M3 Competition, currently rated at 503 horsepower. More potent versions, like potential CS or CSL trims, will undoubtedly surpass the current M3 CS’s already formidable 543 horsepower (550 PS). In short, performance enthusiasts have plenty to look forward to, V6 or not. Expect BMW to give us some details on this next-generation S58 engine in the coming year, roughly two years ahead of the G84 M3’s anticipated launch. [Source: TopGear] First published by https://www.bmwblog.com

Since we have our long-term tester, the 2025 BMW M5 (G90), on hand, we decided it was the perfect opportunity to perform an electric range test—also known as hypermiling—to see just how many miles we...

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Since we have our long-term tester, the 2025 BMW M5 (G90), on hand, we decided it was the perfect opportunity to perform an electric range test—also known as hypermiling—to see just how many miles we could extract from each recharge. With BMW M stepping boldly into electrification, the latest M5 combines a powerful twin-turbo V8 engine with a potent electric motor, blending traditional performance with modern efficiency. First Plug-in Hybrid BMW M5 The heart of the new M5 is the twin-turbocharged 4.4-liter “S68” V8, specifically designated S68B44T0, churning out an impressive 577 horsepower and 553 lb-ft (750 Nm) of torque. Peak torque arrives early, at just 1,800 rpm, and holds strong until 5,400 rpm, delivering the engine’s full 577 horsepower between 5,600 and 6,500 rpm. And if you’re wondering how high it revs, BMW set the redline at a thrilling 7,200 rpm. Complementing this combustion powerhouse is an electric motor neatly integrated into the eight-speed automatic transmission. By itself, this e-motor generates 194 horsepower and 207 lb-ft (280 Nm) of instantaneous torque. Electricity comes from a lithium-ion battery pack strategically placed in the underbody, preserving interior space and optimizing weight distribution. Interestingly, the battery’s net energy capacity varies depending on market regulations: globally, the battery offers 18.6 kWh, but in the United States, regulatory constraints limit usable capacity to just 14.8 kWh. Given the car’s performance credentials—717 horsepower and 738 lb-ft (1,000 Nm) total system output—our interest was piqued by its purely electric capabilities. Official figures peg the M5’s electric range at 25 miles according to the EPA or about 65 kilometers on the WLTP cycle. However, real-world scenarios can sometimes yield surprising results, so we were eager to test this firsthand. Electric Range Test For our electric range test, the methodology was straightforward. We began by fully charging the battery using a Level 2 charging station, with the dashboard showing an optimistic 33 miles of available EV range. Conditions during our test were mild, with outdoor temperatures ranging between 55°F and 60°F—typical spring weather in Chicago. Our route was designed to reflect realistic driving conditions, combining urban traffic jams, steady city cruising, and highway driving. We deliberately avoided extremes: no hyper-aggressive braking regeneration and no artificially slow speeds. Brake regeneration was set to “Max” in the drivetrain settings, but driving habits were kept as natural as possible, with speeds capped around 65 mph—a practical compromise for typical highway traffic around Chicago. Before embarking on our journey, we reset the M5’s trip computer for accuracy. During the test, the M5 performed comfortably in electric mode, though the car notably limits pure-electric top speed to 87 mph (140 km/h). This limitation wasn’t an issue, given our normal driving conditions. 20% More Range Than the EPA Rating At the conclusion of our real-world EV range test, the BMW M5 far exceeded official expectations, delivering a remarkable nearly 40 miles of purely electric driving—15 miles more than the EPA’s rating. An interesting observation occurred as the battery’s range dwindled: when only one mile of EV range remained, the M5’s hybrid system proactively engaged the gasoline engine to preserve battery health and maintain optimal state-of-charge. In the end, our hypermiling experiment demonstrated the new BMW M5’s impressive dual nature: impressive performance when you want it, and substantial efficiency when driven mindfully. First published by https://www.bmwblog.com

The most expensive BMWs in America function as the company’s flagship models, embodying its “Ultimate Driving Machine” DNA while also demonstrating the Munich-based automaker’s most advanced engineering and technologies. While not all have achieved commercial...

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The most expensive BMWs in America function as the company’s flagship models, embodying its “Ultimate Driving Machine” DNA while also demonstrating the Munich-based automaker’s most advanced engineering and technologies. While not all have achieved commercial success, owing to their niche positioning and fierce competition in the ultra-luxury segment ($150,000 and above), they nonetheless have a part to play in sustaining BMW’s brand prestige. And in this article, we are going to analyze those vehicles. BMW XM Label The most expensive BMW in the United States is the XM Label, which has an MSRP of $186,700. For that price, customers get a plug-in hybrid powertrain that delivers 738 horsepower and 738 pound-feet of torque, resulting in a 0 to 60 miles per hour of 3.6 seconds. The XM Label also holds the distinction of being BMW M’s first standalone model since the M1 supercar and its first high-performance plug-in hybrid. However, the XM is not visually appealing and is ultimately undercut by the Porsche Cayenne Turbo ($158,800) and the Range Rover Sport. In fact, even the Mercedes-AMG G63—arguably Germany’s most celebrated off-roader—is priced similarly ($186,100). Needless to say, BMW’s super-SUV has largely been a sales flop, achieving just 7,813 deliveries last year. BMW i7 M70 The i7 M70 xDrive is the all-electric alternative for the 760i xDrive. However, while the latter starts at $122,400, the former has an MSRP of $168,500, reaching upwards of $200,000 with options such as a reclining rear seat with footrest, two-tone paint, B&W sound system, and 31-inch theatre screen. That said, the i7 M70 does offer superior refinement compared to its internal combustion engine counterpart, and its green credentials matter a lot to today’s environmentally conscious high-net-worth individuals (HNWIs). Not to forget, the Porsche Taycan Turbo ($175,000) is even more expensive than the i7, while the Rolls-Royce Spectre ($450,000) is in a different league altogether. BMW XM (Standard Variant) Those who cannot afford the XM Label can go for the base XM, priced at $160,500. It has 644 horsepower and 590 pound-feet of torque and a 0 to 60 mph time of 4.1 seconds— which is more than adequate for any high-performance driving. Of course, the BMW X5 M Competition is $30,000 less expensive than the standard XM and offers a better overall package. Plus, Porsche, Audi and Land Rover have more attractive offerings in the $140,000 to $170,000 price range. So the standard XM too lacks value for money, albeit it is not as overpriced as the XM Label. BMW M8 Competition Convertible The BMW M8 Convertible, BMW’s flagship open-roof model, is another relatively slow seller on the list. It starts at $150,000 and packs the S63 4.4-liter V8 twin-turbo engine that generates 617 horsepower and 553 pound-feet of torque, allowing a 0 to 60 mph sprint in 3.1 seconds. It’s fun to drive, luxurious and also aesthetically appealing (unlike the XM or the i7 M70), but it lacks the cachet of the Porsche 911 and the Mercedes-AMG SL-Class. Moreover, it is also cannibalized by some of BMW’s own vehicles. For instance, the M4 Convertible starts at $96,200 and offers just slightly inferior performance—with 523 horsepower and a 0 to 60 mph time of 3.6 seconds. Meanwhile, there is also the Z4 M40i—which was BMWBLOG’s 2024 Car of the Year—and has an MSRP of just over $65,000. BMW M8 Competition Gran Coupe Completing the list is the M8 Competition Gran Coupe that has an MSRP of $140,000. And as you’d guess, like its convertible sibling, it faces stiff competition both from within BMW’s own product range and from the likes of Porsche, Audi and Mercedes-Benz. Indeed, the M3 and the M5 are more compelling options if you want a four-door high-performance BMW M car. Meanwhile, the Porsche Panamera, the Audi RS7, and the Mercedes-AMG GT 4-door are all priced in the same range as the M8. First published by https://www.bmwblog.com

BMW has been selling cars in the United States since 1956, but local production didn’t begin until 1994. The company’s largest factory in the world hit its first major milestone on February 28, 2006, when...

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

BMW has been selling cars in the United States since 1956, but local production didn’t begin until 1994. The company’s largest factory in the world hit its first major milestone on February 28, 2006, when a Z4 M Roadster became the one-millionth vehicle to roll off the assembly line. The two-millionth vehicle, an X3 xDrive35i, followed on January 12, 2012. Just a few years later, the three-millionth BMW, an X5 M, was completed on March 24, 2015. The fourth million milestone came quickly after, marked by an X3 M40i xDrive on September 8, 2017. BMW reached five million on June 4, 2020, with an X5 M Competition, while the six-millionth car was an X6 M finished on September 2, 2022. Now joining this select group is an XB7, technically completed at the end of March. The high-performance luxury SUV underwent additional ALPINA-specific upgrades the following week at the Spartanburg factory, including a subtle body kit, 23-inch Classic wheels, special floor mats, and a commemorative badge. BMW commissioned this seventh-millionth vehicle with Tartufo full Merino leather and ALPINA-exclusive Walnut Nature Black trim. The upscale SUV also boasts features such as the Panoramic Sky Lounge LED roof and second-row captain’s chairs. Although a full photo gallery has not been released, we know that the leather-wrapped steering wheel features blue and green stitching. But this 631-horsepower ALPINA Green XB7 isn’t for sale. Why? BMW is keeping it for its historic collection. Of course, you could just order one that looks virtually identical for the princely sum of over $161,000. Since setting up shop in South Carolina in 1992, BMW has invested over $14.8 billion in the state. The company is committing another $1 billion to retool the factory to produce at least six electric vehicles by the end of the decade. Additionally, $700 million is being invested in a new battery assembly plant in nearby Woodruff, South Carolina. BMW has yet to confirm which EVs will be built in Spartanburg. However, it’s likely that the iX5, iX6, and iX7, all on the CLAR platform, are part of the plan. The trio will be based on the next-generation X5 (G65), X6 (G66), and X7 (G67). Production of Neue Klasse EVs is also expected at the facility. Currently, BMW manufactures the X3 through X7 models in South Carolina, as well as the XM. The X4 will soon be phased out, as the crossover-coupe is set to be discontinued in the coming months. In 2024, the factory produced nearly 400,000 SUVs, with a capacity of up to 450,000 units annually. More than half of the vehicles built in Spartanburg last year were exported, with nearly 225,000 units shipped to 120 countries worldwide. These were worth a combined $10.1 billion. Photos: BMW USA First published by https://www.bmwblog.com

At just under $40,000 before options, the MINI John Cooper Works is more attainable than the cheapest car BMW sells in the United States. If you’re after rear-wheel drive, you’ll need to fork out an...

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At just under $40,000 before options, the MINI John Cooper Works is more attainable than the cheapest car BMW sells in the United States. If you’re after rear-wheel drive, you’ll need to fork out an additional $2,500 to get behind the wheel of a 230i. But much like Bavaria’s entry-level coupe, the hot hatch doesn’t come with a stick. For crowded cities like New York, shown here, some would argue you’re better off with the smaller JCW. The range-topping “F66” poses in the Big Apple’s urban jungle with more than a few optional goodies. The Nanuq White paint is paired with red accents on the roof and side mirror caps. Additionally, MINI opted for the larger 18-inch wheels with a two-tone finish, featuring red brake calipers that peek out from behind. Although it’s not as mini as some might hope, it still looks relatively tiny next to other cars. Of course, that’s mostly because autobesity is real, as vehicle bloat has worsened over the years. MINI has managed to keep the car’s footprint somewhat compact, though a truly mini model inspired by the diminutive Rocketman concept would still be welcome. But I digress. While the latest JCW doesn’t let drivers change gears the old-fashioned way with a clutch pedal, it does include paddle shifters as standard. The performance hatch sends 231 hp to the front wheels via a seven-speed dual-clutch automatic transmission. There may come a time in the not-too-distant future when MINIs transition to rear-wheel drive, as Neue Klasse electric technology trickles down to the MINI brand. Despite its earlier promise to go fully electric by around 2030, MINI recently stated it will continue selling gas-powered cars into the next decade. That could mean the final ICE-powered John Cooper Works models might stick around into the 2030s. To the dismay of purists, the JCW badge has already entered electric territory with a spicy Aceman. The subcompact crossover isn’t sold in North America in any form and likely won’t get a US visa anytime soon. Photos: MINI USA First published by https://www.bmwblog.com

Even though we’ve been talking at great length about the next-gen M3, the reality is that the “G84” is still roughly three years away. According to our sources, the new sports sedan is scheduled to...

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

Even though we’ve been talking at great length about the next-gen M3, the reality is that the “G84” is still roughly three years away. According to our sources, the new sports sedan is scheduled to enter production in July 2028. Nevertheless, BMW is eager to hype up what will be the model’s seventh iteration. It’s a known fact that M will stick with a six-cylinder engine for the next M3. Conflicting reports suggest engineers may either continue using the S58 or switch to the B58. However, BMW’s Head of Neue Klasse hints that neither of those current powertrains will make it under the M3’s hood. Speaking with Top Gear magazine, Mike Reichelt said: “We’re also going to offer it with a new type of six-cylinder engine, because we understand it may be early for some committed M fans to make the switch [to electric].” He stopped short of sharing more details about the engine, leaving room for speculation. Since BMW must comply with increasingly strict emissions regulations, whatever powers the next M3 will have to meet the upcoming Euro 7 standard. We don’t believe the M division will go so far as to adopt a plug-in hybrid. If you’re into hot PHEVs, the M5 is already available. A full hybrid doesn’t really make sense in a performance car. That’s why our money is on a mild-hybrid setup for the “S58,” as a 48V system would add minimal weight. Unless BMW goes the mild-hybrid B58 route, but surely an M car deserves an M engine, right? Cramming in the larger S68 V8 seems like wishful thinking. Developing a completely new engine doesn’t seem feasible either, given the company’s gradual shift toward EVs. Here’s a fun fact you might not know. About a decade ago, BMW admitted it had regularly developed and tested prototype V6 engines. However, those powertrains never made it to production, as they failed to meet the company’s noise and harshness standards, according to a Road & Track article from February 2015. Obviously, we’re not saying the next M3 will have a V6, but it’s a tidbit that may have flown under the radar. Whatever BMW has planned for the next gas-powered M3, we suspect the lineup will have one glaring omission. Sources close to Munich have told us the manual gearbox could be dropped. Here’s hoping the rear-wheel-drive layout is sticking around for another generation. If not, at least give the xDrive system a selectable 2WD mode for tail-happy shenanigans. Source: Top Gear First published by https://www.bmwblog.com

General Motors now expects to earn a lot less than it did before President Trump imposed 25 percent tariffs on imported cars and auto parts.

Robyn Denholm, who leads Tesla’s board, said on social media that board members were “highly confident” in Mr. Musk, the company’s chief executive.

After an accident during a practice session, mechanics swarm the car and grab spare parts, with the goal of making the next race. Sometimes it gets dicey.

Faced with tariffs introduced by President Trump on cars, steel and aluminum, Europe’s carmakers are pessimistic about the future.

Lawmakers voted to stop the state from requiring that an increasing share of new trucks sold there have zero emissions.

The planned concessions to give automakers more time to relocate production to the United States would still leave substantial tariffs on imported cars and car parts.

General Motors also said its profit in the first three months of the year fell 7 percent from a year earlier.

Electric vehicles will get even more expensive, but prices for Teslas and some other models may not rise as much as prices for some conventional cars.

The 25 percent levies threaten automakers that are navigating Brexit, a shift to electric vehicles and other obstacles.

Tesla’s sleek electric vehicles used to be a status symbol in liberal Mill Valley, Calif. Now, they are despised by many — including those who drive them.

The carmaker reported the sharp decline in quarterly earnings after its brand suffered because of its chief executive’s role in the Trump administration.

CATL, the world’s largest maker of batteries for electric vehicles, described breakthroughs that could make E.V.s more competitive with gasoline-powered cars.

Overall sales of electric vehicles rose almost 11 percent in the first three months of the year as traditional carmakers offered new models.

In an address to the U.A.W., Shawn Fain said a targeted approach could help bring jobs back to the United States, but he criticized universal duties.

The American automaker’s quest to become the sport’s 11th team began two years ago. It joins the grid in 2026.

Most levies on imported cars and car parts will remain in place, but automakers have secured some relaxation of the trade policy.

Will Joseph has worked with the McLaren driver since he was a rookie and is the radio voice nudging him during races.

A bad one can ruin a race, but pit teams that can move like Rudolf Nureyev can shave time in a sport where split seconds count.

A few carmakers have closed factories, laid off workers or shifted production in response to the auto tariffs that took effect last week.

Teslas that have been sold or traded in during the backlash against the company’s chief executive have become bargains on lots.

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.

Want to know more about Google’s popular smartphone mirroring service? Take a look at our complete guide

Modern life is about having all the information you need at your fingertips, and driving is no different. 

While modern infotainment systems largely cover a lot of bases in this respect, they're not quite as connected to your mobile phone as you might like. 

That’s why so many drivers use smartphone mirroring systems, such as Android Auto. 

An alternative to Apple CarPlay for those with a Google-based phone from makers such as Google, Samsung and Sony, Android Auto gives quick and easy access to a host of applications to keep you connected. 

As car makers develop increasingly convoluted infotainment systems, it's even got to the point where many drivers prefer mirroring services like Android Auto over the standard operating system (OS) fitted to their cars.

It's no surprise that around 150 million cars worldwide now have Android Auto installed.

But what exactly is Android Auto, what services does it offer, and how can you access it? We've put together this comprehensive guide with all the information you need to know. 

What is Android Auto?

Android Auto is a car-based driving companion created by Google to bring all the convenience of your phone directly to your car’s dashboard.

It was initially introduced to improve safety while driving, but there’s a lot you can do with it. It’s a service that lets you connect your Android phone to the car's infotainment system to display sat-nav apps, legally take phone calls, reply to messages and play audio. 

These functions are accessed via large icons on your car's infotainment screen and through voice commands. Google says it intends the software to reduce your levels of distraction as much as possible, so the icons should be easy to reach when you're driving. 

Android Auto is accessible, too. It’s free of charge for one, and it streamlines your car’s interface with hands-free voice commands, large, easy-to-read icons and integration with some of the mobile world’s most popular apps, including Google Maps, Waze and Spotify. 

Android Auto in 2025

It looks like Android Auto will gain several updates in 2025, with the first major update already rolling out to some vehicles and devices. 

One of the biggest upgrades will come to the user interface, bringing stronger integration of your vehicle's own systems. For instance, you will be able to control the radio directly through Android Auto, instead of swapping back to your vehicle's own infotainment system.

Android Auto will also add some new apps for improved media playback, such as video streaming via programs such as YouTube, Netflix and TikTok, while web browsing will also be implemented. 

We're not quite sure when these updates will be fully implemented, but expect them to begin rolling out later this year. 

How to connect to Android Auto

If you have an Android phone (one developed by a company such as Samsung, OnePlus, Huawei, Nokia, Sony or Google), Android Auto will come pre-installed on your phone if it's operating on Android 10 or above. It’s also free to install on the Google Play Store. 

There are two ways of doing this: via USB connection or wirelessly. Firstly, ensure your car is compatible with Android Auto. You can consult Android's guide to every car compatible with the system here. 

Using USB

If you're using a USB connection, make sure your phone is in range of your mobile data network and plug the USB into your car's port and your phone. The port can be either a USB-A (rectangular) or a USB-C (oval) connector.

Instructions will then appear on your car's infotainment screen; follow those steps to continue. You don’t need a Bluetooth connection if you’re using this method.

Wireless

Some newer cars offer a wireless Android Auto connection too, through Bluetooth or a wi-fi connection. In these, you should go into the infotainment system to set up your phone connection.

Once you’ve got them paired up, both your car and your phone will ask if you want to allow permission to use Android Auto. Select yes, and away you go.

If you're unsure of your car’s method of connection, have a quick look at the car's manual.

Is my phone compatible?

There are a few caveats to this one but stick with us. To connect your phone to Android Auto using a USB cable, it has to be running on Android 8 or higher and have an active data plan.

If you want to connect it wirelessly to the infotainment system and you have an Android phone that isn't made by Samsung or Google, make sure it’s running on Android 11 or later. 

Samsung or Google phones can use Android 10 or later, while Samsung Galaxy S8, Galaxy S8+ and Note 8 models work with Android 9 or later.

Remember that all phones require an active data plan and 5GHz wi-fi support. Most phones have the latter, but if you're experiencing connection issues, it may be down to this.

What are the main features of Android Auto?

From navigation to music, Android Auto has a host of accessible features. You can make phone calls using your infotainment system, have messages read out to you and even look for chargers for your electric car. 

Several companies have developed apps that are compatible with Android Auto. See our list of our favourite Android Auto apps below: 

Amazon Music - An alternative to Spotify for your favourite tunes.

Audible - Amazon’s app for audiobook playback.

Facebook Messenger - Reply to messages sent to your Facebook account through voice-to-text.

Google Maps - Google’s own navigation app.

ZapMap - Locate an EV charging station quickly using this app, which lists chargers by maximum charging speed. It also tells you if they’re in use or out of order. 

Spotify - A popular music and podcast app.

WhatsApp - You're able to hear messages you’ve been sent and send messages, or place and receive phone calls, via voice control.

Waze - A third-party navigation app with several useful features, such as incident reporting, police car warnings and more.

How much does Android Auto cost?

Android Auto is free to use and the app is free to download to your phone. However, you may be subject to some data charges if they’re not already included on your mobile phone plan. 

Some manufacturers include Android Auto on higher trim levels only, or as an optional extra on entry-level models; but it’s becoming increasingly common for brands to include it as standard, along with Apple CarPlay. 

Pros of Android Auto

There are several benefits to using Android Auto - and it’s often down to the software that comes with your car. 

In fact, many drivers believe Android Auto’s Google Maps integration is more intuitive, accurate and useful than pre-installed sat-nav systems.

Google often updates Android Auto, with the latest round adding artificial intelligence (AI) that can summarise messages, read them out to you and reply on your behalf.

It’s very handy to have all of your favourite apps at your fingertips when you’re on the move, and voice integration in apps like WhatsApp are useful for staying in contact with your friends and family during long journeys. 

Android Auto’s wide selection of apps is also a plus, meaning you can stick to your preferred music or podcast app of choice. 

And, if we’re honest, it often looks better than many of the infotainment software systems from some car brands today.

Cons of Android Auto

While Android Auto might seem like the ideal solution for most phone users, it’s not for everybody. 

The ultimate negative of the system is that it can only be used with an Android phone, so it’s not accessible to every driver. 

You also need to keep an eye on your data usage with Android Auto, as apps such as Spotify, Amazon Music, or Audible can sap your data allowance if you’re not set to a specific offline mode. 

Plus, if you don’t have the right cable or your car can’t offer wireless connectivity, you might not be able to connect to Android Auto at all.

If you’re not a fan of touchscreens, you might want to avoid Android Auto, too, as most functions are controlled via your car’s infotainment system.

The R4 is back after a 30-year hiatus as a no-nonsense and practical electric crossover Renault reckons the new Renault 4 is a thorough reinvention that retains all the versatility of the old model. And in some respects the french manufacturer is right. This new car is versatile. It’s longer than the new Renault 5 it shares a platform with and has more occupant room. Boot space - at 420 litres - is 100 litres larger than that car and it’s larger than most of its rivals too, plus it has an underfloor compartment for the cables. Good bit of ground clearance too.Yet. In some respects, this new R4 is a world away from the old model in terms of versatility. The old R4 sold more than 8 million units, was made in 18 countries and earned the nickname of ‘blue jeans car’ because of its ubiquitousness.It is a car that gave a good deal of the world personal mobility, much like the Mini or Fiat 500. It is a car with a simple range of robust four-cylinders that can survive 30,000 miles without a service and easily nudge past the 500,000-mile mark. If you go to North Africa it is still one of the most common cars on the road.Whereas the new car will only be built in France - with a lot of its parts also being assembled there too. And while there are plans to sell in Europe, South America and Japan the lack of electric infrastructure hinders its sales elsewhere in the world. So it’s pretty different from the original. 

BTCC will stage races over 10 weekends in 2026

Britain's top motorsport championship keeps same events but dates get shuffled due to World Cup

Next year’s Kwik Fit British Touring Car Championship will retain the same 10 events next year but it will undergo a minor reshuffle because of football's FIFA World Cup.

The 2026 calendar for Britain’s leading motorsport championship has been revealed less than a week after the season-opening event for the 2025 season, held at Donington Park.

The Derbyshire circuit will again host the first round of the season in 2026, followed by trips to Brands Hatch and Snetterton.

The calendar will then undergo a minor shuffle, with the BTCC’s traditional summer break being brought forward from July to June. This is to account for UK television partner ITV4’s commitment to screening FIFA World Cup games during that period.

As a result, Oulton Park retains its traditional June date but becomes the fourth event of the season, with the visit to the high-speed Thruxton circuit moving to late July.

The Autocar-backed championship then visits Knockhill, the Donington Park Grand Prix circuit, Croft and Silverstone before again concluding on the Brands Hatch Grand Prix circuit on 10/11 October.

BTCC boss Alan Gow said: “It is a very busy summer in the sporting calendar, particularly with the football World Cup, which presents ITV with some clashing commitments. However, it also gave us an opportunity to make some tweaks to the schedule, which includes the shift in dates to the likes of Thruxton and Croft.

“Once again, releasing the calendar to our teams, support races, stakeholders and the public this early is advantageous for all in forward-planning, whilst it also benefits the rest of the motorsport pyramid in the UK as they can also schedule their events with these dates in mind.”

2026 British Touring Car Championship calendar

18-19 April Donington Park National

9-10 May Brands Hatch Indy

23-24 May Snetterton

6-7 June Oulton Park

25-26 July Thruxton

8-9 August Knockhill

22-23 August Donington Park Grand Prix

5-6 September Croft

26-27 September Silverstone

10/11 October Brands Hatch Grand Prix 

Now is finally the time to pull the trigger on the first generation of BMW Mini

R50. Y-reg. Preferably with a plate ending in ‘OBL’. Eh? To decode, the R50 is the codename of the original BMW Mini, co-developed with Rover. 

Y-reg is a car from 2001. And if its registration number ends with ‘OBL’, then it was very likely owned by BMW and used as a demonstrator, a press car or a promotional vehicle. 

In classic car collecting circles that gives it provenance, even if it means that this Mini may well carry some of early bugs exorcised in later models, such as front seat backrest mechanisms that fight back, a rattling accompaniment to your journey and, as the cars age, oil leaks too.

But there are some desirable items too, just as there were with the original Mini. The early, 1959-built examples of these are coveted as much for their age as an assortment of features soon modified in production, such as the addition of drain holes in the roof gutter, two-piece road wheels welded rather than riveted together and hubcaps with differently shaped ventilation cut-outs.

Those who revel in such pedantic details (who, me?) will be delighted to hear that there are similarly arcane variations peculiar only to the very earliest of R50s too. One is the longitudinal indentations moulded into the seats, a design flourish soon considered unnecessary.

Another is the embossing of the pedals with an ‘M’. The upshot is that there is now a register for these Y-registration Minis, and a website detailing the differences is apparently on the way too. I won’t be looking at that, of course.

Now you may be healthily unbothered by such collectors’ trivia, and simply like the idea of an early new-generation Mini. And why not? These cheerfully individual cars can now be had for under £1000 with an MoT, although they will likely have covered six-figure distances. 

But they seem to be pretty durable too, making a 100k-plus odometer reading something to be less fearful of than it once was. That said, noisy gearboxes are a potentially expensive hazard. One reason why these Minis wear well is that they are not your average supermini. This was the first premium supermini (Lancia’s Ypsilon is a city car, in case you’re about to finger-punch a keyboard), and the quality ran more than skin-deep. 

Although BMW’s 2000 sale of Rover prompted a Viking-expunging rewrite of corporate history, development of the R50 Mini was largely a Rover-led project, to a BMW brief and with full-fat BMW funding. That allowed quality to penetrate to the core, from the super-stiff bodyshell to suspension that included BMW’s advanced Z-axle.

The Chrysler-sourced Tritec engine was less impressive, but it’s gratifyingly tough. More obviously striking was an interior furnished to standards far higher than you’d find aboard a Ford Fiesta or Renault Clio. And in rather startling style, too. The dashboard was dominated by an enormous speedometer that didn’t so much pay homage to the original ’59 Mini as prostrate itself before its memory in spasms of self-flagellation. 

There were many more references besides, from the shape of the interior light to the toggle switches to the flashing light at the tip of the indicator stalk. The exterior was still more recognisably Mini, even if this reimagined economy car had swollen substantially without offering a lot more space inside. 

The floating roof, the wheel-at-each corner stance, the short overhangs, vertical taillights, big headlights and trapezoidal grille all referenced the original, as did the faux chrome bumperettes and the cutline of the expensive clamshell bonnet.

And its just-so proportions are only highlighted by the ant-eater nose of an overhang disfiguring the current version, fine drive though that car is. All these things, and all those Chili, Salt and Pepper option varieties, made the R50 Mini hugely desirable then, and make it so now. It’s a car so much more interesting than a used Vauxhall Corsa or Volkswagen Polo. Expect it to outlive them.

This column first appeared as an email to subscribers in 2017.

Latest 911 restomod is a fresh take on the wide-bodied, naturally aspirated Carrera from the 1980s

Porsche 911 restomod specialist Singer has revealed a new take on the long-running sports car inspired by the wide-bodied, naturally aspirated Carrera model from the 1980s.

Although conceived as the ultimate version of the naturally aspirated G-Series 911 (built from 1973 to 1989), it is actually based on the later 964 generation (1989 to 1994).

The chassis is restored and then strengthened in a process developed with Red Bull Technologies, the engineering consultancy spun off from the UK-based Formula 1 team.

This uses various composite and steel panels to reinforce key weak points in the 964’s monocoque structure, which are claimed to improve handling, braking and refinement.

The 964’s flat-six engine, meanwhile, has been reworked by Cosworth. Chief among the changes is an increase in displacement from the regular 3.6 litres up to 4.0 litres. It is then fitted with variable valve timing to improve drivability at low speeds; four-valve, water-cooled cylinder heads; and a new titanium exhaust system.

The changes allow the engine to send 420bhp through the rear wheels, revving past 8000rpm in the process.

It is then fitted with a six-speed manual gearbox whose ratios are said to “encourage drivers to explore that [rev] range”. This can be fitted with a raised gear selector and an exposed shift linkage, should buyers so choose.

The suspension set-up is upgraded with four-way dampers, which can be adjusted electronically from inside the cockpit. 

There are five modes for the traction control (Road, Sport, Track, Weather and Off) to suit various different conditions, and a nose lifter is fitted to help with negotiating speed bumps and steep inclines.

Carbon-ceramic brakes can be had as an optional extra.

The new carbonfibre bodywork draws on the Super Sport Equipment pack that was offered on the Carrera in period but adds new cues, such as pop-up auxiliary lights.

Buyers can choose from a fixed whale tail or an active spoiler that raises from the rear deck at speed, for greater stability.

Inside, the car is fitted with new bucket seats and “discrete” technology, such as a small sat-nav screen mounted on the dashboard. 

Singer has yet to disclose prices but said it will take only 100 commissions for the car, which is officially named the Porsche 911 Carrera Coupe Reimagined by Singer.

Prices for a donor 964-generation 911 start at around £30,000.

The previous Singer DLS was widely reported to cost more than $2 million (£1.5m).

New £115k variant of V6 sports car commemorates 60 years since Jim Clark’s final Formula 1 world title

The Lotus Emira Clark Edition has been revealed as a celebration of legendary racing driver Jim Clark.

Based on the range-topping Emira V6, it features the ‘Clark Racing Green’ and yellow-striped livery used by the Scotsman’s race cars in his famed 1965 season, when he won the Formula 1 World Championship and the Indy 500, as well as other global series. 

The exhaust pipes are painted in the same yellow, referencing the design that was applied to the Lotus 38 in which he won at Indianapolis.

Inside, the Clark Edition Emira gets two-tone black and bright-red upholstery, with the latter shade applied only to the driver’s side of the cabin, in reference to the interiors of Lotus’s historic race cars.

A piece of the Clark family tartan (from Lochcarron of Scotland) can be found in a commemorative plaque in the seat’s headrest.

The metal gearknob found in the regular Emira has also been replaced by a wooden item. 

Meanwhile, the sill treadplates are now carbonfibre items that reference the car’s position in the production run of 60 Clark Editions – a number chosen to reflect how many years have passed since that 1965 season.

The Clark Edition is mechanically unchanged from a regular Emira V6, so its 3.5-litre supercharged powerplant sends 399bhp to the rear wheels via a six-speed manual gearbox and a limited-slip differential. The special edition is also fitted with the Lotus Driver’s Pack, which is optional on the regular Emira and brings firmer sports suspension, switchable exhaust and a Track driving mode.

Prices start at £115,000.

Clark’s 1965 season is considered among the greatest ever individual seasons for a driver, having also won titles in the Tasman Series and British and French Formula 2 championships, and overall wins at Brands Hatch and Oulton park in the British Saloon Car Championship (forerunner to today’s BTCC). The Scotsman was killed three years later in a crash at Germany's Hockenheimring and is remembered as a sporting legend.

Land Rover's old stager has been given a refresh with new technology and revised styling Launched at the end of 2019, the second-generation Land Rover Discovery Sport brought significant changes to what was already a successful package, and helped to bolster the baby Disco’s position in the family SUV segment. The second-gen car brought with it a revised platform that would later allow for the introduction of the P300e plug-in hybrid variant, a much reduced weight and a fleet of new engines with 48V mild-hybrid assistance for better fuel economy and reduced emissions. It also gained JLR’s Pivi Pro infotainment system alongside some extra safety features to bring it right up to date with the freshest rivals on sale. Even since its original launch in late 2014, the Land Rover Discovery Sport has been a key player in the premium compact SUV segment, not least for its upmarket appeal but for its unrivalled off-road capability.Its commanding driving position, suite of go-anywhere modes and Discovery aesthetic means it certainly inspires confidence, and has the character of a bigger, more capable car. For 2024, the Discovery Sport has received another update, with the new version sporting a slightly tweaked exterior design, new interior technology and revised engine line-up.  

Mercedes' E450d feels like a high-water mark for long-distance escapades

Is strident, pragmatic, long-distance motoring now enjoying its Concorde moment? Is it all downhill from here? Having just returned from the Alps in something a bit special, I fear it might well be.

I’ve loved big, car-based escapades ever since thrashing a mate’s Peugeot 206 down to Arezzo as a 17-year-old. It croaked on arrival (head gasket!) and we spent a king’s ransom in roaming charges chatting to the IRA, never mind the repair work. (I notice the RAC’s Italy Roadside Assistance has at some point since 2006 rebranded to Roadside Assistance Italy). But it was a hell of a lot of fun.

Of course, Peugeot didn’t engineer the 206 1.6 GLX with crushing cross-continental ability in mind, as demonstrated by the car’s measly 90bhp, seats flatter than the straight at Ehra-Lessien and a gearbox serving up 4000rpm at 80mph in top (the GLX did, thank goodness, get air-con).

But other cars are forged for this sort of activity, and it’s these I’ll mourn when their time is up. Chuffing great diesel, huge boot, soft chairs with canyon-deep bolsters intended not for hard cornering but for hour-upon-hour comfort on the straights, a big tank: the ideal tools for touring.

For obvious reasons, if not always the right ones, plush diesel wagons are dying out, and it’s hard to envisage superior touring apparatus in an electric future. Not until solid-state battery tech is here, at least. In the meantime, it will be the Concorde phenomenon.

That airliner that could whisk you from London to New York in three hours, but since it was retired in 2003 the same flight has taken eight. Okay, this was never a serious issue for humanity, only one of minor convenience for the lucky few, but it still stung, because it was the killing off of technology that made an arduous task a lot easier. And cooler.

The parallel is that, in 15 years, when I still hope to be getting lost in Europe en voiture, I doubt any contemporary product is going to be as competent as the one that represents Concorde in this little analogy: Mercedes’ E450d Estate – all £90k of it. (See also Alpina’s D3 Touring and the Audi S6 Avant, although the Merc is better than either as an all-rounder.)

It is the apogee of long-range personal transit, yet extinction beckons because diesel has become so unfashionable.

While such cars remain, our duty is to revel in them. Having fluked the perfect wheels, I did just that on this Alpine road trip. Fluked? Once we had sorted travel dates, I opened the road test diary. It reaches further into the future than you might think, mapping out when the main tests in the mag will run.

Sometimes a juicy candidate materialises at short notice and we scramble to fit it in, but mostly it’s all planned. Cue a shiver of delight on seeing that the oil-burning Merc’s test window tallied with this trip.

Forget MIRA: this would be real-life graft. A consumer test beasting. We even found some winter Continentals, their luridly tall sidewalls promising even greater comfort.

Alas, my wife wanted to ease the journey out to Switzerland with an overnight stop. Wanting to fully tap into the Merc’s touring credentials, I was in camp ‘one hit’.

So I drew her attention to the quilted seats, and assured her the mightiest non-AMG E really is as quiet as a Range Rover at 70mph (I didn’t crack out the road test data).

And it did the trick. Result: 600 miles and an early start, with the concession that we would use the tunnel – these days ‘LeShuttle’ – to cross to France. It’s the rational approach if you need to beat a path deep into Europe on day one. On a weekday, you can even rocket from junction 11a of the M20 to the train itself in 20 minutes, which is miraculous considering the ferry alternative.

And the E450d itself? Just under 2.9 litres of capacity, 1555rpm at 80mph in ninth, 553lb ft (!) at 1350rpm and a 73-litre tank. Four-wheel drive too. That this car would fulfil its mission despite wintry conditions and without needing to refuel was never in doubt.

That said, having averaged 46.5mpg at a steady 75mph, my patience only lasted as far as Troyes. Thereafter we went a lot quicker, before the final, twisting drag up and up and up into the mountains, taken hastily in anticipation of that first icy pilsner.

And guess what? It still averaged 43.4mpg. That translates to an all-out range of 700 hasty miles – ie fill and forget. It may as well have been nuclear-powered.

You have to love that, although it’s not only the diesel frugality: it’s the opulence, the brutish turn of pace, the capacity to rival an HGV’s and the polished ride. Hybrids just aren’t as capable. And EVs? Pfft.

So yes, the E450d Estate is serious money, but a seat on Concorde was never cheap. 

iCar majors on customisation: this example mimics Land Rover's Camel Trophy competition cars

Chery-owned 4x4 brand's 'salute to the classics' will now look to rival them – and on their home turf, too

When Renault Group CEO Luca de Meo visited Chery earlier this year, he was shown the full line-up of cars from its multiple brands.

Like most large Chinese car companies, Chery’s brands attack nearly all sectors, from practical family SUVs to slippery electric premium saloons.

But the car the Italian executive walked up to first was the chunky little iCar V23 off-roader. “He just loved the concept,” according to someone who watched his reaction.

Global CEOs going on fact-finding trips to China is a common phenomenon these days. Witness Ferrari CEO Benedetto Vigna’s recent visit to Leapmotor. De Meo’s visit may or may not indicate a broader tie-up between Renault and Chery, but it does show how iCar is prompting visceral reactions with a smart take on an age-old concept heading right back to the original Land Rover and Willys Jeep.

If Brits know Chery at all, it’s mainly from the new Omoda and Jaecoo brands, which are steadily heading up the sales charts with keenly priced petrol, plug-in hybrid and electric SUVs.

It also has a tie-up with JLR in China, giving it insight into the world’s foremost expert in off-roaders.

Chery’s export ambitions don’t stop at Jaecoo and Omoda. Also heading to the UK as part of a global push are the new Lepas value brand, models in Chery’s Tiggo family SUV range and iCar – which has had to be renamed iCaur to avoid trademark battles with Apple. It makes more sense on the badge, where the ‘a’ links cursively with the ‘r’ to form the ‘u’.

Sales of both fully electric and range-extender EVs from the brand are expected to start here next year as part of iCaur’s ambition to open 2000 showrooms in 100 countries within three years.

Chinese brands have a history of overpromising and underdelivering, but Chery is so far proving an outlier, having gone from zero Omoda and Jaecoo dealers at the start of 2024 to just under 80 now in the UK, with 120 planned for the end of the year.

The electric-only V23 is the iCar global launch product and now defines the brand, after a false start and a swift change of direction to focus on chunky, playful, characterful go-anywhere utility vehicles. 

The off-roader's footprint is small, at 4220mm long and almost as tall as it is wide. The windscreen is nearly flat and the slab sides point straight up, giving plenty of room inside. 

The clamshell bonnet, inboard round headlights, chunky wheel arches and blocky details are at once familiar without directly referencing any previous vehicle.

Brand CEO Su Jun described the look “a salute to the classics” at the recent Shanghai motor show.

“The box style is a classic style,” Su told Autocar on a recent trip. “Suzuki Jimny, Jeep, [Mercedes] G-Class… It has some of their elements mixed together but doesn’t copy them.”

Those round headlights inboard lights are a reference to the 1960s Chinese army BAW BJ212 ‘Beijing Jeep’ that replaced a Russian Gaz. 

The V23 costs from the equivalent of just £11,200 in China, that for the two-wheel-drive version with a 60kWh battery, thanks mainly to the country’s fierce pricing environment, but even double that would represent value in the UK.

More models are coming. Autocar was given a sneak preview of the 4.8m-long V25, launching later this year, which will have the company’s first range-extender powertrain: a 1.5-litre turbo engine generating energy for a 22kWh or 33kWh battery. 

As with the V23, we’re promised the off-road ability will cash the cheque written by its go-anywhere look, with more expensive versions coming with twin electric motors to make it four-wheel-drive. 

UK sales are slated from 2026, when the V25 will pose a serious threat to the ambitions of Ineos, which had to shelve plans for its own range-extender EV, as well as attacking the Toyota Land Cruiser and planned new Land Rover 'Defender Sport'.

In 2027 we can expect the V21, a small Jeep Avenger rival that will be electric-only and could offer a two-door body. Also in 2027, a large SUV badged V29 is scheduled to provide a cut-priced alternative to the Defender and Ineos Grenadier.

iCar is capitalising on a blooming trend for chunky off-roaders in China, sparked by the Defender and Ford Bronco and then fuelled by the sweeping fashion for outdoor activities, partly as people dreamed of escape during the long confinement of the Covid pandemic.

Foreign automotive executives have watched amazed at the transformation of the car market to accommodate new tastes.

“I lived in China for several years, and there were many trends we see now that we thought would not happen in China,” BMW product chief Bernd Körber told Autocar.

“Ten years ago, it was unthinkable that the Chinese would move into camping, but [now] it's a huge trend and there's a huge affinity for outdoor car concepts."

This year’s Shanghai show was crammed with chunky new off-road production models and concepts, including from MG, Hongqi, Geely’s Galaxy, Changan and Baojun.

But iCar and fellow Chery brand Jetour (which majors on ICE off-road SUVs) are set to capitalise the fastest. iCar only came into existence in 2023, but its coming-out party at that year’s Shanghai show envisaged a very different plan for the future.

Back then, the brand's 03 SUV was a more modernistic take on the box shape, while also on the stand was a GT sports car concept. The brand’s press conference referenced six new cars, including people carriers. 

Back then, iCar to be was a new ‘smart EV’ brand following the likes of SAIC’s IM, Geely’s Ji Yue, Xpeng, Nio etc. 

Su Jun is also the CEO of Smartmi, a home appliance brand known for the production of air purifiers, fans and robot vacuums linked to the Xiaomi digital ecosystem.

The 4.4m-long electric 03 was launched and is still on sale, but the V23 marked a change of direction for the brand.

Its Shanghai stand this year featured myriad V23s modified with different paint jobs, personalised extras, concept bodyshapes (including a pickup and canvas-roof convertible) and one wrapped in pink fur. The 03 was nowhere, V23 everywhere.

“This car is our pure style,” Su said.

Personalisation is a key part. The V23 features 24 modular components, removable wheel arches, interchangeable bumpers, Lego-inspired high brake lights and decals to affix to that van-like rear. You can choose from a huge range of accessories, some of which affix to the car, including a sort of cage for the top of the dashboard to attach phone holders or dashcams. 

The insane pace of the Chinese car market means trends can also die as quickly as they started, but the brands are nimble and fast enough on development speeds to react.

The iCar 03, for example, on sale for less than two years, has now been fitted with a range-extender drivetrain and will be sold as the Jaecoo 6 in export markets.

Chinese car customers could tire of chunky utility vehicles just as fast, but markets such as Europe have long admired the classic box style.

With pure-electric and range-extender EVs giving iCar models access to tax advantages and lower fuel bills that, for example, Suzuki with the Jimny and Ineos can’t tap into, the brand could have a longer shelf life abroad than at home.

Su Jun: the rare Chinese car executive who likes buttons

The iCar V23 has all the smart tech you would expect of a modern Chinese electric car, including a massive 15.4in touchscreen. But look below that and you see that rarity: three metal dials controlling the volume, drive modes and heating/cooling.

“I love them, I crazy love them,” iCar CEO Su Jun tells Autocar. The reason is part convenience, part nostalgia. “When I was a student, we used cassette machines from Sony or Panasonic with lots of dials, lots of buttons, so we have a memory for them,” he said.

Su is a former industrial designer who rose to fame after founding the Smartmi internet-connected home appliance brand, a sort of Chinese Dyson. 

Tech companies such as Baidu, Xiaomi and Huawei have all engaged with the car industry in China, but Smartmi is different in that it produces physical objects rather than apps or software, and the difference is notable in the tactile quality and details of the V23.

Su reckons authenticity is key even if most cars will never leave the Tarmac, let alone trouble their 600mm maximum wading depth (double that of the Jimny).

“Most of the time, people have no need for the off-road car, but they like the spirt, so we keep that and keep the ability,” he said.

Top-level performance Panameras pack in versatile PHEV V8 powertrains and innovative suspension technology to broaden their appeal Porsche’s top-of-the-line Panamera has landed in the UK in its latest, third-generation or ‘976’ form.Lording it over a pair of other V8-powered hot Panameras (leaving the V6 and V6 PHEV models, with which we deal in our regular Panamera review, to one side), the Porsche Panamera Turbo S E-Hybrid becomes quite the potent proposition in all sorts of ways: technically, as a performance option or simply as a luxury electrified GT. And it comes at quite the price.The 493bhp pure-V8 GTS will cost you £132k before options; the 671bhp Turbo E-Hybrid £152k; and the Turbo S E-Hybrid a whisker over £175k. Our test car came to rest at an all-up £194k, even without Porsche’s carbonfibre-intensive aero kit.But Porsche actually delivers quite a lot on the top-of-the-line version for those who would be ordering a fully stocked vehicle anyway, and there’s fully 772bhp, 0-62mph in 2.9sec and up to 52 miles of electric-only range to tempt you.So just how generous should your budget be for the ultimate Porsche fast four-door? Read on to find out.

Leapmotor C10 currently offers 263 miles of range and 84kW charging

Chinese EV brand’s Skoda Enyaq rival is updated in its home market, bringing 800V electricals

The Leapmotor C10 has been updated in China, gaining more range, extra power and an upgraded infotainment system.

Chief among the updates is a switch from 400V electricals to a more powerful 800V system.

Leapmotor has yet to confirm specifics, but this should bring a significant increase in the car’s maximum charging speed – currently capped at 84kW, behind the 100kW or greater offered by many rivals.

Meanwhile, it has uprated the rear-mounted electric motor from 215bhp to 295bhp, cutting its 0-62mph sprint time from 7.5sec to 5.9sec.

The reworked C10 also gets a new LFP battery pack with 5kWh more capacity (74.9kWh total), boosting its range from 329 miles to 376 on the Chinese CLTC test cycle.

Leapmotor has yet to publish figures for the new C10’s performance from Europe’s WLTP range test, but given that it currently stands at 261 miles, the new C10 is expected to nudge the 300-mile mark.

The range-extender EV powertrain of the C10 REEV is unchanged, according to Chinese media reports.

Both versions’ infotainment systems now run on a more powerful Qualcomm Snapdragon 8295P processor and their arrays of ADAS sensors now include a lidar.

The C10's design remains the same as before, but the fully electric car can be had in a new purple paint colour. 

Leapmotor has yet to announce when the revised C10 will land in British showrooms, but it comes as the Stellantis-backed brand positions itself for rapid global expansion.

Having already launched the C10, C10 REEV and T03 city car, it will soon follow that with the B10 crossover, a Volkswagen Golf-sized hatchback named the B05 and a Renault 4 rival named the A10.

That will be joined with an entry-level model – possibly priced below £20,000 – dubbed A05.

High-riding vehicles increase the risk of fatal injury by 44% for adults and 130% for young children

Pedestrians hit by SUVs and pick-ups are significantly more likely to be killed than those hit by lower-riding hatchbacks and saloons, according to a new study.

Conducted by Imperial College London and the London School of Hygiene and Tropical Medicine, the review compared data from collisions involving SUVs and ‘light trucks’ (pick-ups and small vans) with those involving saloons and hatchbacks.

Its analysis of 682,509 collisions found that the risk of an adult pedestrian dying in a collision is 44% higher when they are hit by an SUV or light truck compared with a regular passenger car. For a child aged 0-9, that risk increases to 130% higher.

The study estimates that 17% of adult pedestrian and cyclist fatalities could be avoided if drivers swapped their SUVs for lower-riding cars instead. That translates to 620 lives per year, it said.

However, it should be noted that the study primarily focuses on collisions in the US, where vehicles are typically larger and heavier than in Europe. Four-fifths of the study’s comparisons between crashes involving SUVs and regular passenger cars were from America.

European data is also influenced by the lower proportion of SUVs driven, compared with the US. As such, the study estimates that 8% of adult pedestrian and cyclist fatalities in Europe could be avoided by switching to traditional passenger cars.

Despite the findings, the report cautions against a blanket ban on ‘SUVs’, noting there is no universally accepted or legal definition of what constitutes an SUV.

It instead urges action against the biggest risk factor: the high beltlines and blunt front ends that are typical of SUVs and pick-ups.

“The key mechanism underlying this increased risk appears to be the taller and blunter profile of the front end of SUVs and [light trucks],” the study states.

“This means that the victim is initially struck higher up on their body (eg, the pelvis not the legs for an adult, or the thorax not the pelvis for a child).

“It further means that the victim is more likely to be thrown forward into the road, rather than carried on the vehicle’s hood [bonnet].

“These and other crash dynamics are associated with a higher proportion of upper body injuries (including to the head, thorax and abdomen) and with a more serious injury profile.”

Indeed, according to a 2024 study published in journal Economics of Transportation, a 10cm increase in a car's front-end height increases the risk of pedestrian fatality by 22%.

Cost-effective EVs are rare but growing in number. Here are the 10 cheapest on sale in the UK today

For years, the barrier to electric car entry for many drivers has been their high list prices, but it's fair to say that EV prices are becoming more accessible than ever in 2025. 

Cheaper options are becoming more commonplace. Prices are gradually lowering to a point where the cheapest EVs on sale today are now priced as low as some of the most affordable ICE models. 

Several models on the market don't require deep pockets, with brands including Dacia, Citroën and Renault all having introduced entry-level, affordable EVs over the past couple of years. 

Some EVs dropped below £30,000 a few years ago, and prices are falling further. Some new options cost less than £25,000 and a few are below £20,000.

Today, the cheapest electric 'car' in the UK is the Citroën Ami, priced at £7695. We say 'car' in inverted commas here because it's actually a quadricycle. The cheapest proper electric car is the Dacia Spring, at £16,995. 

But which other EVs fall into the top 10 of the cheapest on sale today? Read our continuously updated list here.

New battery tech has improved Megane EV’s range and charging times

Total Energies Lubrifiants, the lubricants arm of French energy giant Total, has fitted a Renault Megane E-Tech with an immersion-cooled battery that uses a new fluid called Cell Shield – and is claimed to have halved the EV’s charging times and extended its range by 6%.

Immersion cooling is a conveniently obvious term: reducing the temperature of something by putting it into a fluid.

But where electrical components are concerned, that’s not as simple as it sounds, as introducing water-based fluid to the circuitry of any electrical device causes a short circuit and instant destruction. This is why EV batteries are waterproof.

In a combustion engine, heat is conducted through the walls of the cylinders and combustion chambers into water flowing through channels. That water passes through the radiator (a heat exchanger) and is taken away by cool air passing through it.

It’s a form of immersion cooling in that heat is transferred directly from the hot metal of the engine to the water in the cooling system.

In electronics, heat is either transferred directly to the air or, with components that get very hot, such as a computer processor chip or EV battery cell, transferred to a heat sink that in turn is cooled by either air or a liquid.

Both are effective methods, but immersing the hot component in a cooling fluid is more so.

A special fluid is needed, however. In electronics, a dielectric fluid is one that doesn’t conduct electricity. This isn’t a new concept, having been used in power distribution equipment like transformers for many years, mainly as a special type of electrical insulator.

EV battery cells are usually mounted on a heat sink through which coolant flows but doesn’t actually come into contact with the cells. Submersing them fully or partially in a dielectric fluid is more effective, because it conducts heat away directly from the cells into the fluid.

The complexities lie in developing the right fluid to flow through the cells. Weight is also a consideration, although immersion cooling means other components that carry fluid in liquid-cooled batteries can be ditched.

Total’s Megane battery is the result of several years of work on immersion cooling technology. It hired British engineering firm Ricardo to develop a prototype of such a battery for a Volvo XC60 plug-in hybrid in late 2020.

Apart from superior cooling and faster charge times, Ricardo concluded that immersion-cooled batteries would fit in existing vehicle architectures, cost 6% less and be lighter.

One more important factor is further improved safety. Promisingly, testing has proved Total’s new fluid is “unprecedentedly” good at suppressing thermal runaway and internal fire.

The Prius we were told we couldn't have goes on UK sale after all – and it's good It seemed odd, perhaps even a bit cruel, when the Toyota Prius was nixed from its maker's UK line-up just as the model, after decades in existence, was hitting its stride in respect to capability and desirability.Strange timing indeed, even if sales had been cannibalised by the C-HR crossover, to the extent that the Prius was finding only 600 or so buyers annually.That was back in 2022, and the following year Toyota reversed its decision. Result: the fifth generation of the world’s most famous hybrid is now available over here, and anybody who hasn’t been paying attention might need a moment to adjust to its presence.For one thing, the exterior design is now striking enough to turn heads as its glides down city streets – something the outgoing model does too, but only because Uber users are straining to make out the registration plate (with so many Priuses around, it’s the only way to work out if that particular silver Prius is yours).Also, power. In the UK the Prius will be available only in PHEV form, and while the previous generation could also be had with a plug, total output was a modest 120bhp, whereas the new car makes fully 220bhp, which should give it a resolutely un-Prius-like turn of pace, should you boot it.Combine those elements with an official electric range topping 50 miles and chassis modifications that ought to make the Prius a more comfortable and neater-handling prospect than ever before, and you have, on paper, a recipe for success.What we will now learn is how good Toyota has been in the execution.

Motoring industry's best up-and-coming female talent celebrated in ceremony at Horiba MIRA

The winners of the 2025 Autocar Great Women: Rising Stars awards have been announced, recognising the motoring industry’s best up-and-coming female talent spanning nine categories.

Held in conjunction with the Society of Motor Manufacturers and Traders (SMMT), Autocar’s Great Women awards celebrate the most successful rising stars across a wide cross-section of the industry, working for a huge variety of firms including BMW Group, JLR and Renault Group UK.

There were 79 Rising Stars recognised across nine categories, with a winner emerging from each category. All Rising Stars were judged to be outstanding in their field and honoured today at Autocar's annual Great Women event, held this year at Horiba MIRA in Warwickshire.

The Great Women: Rising Stars initiative also has an Apprentice category that recognises the most promising emerging talent from across the industry, with 32 impressive individuals named at this year’s event. 

This year’s overall winner was Mollie Deacon, general manager of Citroën Burton for Vertu, who also claimed victory in the Sales category following a rapid rise through the business, having driven impressive results in electric vehicle sales, with her team achieving a 30% EV mix despite market hesitation.

Among the category winners were Sophie Rowe, events manager, golf, at BMW UK; Loretta Dittrich, GME logistics director at JLR; and Abbie Harris, new product launch manager at Renault Group UK. 

Autocar editor Mark Tisshaw said the standards this year were higher than ever: “This year, the exceptional quality of the submissions made the judging process both challenging and rewarding. I am confident that all the winners will continue to represent the best of our industry through their successful careers and personal growth. We are very eager to follow their future achievements.”

Chair of the judging panel and managing director of Haymarket Automotive, Rachael Prasher, added: “My sincere congratulations to all the award recipients and the remarkable women we’ve recognised in 2025. The exceptional talent, wide-ranging expertise and deep-seated passion underpinning the automotive sector are truly inspiring. As we collectively steer through this period of significant industry transformation, such talent and varied perspectives are absolutely crucial.”

SMMT CEO Mike Hawes said: “The Great Women awards shine a light on some of the extraordinary people driving the automotive industry, and this year’s candidates are nothing short of inspiring. Their achievements across such a diverse range of disciplines demonstrate the many rewarding careers and lifelong professional development opportunities the sector provides. Congratulations to all the winners – the industry’s rising stars who are already shaping its future success.”

The event included a number of speakers, including talks and interviews from: Sarah Windrum, head of cluster development at Horiba MIRA; Volvo Car UK managing director Nicole Melillo Shaw; Diane Miller, director of the Parts Distribution Centre at Ellesmere Port for Stellantis; Lorraine Bishton, managing director of Subaru UK; and Renee Knott, head of project management and planning at Aston Martin.

This year’s Great Women initiative was sponsored by: Advanced Propulsion Centre UK, Bentley, BMW Group, International Motors, Ineos Automotive, Keyloop, Lookers, Horiba MIRA, Nissan, TrustFord and Volvo. 

You can read more about all the winners by visiting the Great Women in the British Car Industry microsite: www.autocar.co.uk/greatwomen/2025

The full list of category winners is as follows:   

Sales: Mollie Deacon, general manager, Citroën Burton, Vertu 

Events: Sophie Rowe, events manager, golf, BMW UK

Manufacturing: Lorretta Dittrich, GME logistics director, JLR

Marketing: Abbie Harris, new product launch manager, Renault Group UK

Digital: Molly Morrell, CX metrics specialist, Ford Pro

Operations: Natalie Dowsett, co-founder and COO, OX Delivers

PR and communications: Emily Giddings, marketing and PR director, The Little Car Company/Hedley Studios

Talent: Shani Roberts, business partner, skills, Horiba MIRA

Vehicle development: Nash Vracas, senior aerodynamicist, Aston Martin

The Chery-owned brand will be renamed iCaur outside of China to avoid a legal clash with Apple

China car maker Chery will bring its electrified off-roader brand iCar to the UK next year as part of a global sales push.

The brand will be renamed iCaur for models sold outside of China to avoid a clash with Apple, which owns the iCar name.

The line-up will include the brand’s chunky V23 small electric SUV, launched in China last year.

Top-end models use a four-wheel-drive setup (via twin electric motors) with a power output of 208bhp, drawing energy from a 82kWh NMC battery for 311 miles of range.

The V23 will be followed at the end of next year by the 4.8m-long V25 SUV, which uses a range-extender EV drivetrain with a 1.5-litre turbo petrol engine. 

In 2027, expect a small electric SUV dubbed V21 that will take on the Jeep Avenger.

A large V29 is also planned for a later date, although UK sales haven’t been confirmed.

iCar will open 2000 showrooms in 100 countries within three years as part of a wider Chery export push, CEO Su Jun said at the recent Shanghai motor show.

Chery already sells cars in the UK through its Omoda and Jaecoo brands, which have grown rapidly since their launch last year to record a combined 6430 sales in the first three months of the year, ahead of Suzuki, Jeep and Fiat.

The duo will soon be joined by a new Dacia-rivalling brand called Lepas.

iCar was established in 2023 as a smart EV brand with a planned range of body types including a sports car and a people carrier, but it has since focused on chunky off-roaders.

Firm will build new plug-in hybrid pick-up truck "designed for off-road enthusiasts" at old Linares factory

Spanish 4x4 manufacturer Santana has been revived with the backing of Chinese firm Zhengzhou Nissan, a joint venture of Nissan and Dongfeng.

Santana said it has worked with Zhengzhou Nissan and Chinese firm Anhui Coronet Tech on an “entirely new vehicle” that will offer a choice of diesel and plug-in hybrid powertrains.

It will be built at the old Santana plant in Linares, Andalusia, and has been "designed for off-road enthusiasts", suggesting it will rival the Ineos Grenadier Quartermaster.

Further details remain under wraps, but teaser images posted to the company’s website suggest it's a chunky, high-riding pick-up truck, most likely based on the Nissan Frontier Pro that was unwrapped at last week’s Shanghai motor show.

That PHEV model matches a turbocharged 1.5-litre petrol four-pot with a single electric motor for combined outputs of 402bhp and 590lb ft of torque.

It can be driven for up to 84 miles under electric power alone, albeit according to the lenient range tests used in the Chinese market.

Santana plans to unveil a full model range later this year.

The original Santana company was established in 1956 and, two years later, started producing Land Rovers in Spain under licence.

It was granted the right to launch its own variants of Land Rover models in 1980, spawning models such as the Ligero and PS-10.

It partnered Suzuki in 1985 and thereafter built versions of the Samurai, Jimny and Vitara under licence.

Between 2007 and 2011, it built a restyled version of the PS-10 for Iveco, named the Massif. Sales fell short of expectations, however, so Iveco terminated the deal, effectively killing Santana. The firm went into liquidation in 2011.

Santana isn't the only Spanish brand to have been revived with Chinese backing recently. Former truck maker Ebro has returned with the backing of Chery and now produces rebadged Tiggo SUVs at a former Nissan factory in Barcelona.

Korean luxury brand’s second EV is a converted ICE car. Does that help or hinder it? The combination of the EV technology that powers the class-leading Hyundai Ioniq 5 and Genesis’s premium veneer should make the Genesis Electrified G80 quite compelling.It also addresses the main issue of the Korean luxury brand's cars: petrol and diesel engines that aren’t up to the standard of the European opposition.This electrified model is essentially the Genesis G80 saloon, a Mercedes-Benz E-Class rival, but with an electric drivetrain in place of its petrol and diesel engines.Options there are plenty, but there's only one trim level, called Luxury.

Mercedes will bring S-Class and EQS together into one bold new model line

Brand's design boss says bold, recognisable styling will be key to standing out from the “sea of sameness”

Mercedes-Benz will emphasise “respect” with a new design language for its future models, as it refreshes its line-up and moves to unite the styling of its electric and combustion cars.

The move is part of a drive to differentiate upcoming Mercedes models from their rivals – especially important as its core segments swell with new entrants from less established marques – and to strengthen their desirability as luxury products.

Design boss Gorden Wagener told Autocar at the Shanghai motor show that “the worst part of new design trends is having no identity” and Mercedes wants to avoid its cars falling into what he calls “the sea of sameness”.

That is particularly important in the premium segments, where cars must be more than just transportation devices, he said.

“I think when it comes to luxury, you start a love affair with the car. You attach emotion to it. You don’t just want to have an appliance that gets you from A to B.”

A Mercedes should not, he said, “be like a fridge - something you need”, because “luxury is something you want, not what you need", adding: "We don’t build appliances on wheels.”

Therefore, going forward, Mercedes will “put more emphasis” on respect in the design of its vehicles, “because that’s what people expect from us when they buy a Mercedes".

“You deserve some respect. You’ve made something out of yourself and you’ve been successful in life, so you deserve some respect for that.”

Some of the cues Mercedes will deploy to achieve this were previewed by the outlandish Vision V concept – which Wagener described as “damn sexy” and “very close to production” – at Shanghai. 

“When you look at the front, you see that this car offers a lot of status and respect," he said. "And this is one aspect of the brand: one is love, one is respect.”

Key to achieving this is the “iconic signature grille that nobody else has”, Wagener suggested, which allows Mercedes to “stick the cars out from the sea of sameness on one hand, and the other thing is that when you have this huge illuminated panel, you tailor to that analogue luxury appeal on the street”.

He added, though, that implying respect with a bold vehicle design doesn't necessarily mean installing bigger and bigger grilles but rather emphasising the shape and recognisability of the front end. 

“You see a lot of big grilles out there, and this alone is not necessary. Respect probably has to do with the sublime. When you look at buildings, churches, temples, they have to have a deeper meaning, and this Mercedes grille is probably the best known around the world, so it has a meaning that many people associate with a lot of things - and no other brand has that.”

Crucially, this new approach will apply to both ICE cars and EVs in the future, as Mercedes will no longer design cars differently according to which powertrain they use.

The EQE and E-Class, for example, will be brought closer in line, and the EQS is set to simply be replaced by an electric derivative of the next S-Class. 

The new CLA and upcoming GLC likewise will be all but identical whether specified with ICE or electric power. 

“We will definitely move away from that,” said Wagener about having two design languages at the same time. “There’s no point, just because it’s a different transmission.

“In the first generation, we did purpose design because it was special and people want to show they are driving electric cars, and to make them a bit different, more aerodynamic and futuristic-looking.”

But now, he said, "it doesn’t really matter. What matters is the brand: Mercedes. So we will put the emphasis on that, emphasis on the respect, and the identity of the front to make Mercedes stick out.

"For me as a designer, I don’t care if it’s electric or combustion; it’s a Mercedes.

“We opened the zipper to do purpose design for combustion and electric, and now the zipper will close again."

This week Cropley visits the Haynes motor museum, Prior talks his Baja Bug, and the pair discuss Caterham's new engine

On this week's My Week In Cars podcast Matt Prior and Steve Cropley talk about the Morris Minor, Prior's Baja Bug, Cropley's visit to the British Motor Museum, Caterham's new engine from a manufacturer called Horse, and more besides, including your correspondence on Rivian and NCAP ratings.

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, rate and review the pod, we'd really appreciate that too.

Image: Matt Cardy/Getty Images

Withdrawal of coin-operated machines in main UK towns and cities leaves apps as sole option

Coin-operated onstreet parking machines are being decommissioned in favour of smartphone apps, despite complaints by some drivers that parking apps are expensive and unreliable.

The latest area to be hit is Guildford, which, in the past month, has had two-thirds of its town centre parking machines disabled, with notices taped to them advising motorists to pay using the RingGo app.

Surrey County Council said the decision was due to ageing machines, adding: “It costs more to collect cash and maintain many of the machines than they collect in income.”

However, not all motorists are happy. Autocar spoke to one driver as she struggled to use one of the new machines in the town. “My phone can’t establish a connection [to the RingGo app],” she said. “I’m already late for an appointment and don’t have time to waste trying to buy a ticket. I expect I shall be fined.”

Later at the same machine, an elderly couple were also unhappy about the change. “We don’t like downloading and using apps and would much rather use coins or contactless payment,” they said. “At least we have a smartphone. Many of our friends don’t. We will have to find another parking space.”

In response, Surrey County Council said the connection issues were “isolated” and “motorists who would like to pay with coins are able to park in alternative locations”.

In contrast, Brighton and Hove City Council is considering whether to recommission the 12 contactless payment machines it had switched off in its city centre last year.

It recently concluded a three-month trial of the recommissioned machines, and feedback from drivers has indicated that they are more popular than paying by apps.

Speaking to BBC Radio Sussex, Joyce Collins, 90, said: “I don’t know anything about apps. I don’t take my car into the city especially because I don’t know about the parking.”

Another local resident, Christina Westwell, said: “If we have to use an app, we just drive off. I don’t want to have to go online.”

A spokesperson for the AA said parking apps are not popular with many of its members, adding: “They prefer to pay using chip and pin and get angry with parking apps that won’t connect or carry extra charges. Councils make it difficult to pay then make it more expensive to pay. It’s a real mess.”

In 2023, RingGo generated a record £30 million in parking fees. The money came from the fees it charges councils for managing payments.

The company is one of many app-based parking firms that also include JustPark and PayByPhone.

In an effort to simplify cashless parking, the Department for Transport (DfT) recently created the National Parking Platform. Currently still being trialled, it unites five apps under one system and today handles almost 500,000 parking transactions per month in 473 UK locations.

Replying to criticisms of parking apps, the DfT said: “The government inherited an extremely challenging financial picture, but we are fixing the foundations, which includes making decisions about how to deliver projects where the gap between promised schemes and the money available has become clear.”

New DBX is one of the most powerful pure-ICE SUVs on the market

Aston Martin has launched a faster and lighter flagship S variant of the DBX SUV, cranking the power to 717bhp to make it the most powerful non-electrified SUV on the market.

Although the British company has used the S badge for a range of high-performance specials, starting with the Vanquish S in 2004, this is the first time it has been applied to its best-selling SUV.

Aston Martin CEO Adrian Hallmark claimed the new model serves as “a powerful statement of intent”, signalling that lighter, more powerful variants will remain a key part of the firm’s future model plan.

The new DBX S will sit above the current 697bhp DBX 707 - since April last year, the only variant offered in the UK. It retains the same 4.0-litre twinturbocharged V8 but it has been reworked, with larger compressor wheel diameters taken from the Valhalla. Aston Martin has also tuned it to offer more “urgency” at the top end of the rev counter.

While that means the 0-62mph time remains at 3.3sec, Aston claims the 0-124mph acceleration time is cut by 0.3sec.

Meanwhile, a new exhaust system has been fitted to make the V8 louder, the steering ratio is 4% faster and the turning circle has been trimmed by nearly half a metre.

The DBX S’s 717bhp output makes it 2bhp more powerful than its Ferrari Purosangue rival – which draws power from a naturally aspirated 6.5-litre V12 – but still leaves it short of rivals that use electrified powertrains, such as the 729bhp Porsche Cayenne Turbo E-Hybrid and 789bhp Lamborghini Urus SE.

The DBX S retains the 707’s variable all-wheel drive system and nine-speed wet-clutch automatic gearbox, although Aston Martin says the change-up points for the gearbox have been reworked to account for the wider rev range, and the downshifts in Sport and Sport+ modes are more aggressive.

Aston Martin has also significantly reduced the weight of the DBX S by up to 47kg compared with the 2245kg 707. The slimming measures include a new optional carbonfibre roof, which forgoes roof rails and saves 18kg of mass as well as lowering the centre of gravity.

There are also optional 23in magnesium wheels, which are 19kg lighter than the standard aluminium versions, and an optional polycarbonate honeycomb grille.

Beyond the weightsaving features, the DBX S gains a number of styling changes, including a new black grille design inspired by the DBS 770 Ultimate, a new splitter and diffuser, and new side sills that help channel airflow around the side of the car.

At the back, the quad exhausts have been vertically stacked, while the rear bumper has been extensively reworked. 

Inside, there is a bespoke S design with a herringbone pattern on the seats and this is extended to the headlining if the carbonfibre roof is selected. Alcantara upholstery is standard, while semi-aniline leather and red seatbelts are optional.

A 14-speaker audio system is standard and a 23-speaker Bowers & Wilkins set-up is also offered.

The DBX S is available to order now and deliveries are set to begin in the final quarter of 2025. Pricing has yet to be confirmed but it will be a step up from the £205,000 DBX 707.

Apple CarPlay lets you to use your iPhone's apps through your car's infotainment screen

We explain everything you need to know about Apple's in-car smartphone mirroring software

Apple CarPlay is a software package that mirrors your iPhone's apps and services on your car's infotainment screen, and it's one of the most desired features for people who want to buy a new car in 2025. 

CarPlay was launched in March 2014 and has since become a piece of tech that many drivers consider integral to their car ownership experience. Some won’t even consider buying a car unless CarPlay is included as standard. 

But what is CarPlay, how do you access it, and what does it do? 

We’ve put together a comprehensive guide right here so you can get to know one of the automotive world’s most-used pieces of software.

What is Apple CarPlay?

An alternative to Android Auto for iPhone owners, CarPlay helps you to stay connected when on the move, allowing you to legally take phone calls, use your favourite sat-nav app and play your favourite music.  

Thanks to its slick and familiar interface, many drivers prefer to use CarPlay over the operating system (OS) included in their car as standard.

Similarly to Android Auto, CarPlay is controlled through large icons on your car's infotainment touchscreen, or via a physical controller in the few cars that forgo a touchscreen.

Car makers clearly understand the value of the product, with some 600 models around the world now using the software.

Does my phone have Apple CarPlay?

Do you own an iPhone? If you do, you can most probably use CarPlay. The software is compatible with iPhones produced from 2012, so that’s the iPhone 5 and onwards. 

CarPlay comes as standard on all iPhones carrying at least Apple’s iOS 7.1 software, launched in 2013. Apple launched iOS 18 in September 2024. 

Android phones don't have access to CarPlay, instead relying on Google’s own Android Auto system, which largely offers the same functions.

How do I open Apple CarPlay?

Once you’ve made sure your car is one of the 600-plus models compatible with CarPlay, there are a few ways you can connect to it. Here's a list of them. 

The most common connection method is by using a USB cable, although some newer cars offer wireless CarPlay, which uses Bluetooth and wi-fi for the connection. 

If your iPhone is previous to the iPhone 15, you will need to use a Lightning-to-USB cable. All newer iPhones use the universal USB-C cable. 

How to connect to Apple CarPlay

First, locate the relevant USB port on your car. This is usually below the infotainment screen, in the central storage bin or somewhere on the centre control. 

Plug in your iPhone and a message should appear after a few seconds asking if you want to start CarPlay. Simply press ‘yes’ and the service will start on the car's screen. 

If your car supports both wired and wireless CarPlay connections, this will also register your iPhone to use the service wirelessly on future drives. You will be prompted to start CarPlay when you start the car in close proximity to your iPhone.

If your car supports only a wireless connection (or you don’t want to use a cable), the connection process is slightly more complicated, and the procedure varies from car to car. 

Some require you to plug your phone in for the first time before connecting wirelessly every time afterwards. Others act as a wi-fi hotspot to which you can connect your phone.

Apple CarPlay in 2025

Apple updates CarPlay fairly regularly, with the latest iteration releasing in March 2025 as part of the brand's iOS 18.4 software update. 

The update brought an additional line of icons for some models with larger infotainment screens, as well as a proper integrated electric vehicle routing system for Apple Maps. 

The real big changes are due to arrive with the long-awaited 'CarPlay 2', which was first detailed by Apple in 2022. 

It's tipped to be more powerful and feature-filled than ever before, taking over all of your vehicle's digital screens, including the digital driver's display. That means you could be driving around with an Apple-designed dashboard in the future with bespoke speedometers and dials. 

I'll also be able to change your climate controls, radio and heated seats, which could mean traditional infotainment software becomes a thing of the past.

When will the new Apple CarPlay arrive?

First revealed in 2022, Apple stated the newest iteration of CarPlay would arrive by the end of 2023. It later revised this date to the end of 2024, and has now removed any estimated launch date from the CarPlay website. 

That means we're not entirely sure when the new Apple CarPlay system will launch, but it could be this year.

It has also been previously detailed that sports car brands Aston Martin and Porsche would receive the update first, but as yet, to no avail. 

What apps can I use through Apple CarPlay?

Not all apps are supported by CarPlay, but those that do will display on your car’s screen while you’re connected. Here’s a list of some of our favourites that are supported.

Spotify A popular music, podcast and audiobook streaming service.

Messages Apple’s Siri software will read out your received texts and allow you to send messages back via voice control.

Whatsapp The same as the above, plus the ability to make and receive phone calls.

Amazon Music A music streaming service.

BBC Sounds The BBC’s own app for streaming podcasts and radio.

Apple Maps Apple’s own sat-nav system.

Waze An indepenent sat-nav app with many exclusive features not offered by its Google and Apple counterparts.

Google Maps Yes, Apple CarPlay is an Apple product, but you can still use Google Maps, which is arguably the most reliable sat-nav app out there.

ZapMap, ChargePoint, Plugshare Independent apps to quickly find a public charging point for that all-important EV battery top-up. 

Can you play games on Apple CarPlay?

CarPlay is designed to help you drive without being distracted by your phone, so no, you can’t play games using the software.

Which cars have Apple CarPlay?

Fun fact: the first ever car to feature CarPlay was the Ferrari FF, which was updated in 2014 to add the functionality. 

Most mainstream brands have added CarPlay to their cars since, but it was often reserved for more expensive trim levels or offered as an optional extra. 

Now, though, it’s usually a standard feature due to its popularity. As we mentioned above, more than 600 car models on sale today are available with CarPlay, including cars from Audi, Volkswagen, Hyundai, Skoda, Mercedes-Benz, Toyota, BMW and Ford.

If you’re still unsure whether your car supports CarPlay or whether to connect using a USB cable or wirelessly, check the owner’s manual or consult Apple’s list of available models. 

My car is old and doesn’t have CarPlay; can I fit it myself?

You can fit Apple CarPlay yourself by buying and installing an infotainment system from an aftermarket manufacturer. So long as the car has a standard-sized (single- or double-DIN) sound system, it should be compatible. 

This can be replaced by a more modern touchscreen system from aftermarket manufacturers such as Alpine, Pioneer and Sony, with prices varying from around £200 to £1500 depending on screen size and functionality.

You can do this yourself, but we would recommend going to a car audio professional for peace of mind, even if it will cost a little extra.

Is Apple CarPlay free?

CarPlay is free to use, as are most of the apps supported by it.

In 2019, BMW attempted to introduce an £85 annual fee to use CarPlay after the first year of car ownership, but it reversed the decision after a backlash from customers and the media.

You will need to be wary of your mobile data charges, though. Podcasts, music streaming and other apps can use a lot of data quickly, so make sure you keep an eye on what you’re downloading to avoid any unwanted charges.

New Trafic E-Tech is smallest of three new electric vans revealed by Renault

Renault’s van-making arm is evaluating an Espace-style people carrier based on new Trafic E-Tech van

Renault is considering an electric MPV to rival the Volkswagen ID Buzz – and it could reprise the radical seating arrangement from the Mk1 Espace.

Unwrapping the new Trafic E-Tech electric van alongside the closely related Goelette and Estafette (below) at The Commercial Vehicle show in Birmingham, Renault van design chief Yannick Bignon told Autocar that a people-carrying version is under consideration: “Today, it’s under study. We have not yet confirmed it, but it's under study.”

Asked whether the skateboard-style EV platform that underpins the trio of vans could allow for more radical seating arrangements, such as the swivelling ‘captain’s chairs’ from the Espace, Bignon replied: “Everything that you say will be the way that we are working on.”

However, he added that it was “too early” to talk in detail about such a version of the Trafic E-Tech, saying: “If we confirm the people mover, it will be [later].” 

An MPV is understood to be just one of more than 35 different derivatives of the Trafic, Goelette and Estafette that have been pitched to Renault Group boss Luca de Meo, alongside a camper van and a food truck.

Heinz-Jürgen Löw, senior vice-president of Renault’s van arm, said that such a vehicle “could be a good idea – not yet, but of course we’re looking”. 

Hinting at how the van’s design might lend itself to a more conventional passenger vehicle, Löw elaborated: “The beauty of the skateboard is that you can scale it. And we have [prioritised] the manoeuvrability. I think this is the only one-tonne [payload] van with the turning radius of a Clio [supermini].”

The comments reaffirm Autocar’s previous report that a Renault MPV in the vein of the original Espace, after the Espace name was reprised for a seven-seat SUV based on the Austral.

Olivier Brosse, Renault’s global leader for the Ampr Medium EV platform, last year told Autocar that a new model in the vein of the seminal MPV was “something we are contemplating”. 

“Technically I think it is possible, but after that we would have to consider if an MPV would be accepted by European customers,” added Brosse.

Notably, Volkswagen has made headway with its ID Buzz since Brosse spoke to Autocar: according to data from analyst Jato Dynamics, it has sold nearly 5000 in Europe so far this year, more than double what it had managed at the same point in 2024.

Kia is also angling for a slice of the market, priming a passenger version of its forthcoming PV5 electric van.

Elsewhere in the world, MPVs are undergoing a revival. They have exploded in popularity in China, for example, where notable recent entrants include the Zeekr Mix, Li Mega and Maxus Mifa 7. 

New 296 "very close" to the limit of what a RWD Ferrari is capable of

The new Ferrari 296 Speciale is billed as the “most fun to drive, emotionally charged” car the marque has built yet, with its 868bhp claimed to be “very close” to the limit of what a rear-wheel-drive car can offer.

Priced from €407,000 (£349,000) in Italy and offered in both coupé and spider forms, it packs 49bhp more than the 296 GTB, has 20% more downforce and is 60kg lighter.

However, it is “not just an exercise where we put a few additional horsepower”, said Ferrari marketing chief Enrico Galliera. The Speciale instead represents a more comprehensive engineering effort.

For instance, its twin-turbo V6 uses aluminium pistons and the titanium conrods from the new F80 hypercar, and the head is secured to the block with titanium bolts.

This has allowed an increase in combustion chamber pressure of 7%, boosting the V6’s output from the previous 654bhp to 690bhp. 

Moreover, the crankcase has been shaved down to save 1.2kg and the turbo design has been reworked to shed another 1.2kg.

Ferrari has also doubled the size of the ‘hot tube’ – the sound pipe linking the engine bay and cabin – to improve the sound quality and volume of the V6.

Revised cooling for the hybrid system has unlocked a further 13bhp, independent of the V6.

“We are very, very close to the limit of the maximum horsepower that we can manage for a rear-wheel-drive car,” said development chief Gianmaria Fulgenzi. 

With that in mind, an aerodynamic overhaul has resulted in a redesign of the 296’s rear end, inspired by the Challenge and GT3 racers. 

This has brought about the fitment of two winglets atop the car’s rear haunches and a small active spoiler that rises from the back end – from just above the Prancing Horse badge.

The spoiler has three possible positions and adjusts based on the steering angle and throttle position.

It plays a key role in boosting the car’s maximum downforce by 20% compared with the 296 GTB, with 435kg at 155mph.

The damper and spring set-up has been revised, bringing a 5mm drop in ride height and a claimed 13% reduction in maximum body lean when cornering.

The cockpit has been reworked to minimise weight, with new seats that are said to be 5kg lighter than those in the 296 GTB.

There is more carbonfibre than before, including on a new single-piece door card, and the new steering wheel swaps the previous unit’s touchsensitive control pads for traditional buttons.

Ferrari said the Speciale will not be strictly limited in number but by the time it spends in production, which will be significantly shorter than for the GTB. It will be “very exclusive”, said Galliera.

Ferrari will offer the car only to what it calls “active” clients: those who have bought a new or approved-used car (or maintained an older car) through an official dealer within the past five years.

Twin-motor EV version of popular truck will land in 2026 with one-tonne payload and 163-mile range

Isuzu has revealed an electric version of its D-Max pick-up truck with full-time four-wheel drive and a payload of more than a tonne.

The D-Max EV is making its debut at The Commercial Vehicle show in Birmingham this week ahead of a UK launch in February next year - when it will go up against the upcoming KGM Musso EV and new Maxus eTerron 9.

It's all but identical to the diesel D-Max (Isuzu's only model line in Europe) but swaps the oil-burner for a pair of electric motors – one on each axle – giving combined outputs of 188bhp and 240lb ft for a 0-62mph time of 10.1sec and a top speed north of 80mph.

Power is supplied by a 66.9kWh battery under the floor, which is good for a WLTP range of 163 miles and can be charged at speeds of up to 50kW for a 20-80% top-up time of one hour.

Importantly, the battery doesn't have a drastic impact on the D-Max's off-road ability, with the EV claiming 210mm of ground clearance and a wading depth of 600mm. It has approach and departure angles of 30.5deg and 24.2deg.

In addition to permanent four-wheel drive, the D-Max EV has a dedicated Rough Terrain Mode for "extreme off-road capability".

While it uses the same ladder chassis as the existing truck, Isuzu has fitted a bespoke de Dion rear suspension system in place of the leaf springs for improved handling.

Just as important is the fact that the EV is rated to carry more than 1000kg in its loadbed and can tow up to 3500kg - although Isuzu has yet to say what impact this will have on the range. The D-Max EV weighs 2350kg at the kerb.

Otherwise, the D-Max EV is largely identical to the diesel D-Max, inside and out - down to the kit list, which includes a touchscreen infotainment screen with smartphone mirroring, a digital driver's display, dual-zone climate control, parking sensors front and rear and heated front seats.

The D-Max EV is being offered only in double-cab form for now.

Prices have yet to be confirmed, but it's likely to command a substantial premium over the diesel D-Max, which starts at £36,505 before VAT.

Pre-sales will begin in the second half of this year, and the first customers will receive their D-Max EV in March 2026.

Both of these are unstoppable, but only one gives its driver a full body workout

Can today’s tech-rich, for-the-rich off-roaders tackle the rough stuff any better than the original workhorses?

Ever since God was a child, people have been trying to solve the conundrum of how to get places.

First it was just with our legs. Then we discovered horses and worked out that their limbs were better than ours.

Then, skipping forward a tad, the industrial revolution dropped and the options multiplied tenfold: cars, bikes, trains, planes, scooters, hoverboards and on and on, ad infinitum.

But the fundamentals of getting somewhere tricky have remained remarkably constant in our Autocar world – four bits of rubber shrouding four round bits of metal. And yet, as you can see from the images here, there’s a vast difference across the decades as to how that conundrum is solved.

To the new car, then. It’s the Range Rover plug-in hybrid, and while it’s not ideally suited to out-and-out off-road adventuring (more on that shortly), it is absolutely laden with the latest electronic off-road tech.

You could argue that we should have had the Land Rover Defender on this test, it being the halo off-roader and the ultimate expression of where the capability has got to, but to be honest I’m more interested in where the technology has enabled luxury and mud to mix.

Introducing the Willys Jeep

How far can this tech be pushed? Certainly a chunk further than with the other car here. It’s a Willys Jeep, of the M38A1 variety.

Technically it’s not the oldest of the breed, as this particular one was built in 1955 under licence in the Netherlands (a Nekaf Dutch variant, to be precise), but if Spyker can claim to be the first with a four-wheel-drive passenger vehicle, it’s generally accepted that Willys and the original WW2 Jeep made the genre what it is today. And this car is a successor to that icon of the Second World War.

It’s basic in the extreme: leaf spring suspension all round, a choice of four- and two-wheel drive that is switchable by a very long lever, and a high- and low-range gearbox, all powered by a water-cooled, four-cylinder Hurricane engine linked to a three-speed ’box.

There are no doors or heater, and technology is limited to a set of dials, most of which don’t seem to work. If an item isn’t needed in order to fulfil the car’s singular, go-anywhere purpose, it’s not on it.

Introducing the Range Rover

The contrast to the Range Rover is extreme. Here is the car that should be able to drive both to and up the ski slope, with barely a fluster.

Air suspension that can raise the body by 135mm and Land Rover’s first-ever five-link rear axle take care of the comfort, while the six-setting Terrain Response 2, e-locking rear and centre diffs, rear-axle steering with 7.3deg of possible turn and low-speed gearbox mean the off-road box is also ticked. 

The reason it’s not the ideal Range Rover is because of the PHEV element. While that is enabling us to achieve fuel economy in the mid- to high 30s, the 38.2kWh battery sits low under the chassis, thereby reducing the ramp angle by 2.5deg and the ground clearance by 11mm from a regular Range Rover.

The aim of the day, then, is a simple one. To discover if luxury has blunted ability.

Off-road performance: Range Rover

We start off with a seriously steep drop down into a quarry, where the challenge is not only the angle but also the surface, being a vicious mix of smooth stone and more grippy shale rock.

The four cameras on the Rangie immediately come in handy – although Gerry McGovern’s styling looks good on the King’s Road, it tapers away from the visible edges so the car is difficult to place.

Switch it to off-road mode (max height on the air suspension) and use the ClearSight Ground View mode (essentially a function that allows you to peer through the bonnet) and suddenly it’s clear what’s ahead. 

Select hill descent and low range, wind the maximum speed right back within the settings and let the car simply creep down the slope. This isn’t new or unique to Range Rover, but every time it never fails to amaze how damn easy it has all become. Even the change in surface halfway down doesn’t upset it.

Off-road performance: Willys Jeep

The Jeep is just as capable, but not as relaxing. It’s in low range as I head over the edge, but then bounces and careers down the hill with the sort of suspension movement that wouldn’t look out of place in a Benny Hill movie.

You don’t worry about it like you do with the Range Rover (the £130k price difference will do that to you), but there’s never quite the level of faith that tyres/brakes/clutch will do what you need when you need (the car’s 68-year-old age will do that to you).

Where the Jeep does feel happier is on a cross slope. It’s narrow at just 152cm wide but stable, and because it’s so light, it doesn’t pull itself down the slope.

The Range Rover is lucky today in that it’s dry, so the on-road tyres (a set of 20in Michelin all-seasons) don’t struggle to contain the 2695kg mass from slipping with the gradient. If it was wet, it would be a different story. 

Still, the four-wheel steer means it navigates through a wood with the same ease as the Jeep, despite being 1.5m longer.

The system also gives traction in unexpected places, allowing the tyres to turn across a slope and keeping the contact patch more stable. It’s impressive stuff.

The downsides

There are some quirks with the Range Rover. It’s very clever, with all the systems talking to each other and sensors measuring every conceivable degree, but sometimes it has a brain-fart moment.

Like reversing back up a slope from a standstill, where the throttle is difficult to control and jerks the car up the hill rather than smoothly climbing. (The second time around it’s much smoother, like it has learned the grip parameters.) Or there’s an occasional random rock that upsets the traction control, sending a thump through the cabin. 

Still, you only get time to reflect on these elements because the experience is otherwise so smooth.

The Jeep could quite easily be doing the same but is so extreme in its lack of comfort that you would never notice. It’s the only car I’ve driven that makes me cast my eyes enviously at early Series Land Rovers as they drive past.

Verdict

Neither car copes well going back up the steep slope. For the Jeep, blame the tyres. The ‘bar grip’ rubber is great in slippery conditions, but on smooth rock it doesn’t have the contact patch.

With the Range Rover, it’s the suspension travel. Being maxed out on the high setting, it struggles to keep its wheels on the floor and can’t use its full 434bhp to drive all four.

These are, though, extreme situations. What all this really demonstrates is how much more multi-purpose the modern off-roader is. And while that may feel like stating the obvious, given the Jeep’s lack of doors, it really is remarkable how capable the Range Rover is.

For while there is nothing that the Range Rover can do that the Jeep can’t match, the reverse is also true.

The Jeep was conceived for one purpose: to get soldiers to where they need to be, no questions asked. The Range Rover was conceived with an entire global remit, from LA’s Rodeo Drive to Middle Eastern dunes, and for it to do that as a single entity is mighty impressive.

That breadth of capability and ease of use is not something I expected, even with JLR's (formerly Land Rover’s) reputation. 

Audi’s larger executive car turns electric - and natively rear-drive - but retains other Audi-typical traits Whatever other decisions may yet be made in the busy corridors of power at Audi’s Ingolstadt headquarters, we know one thing for sure: this is the new, all-electric Audi A6 E-tron - and it’s just touched down in the UK, in right hand drive form.Soon enough, however, another new Audi A6 will touch down, that you can have with a combustion engine if you prefer. That will, no doubt, leave some a little confused.The latter car was all set to be a new A7. But the idea, as Audi originally planned, that A6 devotees might willingly switch to an A5 or A7 in order to avoid inadvertent electrification - and that even-numbered Audis would, for the sake of simplicity, hence force be electric - has proven too much for the company’s customer base and dealer network to accept.So, rather than adjusting the entire model nomenclature strategy to make room for a growing number of EVs which European buyers remain stubbornly slow to warm up to, Audi’s had a rethink. A sensible one, it seems to me. Right now, lots of people instinctively know what an Audi A6 is; likewise an A4, a Q2, etc. That’s money in the bank that, frankly, Audi can ill afford to lose.

Renowned German outfit, now part of BMW Group and with its own designer, is poised for new era

BMW will reveal the future of the Alpina next year, as it officially takes ownership of the 60-year-old performance brand and installs a dedicated designer, previously of Polestar, at the helm. 

Munich announced it had acquired Buchloe-based Alpina from its founders, the Bovensiepen family, in 2022, but the firm will continue to operate at arm’s length through 2025, having recently launched the B8 GT super-saloon as a swansong for its independent era. 

Details of exactly what the future holds for Alpina as it comes under the BMW Group umbrella are unclear, but chief designer Adrian van Hooydonk told Autocar that the company will break its silence in 2026, when the handover is complete.

"Alpina has always been very special to us. We had a very good relationship – and we still do – with the Bovensiepen family who founded that brand," he said. "The Alpina cars are produced in our factory, so there was already a very strong technical tie-up as well.”

"It has been quiet because the agreement that we struck with the Bovensiepen family is such that from next year, we will talk more about it; this year, it is all still under their direction.

"We love the brand and we want it to prosper in the future, but you will see some of that next year."

Historically, Alpina models have been extensively modified versions of BMW models that offer similar power and performance capabilities to their racier M-badged equivalents but put more of a focus on subtlety and touring refinement.

There is no word yet on whether Alpina will maintain that positioning (with dedicated B3 and B5 versions of the next 3 Series and 5 Series, for example), but it's likely that the brand’s cars will henceforth be more obviously differentiated from the cars on which they are based.

Van Hooydonk recently presided over a wide-reaching overhaul of the BMW Group’s design network, with each of its brands swapping design bosses and new dedicated designers for BMW M and Alpina installed. 

"I was able to enlarge my team, which is very rare,” he said, “but it's also a token of the confidence that the top management has in our design team. Simply, the workload has grown, so it was actually helpful for me to be able to enlarge my first line.”

Among the significant changes were Mini’s Oliver Heilmer moving across to BMW to replace Domagoj Dukec, who is now leading Rolls-Royce design, and former Polestar design boss Maximilian Missoni joining the German firm to take responsibility for Alpina.

“I feel very good about those changes. It will allow the team to work with more dedication, more attention to detail,” said Van Hooydonk. “I split up the BMW team into two: Max Missoni is taking care of one half and Oliver Heilmer, who was formerly in charge of Mini, is taking care of the other half.”

Asked if that meant there could be more differentiation between Alpina cars, M cars and standard BMW cars, Van Hooydonk said “they are already quite different” but that the foundations have been laid for each brand to take on more of a distinct character.

"It will still remain one design language, but the teams are smaller in size and the workload is now divided over multiple shoulders, and that will simply lead, I believe, to better-quality results, and will set us up for more growth in the near future."

Second-generation family crossover is bigger than its predecessor, giving it increased interior space

The new Citroën C5 Aircross has been revealed with a bold new design language and the option of electric power for the first time, as the French brand renews its assault on Europe's crucial crossover market.

Based on parent company Stellantis's new STLA Medium architecture (like the Peugeot 3008 and Vauxhall Grandland), the second-generation C5 Aircross is the flagship of an overhauled Citroën line-up, sitting above recently refreshed and renewed versions of the Ami, C3 and C4.

As promised to Autocar by designer Pierre Leclerq, the production version of the new C5 Aircross stays true to the bold concept car revealed last year at the Munich motor show, retaining the minimalistic two-box silhouette of the outgoing C5 Aircross but with a wide-reaching focus on aerodynamics in a bid to increase efficiency.

It's bigger than the Mk1, having grown 150mm in length to 4652mm to facilitate a substantial 60mm increase in wheelbase - "almost all of which is in the rear leg room", according to Citroën.

Citroën has exploited the more substantial footprint to create what it calls a 'C-Zen Lounge' inside, where "occupants are seated as if in a living room".

The dashboard in particular has been designed with influence from traditional living room furniture, with distinctive foam fabric padding reminiscent of a sofa and available in a choice of light or dark colours. So too can the ambient lighting be configured in eight colours.

At the centre of this new dashboard is an expansive 'floating' touchscreen that Citroën says is the largest yet fitted to a Stellantis car. It largely replaces physical controls but has been designed for ease of access on the move, with fixed status and control bars, programmable widgets and direct access to the climate control.

Smartphone mirroring and a 10in digital display are equipped as standard, and drivers can use the 'Hello Citroën' voice control function to control various in-car functions - with AI support from ChatGPT.

A head-up display – 30% larger than that of its predecessor – is available as an option.

Meanwhile, the 'Advanced Comfort' seats have been upgraded to give "a level of comfort never seen" in the C5 Aircross, with thick lower padding on the backrest and bolster and an upper portion that "wraps around passengers' shoulders like a shawl". The side bolsters are now electrically adjustable too.

In the back, passengers are said to have 51mm more knee room and 68mm of head room than before, plus extra adjustability courtesy of a backrest that can be reclined between 21deg and 33deg - "adding to the sensation of travelling in comfort class".

Rear passengers can also make use of a pair of cupholders in the centre console, together with a pair of USB-C charging ports.

The increase in footprint also makes for a much bigger boot: there's now 651 litres of load space behind the back seats, almost 150 litres more than in the Nissan Qashqai, rising to 1668 litres with them folded.

There's a 75-litre hidden space beneath the boot floor, too, where the EV's charging cable can be stored.

There are two hybrid options available from launch, one mild and one plug-in. The former pairs a 1.2-litre three-cylinder petrol engine with a small electric motor in a dual-clutch gearbox, powered by a 0.9kWh battery under the driver's seat. The PHEV uses a 1.6-litre four-cylinder petrol engine in tandem with a 123bhp electric motor for a combined 193bhp and a 21kWh battery that's good for an EV range of 53 miles.

The electric C5 Aircross can be had with either a 73kWh battery giving 323 miles of range or a 97kWh pack giving 422 miles and a 207bhp or 227bhp motor on the front axle.

Prices for the new C5 Aircross haven't yet been announced, but it will be cheaper than the 3008, so expect a sub-£35k starting price for the hybrid and to pay around £40k for the EV.

Deliveries will begin in the second half of this year.

The best way to haul people and cargo is still with an MPV. These are the best ones currently on sale

Multi-purpose vehicles (MPVs) are among the most versatile forms of transport you can find, majoring on space, practicality and people-carrying. 

One of their biggest selling points is their extremely efficient use of space, which means they're often better value than vehicles with a similar footprint.

But don't think MPVs are lacking in other areas: they're packed with clever and handy features that reduce the stress of transporting families, often to better effect than some of the best SUVs. 

Generally speaking, MPVs feature up to seven seats, but the sector also includes five-seat models. Some even go up to nine seats.

With SUVs continuing to surge ahead in the sales charts, though, the number of MPVs on sale in the UK has dropped. We've lost the Ford S-Max, Ford Galaxy and Volkswagen Sharan in the past few years, for example. But the MPV hasn’t slipped into obscurity just yet.

Our top MPV pick is the Dacia Jogger, which offers by far the best value for money and supreme practicality. But which other models should you consider buying? Read on to find out about the top 10 MPVs and people carriers...

James Taylor takes the helm of Nissan's UK arm, replacing Diana Torres

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

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

Name: James Taylor

Company: Nissan GB

Role: Managing director

Former Vauxhall UK boss James Taylor has been appointed Nissan GB’s new managing director.

Taylor, who left his role at Vauxhall in February, succeeds Diana Torres at Nissan GB, who herself only took on the role last March. He will start his role on 1 May.

Taylor joins Nissan GB ahead of a busy period for the Sunderland-based car maker, with the new Leaf and new Micra due this year and the next Juke bound to arrive in 2026.

“These are very dynamic times for the automotive industry, so now, more than ever, we need to be agile and responsive to business needs and customer demands,” he said.

“Nissan already makes two of the UK’s top-selling cars, has exciting new products on the way and is a brand with real momentum.

"I look forward to working with the Nissan team, its dealer partners and other stakeholders to navigate current industry challenges and build the business for sustainable future success.”

Name: Josep Maria Recasens

Company: Ampere

Role: CEO

Josep Maria Recasens has replaced Renault Group chief Luca de Meo as the CEO of its electric car development arm, Ampere.

Previously Ampere's chief operating officer, he takes the helm as Ampere gears up for the launch of the Twingo city car, due next year.

He will also be responsible for launching a new range of C-segment models in 2028, previewed by the Emblème concept shown earlier this year.

"I know that with Josep Maria at the helm, Ampere will continue and successfully accelerate its role as a spearhead for the Group and the European industry." said de Meo.

Alongside Recasens, Ampere named Marie Ollier its new vice-president of human resources, Sandra Gomez its head of strategy, and Vittorio d’Arienzo its product chief.

Name: Ed Jones

Company: Nissan GB

Role: Sales director

Nissan GB has named Ed Jones its new sales director from 16 June.

Among his key responsibilities will be preparing the company for the launch of the next-generation Leaf EV, as well as ensuring the continued success of the Qashqai and Juke crossovers. 

Jones returns to Nissan after seven years with Audi, where he was most recently sales operations manager. 

“I’m delighted to be returning at such an exciting time,” he said. “Nissan was the only brand with two models in the top five best-sellers in 2024 and, with increased market share and double-digit sales growth, it’s a brand with real momentum in 2025.”

He replaces Michael Auilar, who held the position for the past two years.

Names: Steve Hicks, Sanka De Silva

Company: Kia UK

Roles: Marketing director, sales director

Kia UK has appointed Steve Hicks (left) as its new marketing director and Sanka De Silva as sales director - both effectively swapping roles.

Hicks, previously sales director for Kia UK, joined the business in 2017, leading all sales channels across retail and fleet, for new and used cars. De Silva also joined in 2017, progressing to the lead the wider UK marketing team.

Both men maintain equal position on the executive board of directors for Kia UK and continue to report to commercial director Simon Hetherington.

Hicks said: “Kia is at a pivotal moment right now as we enhance our position as a leader in electrification and build on our range of customer-centric electrified vehicles. I am honoured to have the opportunity to lead Kia’s product positioning and marketing communications to enhance how UK consumers approach and engage with the brand.”

De Silva said: “I am thrilled to be taking on this new position at such an exciting and evolving time for Kia. With such a strong product line-up in view, an engaged and committed dealer network and sales momentum at a promising rate, we’re in a positive position and I am eager to get started and lead our sales function to new heights.”

Name: Peter Rawlinson

Company: Lucid Motors

Role: CEO

Lucid chief Peter Rawlinson has stepped down after six years in charge of the electric car manufacturer.

He will now take on a new role as strategic technical advisor to chairman Turqi Alnowaiser. 

Meanwhile, chief operating officer Marc Winterhoff will take on the role of interim CEO.

Rawlinson first joined Lucid as its chief technical officer in 2013, having previously led the development of the Tesla Model S – the saloon widely credited with having popularised electric cars in the mainstream.

Lucid launched its first model, the Air saloon, in 2021. Its headline-grabbing 549-mile range – according to European WLTP testing – soon found the firm favour as a technological leader. It has, however, yet to make a profit.

Indeed, Lucid made a net loss of $2.7 billion (£2.1bn) last year against revenues of $807.8 million (£638m). 

The firm has pinned its hopes of success on the new Gravity, a luxury SUV based on the same underpinnings as the Air.

It expects the new model to increase the firm's production from just over 10,000 cars last year to around 20,000 by the end of 2025.

The Gravity will be followed by a new ‘mid-size’ SUV, due next year and pitched as a rival for the Tesla Model Y. This will spawn a saloon (to battle the Tesla Model 3) and a third model.

"Now that we have successfully launched the Lucid Gravity, I have decided it is finally the right time for me to step aside from my roles at Lucid," Rawlinson said in a statement.

Winterhoff added: "Lucid's technology leadership is now well established and our roadmap well defined.

"I am honoured to step into this role as we enter the next stage in our transformational journey, and I look forward to capitalising on the tremendous opportunity this presents. 

"Our team remains focused on further ramping production of the Lucid Gravity, preparing for the launch of our three mid-size platform vehicles, and continuing development of our low-cost Atlas drive unit while we aggressively reduce our costs."

Name: James Taylor

Company: Vauxhall

Role: Managing director

James Taylor has left the role of Vauxhall managing director, ending his 25-year run working for the British brand.

He first joined Vauxhall on a student placement scheme in 1997 and returned to the firm as a commercial vehicle forecast specialist in 2000. 

By 2005, he was a national business manager for Vauxhall's then-owner, General Motors, and in 2011 he took over the brand's crucial fleet sales channel.

He was named Vauxhall's managing director at the end of 2022 and has been faced with one of the trickiest periods in its history since, negotiating a shift upmarket under new owner Stellantis and the introduction of several electric models while facing government mandates forcing their sale.

His departure comes as Stellantis prepares to shut the historic Vauxhall plant in Luton and after the brand recorded a 21.43% decline in annual sales compared with 2023 – a significant drop but also slightly less than that felt by arch-rival Ford in the UK.

In the interim, Taylor will be replaced by Stellantis UK boss Eurig Druce. His long-term successor will be announced "in due course", according to a company statement.

“I’d like to sincerely thank James for more than a quarter of a century of loyalty and dedication to Vauxhall,” said Druce. “James leaves Vauxhall ready for the UK’s transition to an electric future, and on behalf of his many colleagues and friends, I wish him personally all the best for the future.”

Taylor said: “I’d like to thank all my colleagues, past and present, for both their amazing contributions to what has been achieved – especially in recent years, transforming Vauxhall through design, technology and marketing into an electric-first brand – and I wish them every success in the future.”

Name: Michelle Mortiboys

Company: Aston Martin

Role: Chief product engineer

Michelle Mortiboys, a nominee in the 2024 Autocar Great Women awards, has announced that she is the new chief product engineer for Aston Martin.

Mortiboys joins Aston Martin from supplier Aptiv, where she was responsible for managing its European programmes and its UK site.

Prior to that, she was the head of automotive for Dyson and took charge of manufacturing at the Land Rover Defender factory in Nitra, Slovakia. 

During her time at JLR, she also headed the firm's Special Vehicle Operations (SVO) division.

Name: Alex Smith

Company: Lookers

Role: Chairman

Alex Smith, the former managing director of Volkswagen Group UK, has been named the new chairman of dealer group Lookers. 

The company has more than 150 showrooms across the UK, with 38 brands and more than 7000 cars across its new and used arms at any one time. 

Smith has also been appointed to the executive committee of Lookers owner Global Auto Holdings Limited (GAHL), taking responsibility for the firm's European operations.

"We are extremely pleased to add someone of Alex’s calibre to the Lookers leadership team," GAHL said in a statement. "We believe his deep automotive expertise, track record of industry leading results and overall strategic capabilities will greatly benefit both Lookers as well as GAHL’s European operations as we continue to pursue operational excellence and growth."

Name: Frank Marotte

Company: Dacia

Role: Vice-president for marketing, sales and operations

Dacia has named Frank Marotte its new vice-president for marketing, sales and operations.

Marotte was previously the president and managing director of Toyota France, overseeing both the Toyota and Lexus brands. He started his career in automotive with Peugeot in 1993.

He replaces Xavier Martinet, who left Dacia last year to lead Hyundai's European operations.

Marotte will begin his new job on 1 February.

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

Company: Stellantis UK

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

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

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

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

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

Nick Richards takes on Dobson's former role.

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

All will report to Druce.

Name: David Beattie

Company: Mini UK and Ireland

Role: Director

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

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

Names: Sjoerd Knipping, Pablo Martinez Masip

Company: Kia Europe

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

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

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

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

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

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

Name: Christian Meunier

Company: Nissan

Role: Chairperson of the management committee for the Americas

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

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

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

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

Name: Damien O'Sullivan

Company: VW Group UK

Role: Managing director

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

O'Sullivan will take the top job in Milton Keynes on 1 December, having run Audi in Ireland for the past three years. Prior to that, he spent time in various positions within the VW Group in China and Taiwan, having joined the company's sales division in 2009.

Smith, who has been with the VW Group UK for nearly 15 years, is leaving the company "at his own request", according to an official statement. 

His tenure as VW Group UK MD has coincided with one of the most turbulent and disruptive periods in automotive history, but he leaves the company in a strong position ahead of a transformative few years in which each of its brands are planning to launch crucial new models to the UK market.

"I’m very proud of everything the team and the networks have achieved in a period which has included Brexit, a pandemic, a supply crisis and the introduction of mass-market electromobility," said Smith. 

"With Volkswagen the UK’s number one passenger car brand, Audi at number two and both Skoda and Seat/Cupra achieving record market shares so far this year, as well as Volkswagen Commercial Vehicles in number two position in the van market, it feels like the right time to hand over to Damien to continue building on Volkswagen Group’s market leading performance in the UK."

Name: Xavier Martinet

Company: Hyundai Europe

Role: President and CEO

Dacia marketing chief Xavier Martinet will become the next president and CEO of Hyundai Europe.

Martinet replaces Michael Cole, who is retiring at the end of this year after four years in the top job.

Cole, who has been with the Hyundai Motor Group since 2009, said: “After more than 40 years in the automotive industry, it is now time to return to the UK to be with my family and to enjoy life beyond work.

“I have been incredibly fortunate to enjoy a career in such a dynamic industry and over the last 15 years to work at Hyundai Motor Group, the best and most progressive automotive organisation in the world.

“I am proud to have worked with a great team in Europe, who l know will ensure that Hyundai continues its exciting growth trajectory.”

Name: Christophe Georges 

Company: Bentley 

Role: Board member for sales and marketing

Bentley has promoted sales and marketing director Christophe Georges to a seat on its executive board. 

Georges joined Bentley in 1998 and has held several key positions since, including two stints as its president and CEO for the Americas region. 

“I am relishing the prospect of continuing to work closely with my colleagues to provide fresh momentum and direction as we grow our brand, our audience base and our entire sales and marketing operations,” said Georges.

Bentley CEO Frank-Steffen Walliser added that Georges is “perfectly placed to realise our brand and sales ambitions”. 

Name: James Crichton

Company: Rolls-Royce Motor Cars

Role: Regional director for the Middle East and Africa

James Crichton has been named Rolls-Royce’s next regional director for the “hugely important” Middle East and Africa region. 

Crichton has held a number of senior positions at the luxury car maker since 2010 and has worked as the general manager of its global sales operations for the past six years.

Julian Jenkins, Rolls-Royce’s director of sales and brand, said: “I am delighted to welcome James Crichton to his new role as regional director Middle East and Africa.

“James has more than 14 years of experience with Rolls-Royce Motor Cars and has held several leading positions in the company during this time.

“This latest move to Dubai reunites him with the regional office he was asked to establish in 2011.

“Middle East and Africa is a hugely important region for our business, and I wish James continued success in his role leading the excellent team which serves the region.”

Name: Maria Grazia Davino

Company: BYD

Role: Regional managing director for Germany, Switzerland, Poland, Austria and the Czech Republic

Maria Grazia Davino has been announced as the new regional managing director for BYD in Germany, Switzerland, Poland, Austria and the Czech Republic.

The news comes days after she stepped down as managing director of Stellantis UK – a position she held since July 2023.

Stella Li, executive vice-president of BYD, said: “We are thrilled to welcome Maria Grazia to our team. Her extensive experience and visionary leadership will be pivotal as we continue to grow and innovate in the European automotive landscape.”

Name: Eurig Druce

Company: Stellantis UK

Role: Managing director

Eurig Druce has been named the next managing director of Stellantis UK, replacing Maria Grazia Davino.

Druce has worked in what is now Stellantis since 2001, having started as an apprentice with Peugeot UK in 2001.

He spent three years heading Citroën’s British arm between 2020 and 2023 before serving as sales chief for Stellantis UK. He was named Peugeot UK boss in July 2024 and will continue in that role until his replacement is found.

Jean-Philippe Imparato, who was recently named Stellantis’s new chief operating officer for the Enlarged Europe region, said: “I am delighted to be able to appoint Eurig Druce to this position. His proven track record in the country will provide continuity of our strategy in this important market.”

Electric hatch's second refresh will run deeper than changes made in 2023, Autocar has been told

Volkswagen is preparing a second facelift for the five-year-old ID 3 as part of efforts to keep the electric hatchback fresh until it is replaced by the electric Golf in 2028.

Set to be launched in the UK in 2026, the upgraded ID 3 is planned to adopt a bolder front-end design and higher-quality interior trims among other changes, according to sources with knowledge of Volkswagen’s future model plans.

News of the facelift to the ID 3 comes as Volkswagen prepares to kick off pilot production of the smaller ID 2 and its sister model, the Cupra Raval, at Seat’s Martorell plant in Spain.

With the ID 2 and Raval poised to grab the limelight, Volkswagen is moving quickly to ensure the ID 3 does not get left behind.

It is the second facelift for the ID 3 since its debut in 2020, but this time around the changes run deeper than those made in 2023, Autocar has been told.

A complete redesign of the front end is claimed to provide it with a fresh face, heavily influenced by the ID 2all and ID GTI Concept models. Volkswagen design boss Andreas Mindt says he wants the company’s new electric models to look more inviting in a step away from the more clinical designs of earlier ID-badged efforts.

Additionally, the roof and tailgate of the ID 3 will be painted in body colour in a move aimed at lowering the car’s visual centre of gravity and giving it a squatter, more sporting stance.

The changes inside are even more significant: the facelifted ID 3 borrows its dashboard design, with buttons and switches, from the ID 2, ditching the divisive touch-sensitive sliders and touch control in the process. A redesigned steering wheel and higher-quality materials for the doors and trim complete the transformation.

Details of any drivetrain changes remain under wraps, though the ID 3 is expected to receive any new developments planned for the ID 2 as part of Volkswagen’s efforts to further increase its overall efficiency.

Plush, PHEV-only Swedish estate sticks by its tried-and-trusted morals against a tidal wave of SUVs It might be hard to tell in the age of the SUV, but the estate car is still an important part of many a manufacturer's line-up - and the Volvo V90 is no exception.It was given a stay of execution in the middle of 2024 following an unexpected spike in customer demand for the bodystyle, giving Volvo customers the choice beyond SUVs and the market a cause for celebration.Since then, it has been taking the fight to a number of traditional rivals, including the BMW 5 Series Touring, Mercedes-Benz E-Class Estate and Audi A6 Avant, with company car-friendly plug-in hybrid powertrains, compelling looks and the traditional Swedish attention to practicality and common sense - all of which we're about to dissect.The Volvo V90 range at a glanceAfter Volvo brought its flagship estate back to the UK market, the engine range was slimmed down to just two choices, T6 and T8, both of which are PHEVs.T6 cars pair a 2.0-litre turbocharged petrol engine with a rear-mounted electric motor to produce a total of 345bhp, while T8 cars mate a more powerful version of the same engine to the same electric motor, resulting in 449bhp combined. Both cars send their power to both axles through an eight-speed automatic gearbox.An 18.8kWh (14.7kWh usable) drive battery is housed beneath the centre console, which is 7.2kWh larger than it was before and provides an electric range of 54 miles under WLTP conditions in T6 cars or 52 miles for T8 models. Hook it up to a home-charging wallbox and it will be topped up in around two hours.The two trim levels available are called Plus and Ultra. T6 cars come in Plus trim only, while the T8 is Ultra only. Plus comes with pretty much all the kit you need, including wired Apple CarPlay and Android Auto, a heated steering wheel, heated seats, dual-zone climate control, a 9.0in infotainment touchscreen, 12.3in digital driver's display, a 600W, 14-speaker sound system and 19in alloy wheels.Ultra adds a panoramic roof, an 1100W, 19-speaker sound system, a head-up display, a 360deg camera and 20in alloys. The T8 Ultra is about £8000 more to buy than the £60,000 T6 Plus.

Design boss Gordon Wagener says striking new concept shows how MPV will become first-class limousine

The next-generation Mercedes-Benz V-Class will gain an ultra-luxurious range-topper badged VLS, which will provide the same level of luxury as the S-Class limousine in a much more spacious cabin. 

As previewed by the radical new Vision V-Class concept at the Shanghai motor show, this new top-class MPV will be designed to “provide luxury car buyers with a true penthouse-style ‘third space’”, according to Mercedes design boss Gorden Wagener.

Talking to Autocar at the show, Wagener said the VLS – which is expected to launch next year and could cost nearly £100,000 – will effectively be “an S-Class van”, aimed at expanding Stuttgart’s coverage of the luxury car market, following on from the GLS SUV and CLS four-door coupé. 

“We call it VLS, and that name emphasises that it could be S-Class-like transportation or potentially something that could even offer more than an S-Class,” Wagener said, highlighting the added comfort and luxury appeal that comes with an MPV’s larger interior.

“A van is an underrated thing, especially when you look at the chauffeur market and the luxury segment. What do people want when they are chauffeured? They want to have space, and in a van you can offer something that a sedan never can, because you have more space. 

“So you can do something that is more like what people are used to: first-class seats like on an airplane, that you can recline or even sleep on, and then you have the passenger compartment which is shut off by the big-screen monitor, so when you sit in there it’s actually no different to sitting at home on your sofa and watching TV. That makes that car what is known as the 'third space'.”

Mercedes already sells a premium high-spec version of the outgoing V-Class, but the VLS will be tangibly better equipped and more lavishly appointed, as previewed by the concept, which is “very close to production”. 

Asked if there was still a space for the Mercedes-Maybach brand when future Mercedes-Benz models are so luxuriously outfitted, Wagener said that perhaps “you can imagine something like [V-Class] as a Maybach as well”.

He added: “Maybach was always about space, first-class seating, offering more space.”

The standard version of the new V-Class will be badged VLE, Mercedes has confirmed, although it hasn't given any further details on powertrains and specifications.

Petrol and electric options are expected to be carried over to the next generation, which will be based on Mercedes’ new Van Electric Architecture (VAN.EA) platform.

The concept's striking exterior “marks the next step” of Mercedes’ design language, the company said, especially in terms of making it as aerodynamic as possible - key in terms of maximising range for the production EV, which will likely be a heavy machine.

Notably, the brand points to the concept's new grille (similar to that found on the EQS), headlight design and illuminated standing star, suggesting these could make production, but the futuristic-looking rear light bar will likely be toned down before it hits showrooms.

The dramatic four-seat cabin, however, is where most work has been done, said Mercedes.

The main focus has been on creating a “private lounge” for the rear passengers, extensively clad in white Nappa leather. Features include a retractable 65in cinema screen (that when up also acts as partition wall), a 42-speaker sound system and two airline-style seats (made with tubular cushions) that are fully reclinable.

Seven projectors are also fitted to create different ambiences, the rear windows can be switched from transparent to opaque for a “unique cocooning effect” and there’s even a karaoke mode (one of seven that range from “gaming” to “relax”).

The concept showcases the “dawn of a new era” that “sets standards in design, comfort and an immersive user experience,” said Thomas Klein, head of Mercedes-Benz Vans.

Up front, the elements that could carry over the real machine are clear to see, such as a production-spec steering wheel, the tri-part Superscreen (making its debut in the new CLA) and crystal-look air vents.

The extensive interior space is made possible by the new modular VAN.EA platform. While no details have been revealed on what powers the concept, the platform is fitted with 800V electricals and will be offered with front- and four-wheel-drive powertrains. The longest-legged variants should top 311 miles of range.

BMW will ensure its cars remain fun and engaging to drive, even if they don’t always need a driver

BMW has promised the “joy of driving” will never go away and it will continue to invest in dynamic “fun and capability” in future models, in parallel to the development of advanced self-driving technologies.

The company was at the Shanghai motor show in China last week to show off its outlandish Vision Driving Experience prototype - a quad-motor super-saloon concept that showcases the capabilities of the new ‘Heart of Joy’ power management system that will be used in its upcoming electric cars.

The radical demonstrator, evolved from the Vision Neue Klasse concept that previews the next 3 Series, is described as “the fastest test bench in the world”. 

With a brutal 13,269lb ft of torque and up to 1200kg of downforce, the VDE is designed not just for lightning-fast acceleration times and ultra-quick cornering but to challenge "the limits of driving physics" - as demonstrated by a demo run straight up a 55deg ramp at the show. 

It's all part of a drive to demonstrate that "driving fun and capability will become more important than in the past", according to BMW product boss Bernd Körber.

He was speaking to Autocar on the sidelines of the Shanghai show, where a prevailing theme among the manufacturers in attendance was the evolution of self-driving technology and the increasing automation of mobility in general. 

Volkswagen, for example, revealed a new driver assistance system capable of 'level-two-plus-plus' automated functions on motorways and urban streets, while tech giant Huawei showed off a level-three system that it says will be fitted to nearly four million cars this year.

Geely brand Zeekr, meanwhile, demonstrated that its 007 shooting brake is now capable of driving itself into precisely the right position so that a robotic charger can plug it in and charge, with no human input needed at any stage.

Despite Chinese regulators announcing a clampdown on exaggerated and misleading marketing claims about autonomous vehicles, it remains a key battleground for the industry, and the Shanghai show was evidence that it’s a primary area of investment for most leading manufacturers – so BMW’s focus on driver engagement provided a stark contrast.

Körber concurred: "While everyone is looking towards automation, why do we focus on driving?” But he said it's important for BMW to demonstrate that it remains committed to its core values and its heritage as a maker of engaging driver’s cars - an attribute that he believes the company can continue to lean on. “My prediction is that the relevance of driving will actually increase in parallel to the relevance of higher automated driving.”

This is because, Körber suggested, as cars become ever more ‘intelligent’ and the need for human inputs is less critical to the process of travelling from A to B, drivers will have to actively decide when to take the wheel themselves, and that means they need incentivising to do so.

"I truly believe that there will be situations and use cases where, even already, it's not fun to drive: in a city, queues, commuting," said Körber. "And then people will in other areas and use cases make a conscious decision to actively drive. They will do that consciously. With a conscious decision to drive, [engaging vehicle dynamics] will become more important." 

"My prediction is we will see parallel development: ADAS and automated driving will become more important and in parallel driving fun and capability will also become more important than in the past."

Körber cited the increasing popularity in China of riding motorbikes on country roads at the weekend, rather than just for city commuting, as evidence of the growing appreciation of using vehicles as a recreational activity. 

"So why should everything move towards the car being just a robotaxi in the end? You make a high investment into a highly emotional car and then you just use it in a passive mode. For me, that doesn't make any sense."

He continued: "The joy of driving, I don't see that going away. I see that increasing, and I see that as highly relevant for BMW.

"We don't address 100% of the market; we address a certain target group, and for them we would like to stay true to ourselves as BMW.

"The worst that we could do is to say we follow every trend and we do every feature. That would not be BMW any more."

Körber’s commitment to driver engagement was backed by BMW Group design boss Adrian van Hooydonk, who told Autocar that even if future models are capable of advanced autonomy, “we want our customers always to be in control”.

“We want them to decide when they want to drive or when the car should drive autonomously, and in the case of the Neue Klasse, that new intelligence actually has also led to this new control unit [the Heart of Joy] that will improve the handling characteristics of the car.”

The first car to be fitted with this new controller will be the next-generation iX3, which will be revealed at the Munich motor show in September.

Commerical director Chris Willoughby shows us around the Cosworth factory...

The company faded from popular view for a while but is now back at the forefront, designing soul-stirring engines

Features such as this so often open with a somewhat clichéd remark about the incongruousness of the drab surroundings from which the renowned company under the spotlight operates.

True to form, we find the headquarters of one of Britain’s best-known and most influential automotive engineering outfits nestled between the garages and warehouses of Northampton’s sprawling St James Industrial Estate.

Head to the right of Jewsons and around the Royal Mail sorting office to find the main office entrance, and then up and under the West Coast mainline and past the MOT centre for the factory itself.

This small and unassuming complex of buildings forms what could undramatically be described as the epicentre of Britain’s motorsport and performance car engineering heritage.

The history of Cosworth Engineering is so intrinsically connected with that of British sports cars that you have to wonder what today’s car world would look like had founders Mike Costin and Keith Duckworth never formed a relationship while working at Colin Chapman’s fledgling Lotus Engineering outfit in the late 1950s.

From humble beginnings in grassroots motorsport, the pair evolved their business into a leading engine supplier for top-flight motorsport series, famously creating the most successful engine in the history of Formula 1, the DFV V8.

The business would go on to put its name to some of the most revered and influential performance cars of the late 20th century: Ford's Escort and Sierra, Mercedes-Benz 190E, Audi RS4, Subaru Impreza…

The list goes on, and today the company counts in its portfolio some of the most powerful and expensive road cars currently in production: the likes of Bugatti, Aston Martin and Gordon Murray have all turned to the storied outfit for a new generation of mammoth-capacity motors.

Commercial director Chris Willoughby has been at Cosworth for 34 years, first as an engineer in the F1 powertrain division – what he calls a “golden era”, during which he worked with legends including Senna and Schumacher. Now he oversees a team that builds some of today’s biggest and most beautiful road car engines. 

While the remit has changed dramatically, the ethos has not, and Willoughby says the pit lane mentality remains absolutely central to Cosworth’s success. “I can see parallels between that really successful racing era and where we are now with the hypercars,” he says.

Primarily this is reflected in how self-contained and agile the business still is – a characteristic fostered by its involvement in those halcyon days of F1, when engineering innovation and rapid reaction times were utterly crucial to supremacy.

“All of our customers today want shorter and shorter programmes, so we’re very focused on that,” continues Willoughby. “But being vertically integrated is very much who we still are.

"An interesting parallel with the DFV is that we made getting on for 1000 of them, and if you look at some of the car programmes we’re working on now, we’re certainly going to be into the many hundreds of engines. Creating a clean-sheet design, developing and then manufacturing it in quantity – that was our business model back then, and that’s our business model now.”

What’s different about Cosworth’s output now, though, is that the engines are so much more than mere tools used in the pursuit of racing success.

Rather, they are upheld as mechanical marvels in themselves, ones that are central to the appeal – and ultra-exclusive billing – of the cars in which they are mounted.

“There’s an appreciation of the engines and vehicles almost like they are pieces of art,” says Willoughby. “They’re appreciated in the same way – even the aesthetic of the engines and what they look like is very important. And I think there’s a growing interest in what the engines are technically beneath the skin.

“People are blown away when they see a piston or a crankshaft, or the oil cooling squirt jets… All those things – there seems to be a real appetite for that now.”

Willoughby echoes the sentiments of Bugatti-Rimac CEO Mate Rimac, who said recently that demand for the ludicrously quick Nevera hypercar was flagging as the world’s highest-net-worth individuals were being drawn by the heightened analogue appeal of its combustion-engined contemporaries.

That his new Cosworth V16-powered Bugatti hypercar is named Tourbillon – after a tiny and highly intricate mechanism that’s usually on display in expensive watches – is no coincidence.

It is largely because of the enduring allure of a mechanical combustion engine – with all of its pulleys, belts, plugs and bangs – that Cosworth is still designing and producing enormous 12- and 16-cylinder engines, and all of this while the more mainstream sectors of the automotive industry scrabble to downsize and decarbonise.

But there are also more rational technical considerations to bear in mind. Today, the viability of using batteries in such high-performance cars as the Valkyrie and T50 is limited, because the energy density “is not there”, says Willoughby. “They will progress and get better, but doing 10 laps of the Nürburgring seems like a long way off.

“If you want to do 10 laps in a car that weighs 1000kg and has desirable dynamic qualities to it, then an engine is still very much the tool to use.”

Hence Cosworth’s exploration of alternative means of fuelling the internal combustion process. The study has yielded promising results, lending further weight to the growing argument that banning engines themselves – rather than the highly polluting substances that currently make them spin – is a misguided enterprise.

Willoughby adds: “We’ve been running synthetic fuels for four or five years, and the chemists say it’s exactly the same as gasoline. Sure enough, when we put it in an engine, we can’t tell the difference.”

He acknowledges that production of synthetic fuels is currently highly limited, and thus it is prohibitively expensive for use in a mainstream context. “But for our type of applications,” he says – referring to the £3.2 million Tourbillon and £2.8 million T50, for example – “the price is less likely to be a limiting factor.”

The fact that racing at the Goodwood Revival is now powered by e-fuels, and that F1 is on track to follow suit in 2026, is representative of the opportunity at hand to decarbonise those enthusiast-facing sectors of the automotive world that simply can’t – at least yet – feasibly switch to battery power.

In one of Cosworth’s 10 top-secret dyno suites, one engine has been rigged up to burn hydrogen. Willoughby says it has also shown promise as an alternative fuel because of its propensity to burn over a wide air-fuel ratio range and produce comparable power outputs to petrol. 

Dampening its appeal over purpose-designed synthetic fuels, though, is that it requires around 10 times more storage space in the car and produces water, which “all ends up somewhere”, necessitating extensive moisture-capture modifications – as demonstrated by the labyrinthine pipework twisting its way up from the manifold of this block into the vents on the ceiling.

The primary inhibitors to adopting hydrogen for use in combustion engines are not so much the technical limitations but rather the crucial developments that can’t be achieved within the confines of a Northampton workshop. “The adoption of hydrogen depends on lots of things outside of our control,” says Willoughby, “like the development of infrastructure and supply.”

Even if this is not a technology that has a place in today’s world, it may well be needed in the future – and Cosworth will be ready to take to the front of the grid, in figurative terms, when it is.

Cosworth’s efforts at combustion-engine preservation are far from a wilful nosethumbing of the rules and regulations that will bring about the eventual demise of fossil-fuelled powerplants; instead, they come in recognition of the fact that even the very highest echelons of the automotive market will be forced to adapt to new technologies as part of a clean-up act that will safeguard their future. It’s just not entirely clear when that will be, at least for now.

The fact that we’re looking at an engine that burns hydrogen does not mean Cosworth has any immediate plans to commercialise this technology, but rather it serves as testament to the company’s ruthless commitment to being prepared for any eventuality.

“We need to know how to react to changes in the market,” explains Willoughby. “We have to be a bit diversified and understand how our skillset maps into the market, and where it has value.”

As he speaks, Willoughby is forced to raise his voice over the deafening growl of a Gordon Murray V12 that’s running in the adjacent test bay – a neat metaphor for Cosworth’s eggs-in-many-baskets approach.

Small wonder that the people responsible for these screaming mechanical marvels should be exploring ways of keeping their crankshafts spinning into the future.

From the dark and deafening confines of the test benches that are little changed since the company’s early days, we are ushered down a hallway to the final assembly suite, which is comparatively blinding in its surgical spotlessness and lays bare the scale, significance and splendour of Cosworth’s latest generation of combustion engines.

Perhaps it’s the relative mundanity of its surroundings that so emphasises the ludicrous proportions of Bugatti’s new V16, but you get the sense that this is a powerplant conceived to draw the eye organically even when removed from the multimillion-pound missile in which it will be mounted.

Even if you have only the vaguest inkling of which bit does what in an engine, there is pleasure to be drawn from the granite-hewn quality of the components used here, the attention to detail in linking them all together and the sheer size of what they constitute when they are united.

This 8.3-litre lump is so colossal that you don’t so much casually glance around it as embark upon a lap of it: comparisons with the likes of the Rolls-Royce Merlin and the Beast of Turin’s flame-spitting 28-litre motor feel more than appropriate.

Our request to fire the engine up in situ is wrongly assumed to be a joke and laughed off, but videos from testing confirm that it sounds about as biblically cataclysmic as you would expect: guttural and booming, with a baritone bark that spirals upwards in pitch as it approaches its 9000rpm redline.

As it accelerates away from the camera, it sounds almost like two Mercedes-Benz SLR McLarens having a drag race. “Hopefully we can keep it so limiter-free,” said Mate Rimac recently. Quite.

Willoughby says this aural drama was a prerequisite of Bugatti’s V16 programme, which was good news for a company whose co-founder Duckworth is quoted as saying: “Turbos are for people who can’t build engines.”

Here at Cosworth, they like their engine aspiration natural, their revs high and their exhaust notes shrieking. Willoughby, surprisingly perhaps, drives an electric car himself, and says they are “absolutely the right answer” in mainstream applications.

But in the sort of rarified air that Tourbillon, Valkyrie and T50 owners breathe, there is still a huge demand for analogue viscerality and evocative authenticity that can only be provided by a free-breathing, huge-capacity petrol engine.

And while very, very few of us will ever have the opportunity to take one of these automotive artworks up through the rev range ourselves, the resulting soundtracks can at least be enjoyed by anyone within earshot.

“The thing that’s surprised me is how well received the sound of a naturally aspirated engine is,” admits Willoughby. “I think that’s deep-rooted in the human psyche in some way. I’m not a psychologist, but I think it’s hard-coded from when tigers used to jump out on us from behind bushes – we’re coded to have a response to noise.”

There’s rather less poetic licence in that analogy than you might think. When the probing jaw of the Aston Martin Valkyrie emerged from behind the hay bales at the Goodwood hillclimb’s first corner last year and its deafening exhaust note – more than reminiscent of a 1990s F1 car – began to reverberate ominously around West Sussex, the stunned, respectful silence that fell on the Festival of Speed grandstands was testament to the emotional power still wielded by a properly fettled combustion engine.

This roar, though, unlike a tiger’s, attracts a crowd rather than dispels it – but it is also similarly endangered and risks being silenced without the efforts of dedicated preservationists.

Happily, there’s a group of highly skilled and ruthlessly committed engineers in the East Midlands, working hard to ensure it remains unstifled for many years to come.

New model will arrive here by end of 2026 priced from below £30,000

Chinese upcoming brand Omoda has revealed a radical new compact crossover aimed at the MG4 and Kia EV3. 

The Omoda 3 will be officially launched in October ahead of a global rollout including the UK starting late next year and will be offered with an electric drivetrain as well as plug-in hybrid and straight internal combustion.

The angular styling and sharply defined sharknose grille recalls much more expensive SUVs including the Lotus Eletre and Lamborghini Urus, however the price is expected to start below £30,000.

The car measures 4420mm long, making it just almost 50mm longer than the Omoda 5 SUV already sold in the UK in both UK and combustion engine form. However the 5 will stretched for its next generation version, a product manager for Omoda and Jaecoo told Autocar at the unveil event held at parent company Chery’s home city of Wuhu, China, on Saturday.

The car sits on the same T1X platform as the 5, new Omoda 7 midsize and new Omoda 9 large SUV. Also sharing the platform are the Jaecoo SUVs including the 7 compact and new smaller Jaecoo 5. 

Chery is steering its Omoda brand to appeal more to a youthful customer and the presentation highlighted elements of the 3 such as the sci-fi inspired dashboard digital graphics, a ‘starship’ noise option and the ability to sync your Nintendo Switch with the large, portrait central touchscreen. 

Omoda also promised a modification option dubbed ‘the official racing pack’ as well as official body wraps.

Omoda sold 3194 cars in the first three months, with Jaecoo notching up 3235 units according to data from automotive lobby group the SMMT. Put together the twin Chery brands outsold Fiat, Citroen, Jeep and Lexus from just two models in the quarter.

The combined brands have just under 80 dealers in the UK and are targeting 120 by the end of the year.

More brands are coming from the Chinese company – the country’s largest vehicle exporter – with Chery’s own brand arriving in October with the Tiggo 7 compact plug-in hybrid and a new brand, Lepas, scheduled to hit early 2026.

Time between generations of cars like the Nissan GT-R helped us appreciate them all the more

The Japanese concept of wabi-sabi is difficult, or impossible if you ask some Japanese people, to precisely define. But I have Google and all the false confidence of a mediocre, middle-aged, Western white man, so here we go.

Loosely, it’s an aesthetic that values imperfection and transience. Andrew Juniper, a furniture maker and author of the book Wabi Sabi: The Japanese Art of Impermanence, says “it’s an aesthetic that finds beauty in things imperfect, impermanent and incomplete”.

Tanehisa Otabe, professor at Tokyo University’s Institute of Aesthetics, told the BBC in 2020 that “wabi-sabi leaves something unfinished or incomplete for the play of imagination”.

It is, then, one of a number of Japanese idioms that references an appreciation for or wistfulness towards impermanence. Not dissimilarly, the concept of mono no aware translates to “the pathos of things” or “a sensitivity to ephemera”.

This brings me to the current and soon to be not-current Nissan GT-R, the R35 generation, which is about to end a fairly astonishing 18-year production run. That’s a timeline which is anything but fleeting by automotive standards: cherry blossom, blooming and dying quickly, it is not.

But in its more recent years, there can only have been an awareness of the R35’s mortality. At the start of its life, we called it “the world’s cleverest car” and Japanese engineers told us it was comparable to a craftsperson-made Swiss watch.

But as time has gone on and its annual model-year revisions have slowed, its once-spectacular power outputs have been dwarfed and its Nürburgring lap times eclipsed.

Already it’s off sale in many markets, including the UK, where it no longer meets the latest safety or emissions regulations, and within months it will go out of production entirely. There is no imminent replacement.

And that, I get the impression, is fine by the Japanese. I could be wrong, of course. They could be more cross than a teacher after you’ve knocked on the staffroom door at breaktime. 

But I don’t think so. Two-thirds of Japanese identify as Buddhists and that doctrine says that all existence is “transient, evanescent, inconstant”. There is an appreciation that things come and go.

So while there’s existential angst here that Jaguar doesn’t currently build sports cars and the idea of Ford without a Mustang or Porsche without a 911 is basically unthinkable, some time without a new GT-R should almost be expected. Appreciated.

Similarly, you could consider the Honda NSX, which spent years out of production between generations and has been deliberately unusual in all its forms. Rotary-engined Mazdas likewise.

Or even the Lexus LFA, which perhaps was a successor to the Toyota 2000GT, spiritually if not literally. All came, all went. Will we see replacements? Probably. But who knows?

Nissan promises it will make a new GT-R, it should be said. “I want to have four or five cars at the top of our portfolio that are really brand-oriented, cars that really represent what Nissan is about and show what the heartbeat of Nissan is,” incoming CEO Ivan Espinosa told us recently.

And there are practical reasons too for the absence of an immediate GT-R replacement: Nissan isn’t actually run by people who treat managing a business like a seasonal hobby.

There are, or were, honchos there, Westerners typically, who found very clever budgetary ways to make sure the Z made it into production as a direct, immediate replacement for the 370Z (by underneath being an awful lot like it).

If Nissan were to make a petrol replacement for the GT-R now, it could end up unable to sell it in all the places it would like to – especially if its life cycle approaches two decades again.

“And these cars should go everywhere in the world,” says Espinosa. Yet if it were electric,  as previewed in 2023’s Hyper Force concept, today’s batteries would place limits on both how many laps of the Nordschleife it could do and how many people would buy one. Consumers, as I understand it, are not beating down doors to get hold of electric driver’s cars.

What the new GT-R will become, then, is still to be decided. The current one is out of place, out of time and about to be out of production. And that, we should appreciate, is fine.

In the 1990s, national champions from abroad and ex-F1 racers would compete in the BTCC

New rules formulated by the BTCC for 1991 took the racing series to new heights and attracted global attention

The British motorsport landscape had never seen anything like the boom time of the British Touring Car Championship through the 1990s. International drivers and manufacturer-backed programmes flocked to the UK to battle it out for what had become the most prestigious tin-top series on the planet.

The domestic series had seen the writing on the wall for saloon car racing before anyone else and set a trend that, ultimately, the rest of the world followed for a glorious decade. At its peak, there were 10 manufacturer-supported teams in the BTCC, robust television coverage and a phalanx of international stars all chasing the British accolade.

It was a long journey from the decade before. In the 1980s, tin-top racing had been fought out between cars of different specifications and engine capacities all scrapping for honours on the same track.

The champion could come from any one of those intra-class fights, and it had been that way since the British Saloon Car Championship was first contested in 1958.

In 1990, four of the leading players in the competition sat down to map out a future in which it would embrace a changing world: David Richards, who was running the BMW programme with his Prodrive operation; Dave Cook, who was in charge of the works Vauxhall team; Andy Rouse, a master engineer and four-time BTCC champion with strong links to Ford; and leading privateer Vic Lee.

The result was a 2.0-litre-only format. In the days of Filofaxes and the first attainable mobile phones, fleet cars were like gold to road car makers, so this was a rich seam for the BTCC to mine when looking for a style of machine that would appeal to the mass-market manufacturers.

There was another consideration too: the BBC had committed to covering the series in 1988 and the highlights packages that appeared on its flagship Grandstand TV programme were beginning to gain traction with a wider audience. A simpler-to-follow format for broadcasting was a major added bonus.

With the brains behind the revolution all running their own teams, Australian Alan Gow was put in charge of overseeing the introduction of the new rules and guiding the newly founded organisational body TOCA in the right direction.

The new-formula cars first appeared in 1990 alongside the outgoing Group A-specification machines before a fully unified field of 2.0-litre cars took to the starting grid at the beginning of 1991.

The success was huge, and it wasn’t long before the global rule makers took notice. In 1993, motorsport’s global governing body, the FIA, adopted the UK’s regulations and named them Super Touring. This British creation went on to dominate the world. 

“When we started out with it, of course we didn’t know it would go around the planet and become what it did. It was only ever devised as a British set of regulations, so you can’t really call it some kind of masterplan!” says Gow.

Because the rules were initially for the UK only, any potential manufacturer wouldn’t have to go to international governors to rubber-stamp and ratify a competition car. That meant that the UK arm of each manufacturer had an achievable motorsport programme within its remit for the first time.

“It opened up the series to those who didn’t want to spend huge amounts on getting their cars homologated,” continues Gow. “The prevailing direction for road car firms at the time was 2.0 litres, and that’s why that option was chosen. It simplified everything, it cleared the way for manufacturers to enter and, as a by-product, it made the racing simpler for the TV viewers to understand. The car that crossed the line first would battle for the title, which was the way it should be.”

In that inaugural season of 1991, there were four factory-supported teams. By 1994, in a mark of success of the regulations, the total had grown to 10: Alfa Romeo, BMW, Ford, Mazda, Nissan, Peugeot, Renault, Toyota, Vauxhall and Volvo.

The driver market was in boom time too. From a smattering of plucky privateer entries and a handful of properly funded established stars, the expanding grid boasted ex-Formula 1 drivers, huge budgets and the latest technology, tempting tens of thousands trackside to enjoy the entertainment. The bubble was being inflated as each season passed.

John Cleland flew the flag for the home-grown talents among the influx of overseas talent. He prevailed in 1995 in his Vauxhall Cavalier, defeating rivals from seven different countries as well as the British regulars.

“It was actually an honour to race against all these highly feted drivers from around the world,” the Scotsman recalls. “I had come up through the UK ranks, where it was all ‘jolly good stuff’ and ‘after you’ type racing. When Johnny Foreigner came in to drive in the BTCC, they weren’t just any old foreigner – they were the German champion, the Italian champion, the French champion or ex-Formula 1 drivers. 

I never felt like they were muscling in on my turf. It was such a change from the late 1980s, but I embraced it. It showed me – and the wider world too – that I could beat the best. So as far as I was concerned, the more the better.”

It wasn’t only a halcyon period for the drivers but for the teams too. With funding coming directly from manufacturers, they had access to bank accounts big enough to exploit any technical avenue they wanted.

The Williams Grand Prix Engineering team joined the line-up to run Renault’s efforts and Tom Walkinshaw Racing, which owned the Arrows F1 team, ran the Volvos from 1994.

Ian Harrison, Williams’ F1 team manager, switched his focus to the BTCC with the Laguna initially before going on to create the benchmark Triple Eight Race Engineering squad, which ran the Vauxhalls from 1997.

“There was almost too much you could do to the cars, and if you didn’t quite have the budget, you were always playing second fiddle to the others,” he recalls. “It was such an open book for engineering, which meant it was an interesting challenge for those who like that kind of thing. You could spend as much money as you wanted to drill down into the finest detail. It was nirvana for the engineers. But the model was hardly sustainable…”

For the drivers, the Super Touring era was a golden one in which many of them would write their names into the motorsport history books. Yet Cleland says that most were blissfully unaware of the impact the BTCC was creating.

“I think we all took it for granted at the time: the media, the drivers, the teams – all of us maybe apart from the blokes writing the cheques back at the manufacturers,” he says.“We grew up in it, and it evolved from the early 1990s year by year, and it just got bigger. Then we realised it had got to the point where we couldn’t nip to the gents’ in the middle of race day without being mobbed by fans for autographs and it would take an hour. 

It was great for the ego, and even today I get recognised in England as ‘that guy who used to do the touring cars’. That’s a mark of the impact it made.”

As Harrison alluded to, the seemingly endless reserves of cash did have to run dry at some point. While the fans may have regarded the mid-1990s as the high-water mark for the BTCC, the writing was already on the wall.

Gow recalls: “When the FIA adopted the regulations, [TOCA] lost control of those rules, and therefore it was political persuasions and machinations within the manufacturers which put the pressure on to take the rules in a certain direction. That’s when things started to escalate, and I had teams and manufacturers complaining about the costs as early as 1996 – and these were the big players, not just the small ones.”

One by one, the works teams withdrew – and it wasn’t only from the UK but rather a worldwide movement away from the Super Touring rules.

The costs had ramped up to such a degree that in 2000, the final year of those cars racing in the BTCC, some estimated that Prodrive’s spend on a three-car team for the 24-race season was an eye-watering £10 million.

The BTCC reinvented itself with a new cut-price set of rules for 2001, and the series has gone on to thrive since those free-spending days of the 1990s.

There hasn’t been the same level of manufacturer interest since and drivers’ wages have certainly gone down, but the main calling card of the series, which is thrilling on-track action, has never diminished. 

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

We’ve seen our fair share of custom bikes that could be classified as works in progress. Some have been cobbled together crudely while waiting patiently for parts to arrive. Others look complete, until you scrutinize them and discover a lack of wiring—or the infamous ‘Bluetooth brakes.’

Richard ‘Mule’ Pollock operates on another level. This pristine Harley Sportster street tracker is ready to shine at a show or tear up the streets. But Mule still has a laundry list of mods that he plans to throw at it.

The bike started as a humble 1997-model Harley-Davidson XL883 Sportster. The order came from a customer in New York, while the donor bike came from a friend of Mule’s over in Connecticut. The brief was simple enough—build a signature Mule street tracker with all the trimmings.…

We’ve seen our fair share of custom bikes that could be classified as works in progress. Some have been cobbled together crudely while waiting patiently for parts to arrive. Others look complete, until you scrutinize them and discover a lack of wiring—or the infamous ‘Bluetooth brakes.’ Richard ‘Mule’ Pollock operates on another level. This pristine Harley Sportster street tracker is ready to shine at a show or tear up the streets. But Mule still has a laundry list of mods that he plans to throw at it. The bike started as a humble 1997-model Harley-Davidson XL883 Sportster. The order came from a customer in New York, while the donor bike came from a friend of Mule’s over in Connecticut. The brief was simple enough—build a signature Mule street tracker with all the trimmings. Mule dipped into his usual bag of tricks, kitting the Harley with a fuel tank from Storz and a flat track tail section from First Klass Glass. The subframe was altered to accommodate the fiberglass tail, with a handmade bracket underneath it offering structural support. Finishing touches include a neatly integrated taillight and a Saddlemen seat pad. Mule’s customer initially specced the Sportster with upside-down Yamaha forks and laced wheels—both of which Mule delivered. But as the project moved along, its scope grew. The bike now sports a set of right-side-up Öhlins forks, locked in place by custom yokes. The wheels are lightweight CNC-machined 19” flat track items from Lowery Racing, wrapped in Maxxis rubber. Mule had already relocated the lower shock mounts on the swingarm and installed K-Tech shocks, but a new set of Öhlins units are currently en route. Twin Brembo brake calipers sit on bespoke brackets up front, with a single Beringer caliper out back. The front brake lines snake their way up to the front of the lower fork clamp, where they converge via one of Mule’s signature brake line junctions. Further up, a classic chromed headlight sits on stubby brackets that also support the front turn signals. The cockpit wears wide stainless steel Mule handlebars, fitted with fresh grips and simplified switches. A Trail Tech Vapor dash sits front and center, mounted on a bespoke bracket. Mule ticked all the right boxes on this build. The belt drive has been converted to a chain setup, the battery is held down by a leather strap, and the wiring is obsessively tidy. The foot controls and the mounting plate that supports the right-hand side’s setup are custom, while the rubber pegs themselves are Bates items. The rocker box and engine covers are all chromed, as is the traditionally styled air filter cover. The stainless steel two-into-one exhaust system is a one-off, adding a bark to match the Sportster’s bite. For the livery, Mule’s customer worked directly with David Tovar at Superbike Paint, who delivered a gorgeous AMF-inspired design. No sooner had Mule buttoned the Sportster up, than his client booked in another round of mods. The engine is being rebuilt as we speak, with a 1,275 cc kit from Hammer Performance, bigger cams, a Mikuni HSR45 carb, and a Barnett Scorpion clutch all on the cards. But whether Mule will stop there is anybody’s guess. Mule Motorcycles | Instagram | Images by Bart Cepek

Every custom motorcycle builder has a horror story (or many) about having to fix someone else’s mistakes. Sergio Almeida is no exception. When he got his hands on this Yamaha XT600, it was a far cry from the slick street tracker you’re looking at here.

“The bike was already far from stock,” says Sergio, who operates as WKND Customs out of Porto, Portugal. “It had an upside-down fork swap, a set of supermoto wheels, and a mix of random parts, including a sportbike mudguard and a dual-headlight front fairing. It had already gone through a second engine, after blowing the first—clear signs of a rough past that showed throughout the bike.”

Sergio had two mammoth tasks in front of him. First, he had to undo the work already done.…

Every custom motorcycle builder has a horror story (or many) about having to fix someone else’s mistakes. Sergio Almeida is no exception. When he got his hands on this Yamaha XT600, it was a far cry from the slick street tracker you’re looking at here. “The bike was already far from stock,” says Sergio, who operates as WKND Customs out of Porto, Portugal. “It had an upside-down fork swap, a set of supermoto wheels, and a mix of random parts, including a sportbike mudguard and a dual-headlight front fairing. It had already gone through a second engine, after blowing the first—clear signs of a rough past that showed throughout the bike.” Sergio had two mammoth tasks in front of him. First, he had to undo the work already done. Then, he had to transform the beloved Yamaha dual-sport into a neo-retro street tracker that would satisfy his client’s needs. “I made the ‘mistake’ of saying that anything’s possible with enough time and money,” he quips. Once the client had signed off on a digital render of the proposed design, the 1996-model Yamaha XT600E was dragged onto the bench and stripped down. “Then came the foundation—getting the stance right,” he says. The 17” supermoto rims that the Yamaha had come with were ditched in favor of 19F/18R aluminum hoops from Morad, laced to the OEM hubs. Sergio opted for a black finish, before wrapping the wheels in Shinko E270 tires for a vintage dirt tracker look. “The origin of the front suspension was a mystery at first,” Sergio continues, “but after some digging, it turned out to be from a Gilera Nordwest. It was already mounted, but the job had been done poorly. The steering stem had been cut in half and extended with a smaller diameter tube, welded in and left exposed, like an apple core, and far from straight.” The Frankensteined stem was replaced with a custom-made unit, and the forks were lowered internally. A stubby fender hovers over the front wheel, mounted on elegant handmade brackets. In stock form, the XT600 features a single rear shock with a quirky offset placement—but this project called for a traditional twin-shock arrangement. Sergio liberated the bike of its subframe and shock mount and fabricated a new rear section with a shorter, kicked-up design. The new subframe downtubes were designed to mimic the originals, and gussets were added in key spots. Sergio also added shock mounts to the Yamaha’s swingarm, before installing a pair of YSS shocks. “The layout took some inspiration from the Yamaha XT500,” he says, “with the shocks mounted more forward and at a steeper angle than usual.” Getting the bodywork right was key to nailing the brief, so Sergio sourced a Yamaha XS400 fuel tank and set about matching it to the XT600’s chassis. “Its size and angles suited the bike perfectly—but making it fit was another story,” he explains. “The XT600 uses an oil-in-frame system, and I didn’t want to interfere with that.” The underside of the tank was modified to clear the oil lines, and new mounting points were added to both the tank and frame to mount it in the right spot. Sergio also cut out the original filler neck, welded in a clean sheet of metal, and added a custom mount for a flush-mount pop-up cap. Perched behind the tank is a slim solo saddle, upholstered in luxe Alcantara. An aluminum fender hangs behind it, adorned with a tiny LED taillight. Sleek LED turn signals are mounted to the gussets surrounding the rear shock mounts. A discreet electronics tray sits under the seat, hosting a Lithium-ion battery and all the vital electronics—including a custom-made control unit that manages the lighting. Sergio simplified the Yamaha’s wiring too, with an emphasis on keeping things neatly tucked away. The right-hand side of the box holds the ignition and starter button, while the left sports mesh-covered ventilation holes. Also lurking under the seat is the XT’s bespoke airbox, which was designed to echo the lines of the fuel tank. It hides a foam filter, wedged between two aluminum plates and surrounded by aluminum mesh. And although there are no visible fasteners, the whole thing can easily be disassembled for maintenance. Sergio also treated the XT600 to a full stainless steel exhaust system. The twin slash-cut pipes exit on the same side in a stacked formation, with removable dB killers. (A hidden bracket holds them in place while sharing mounting points with each pipe’s dB killer.) The unique headlight started as the fog light of a Yamaha XJ750 Seca. Sergio kept the lens and surround, flipped them sideways, and fabricated an aluminum housing. Then he upgraded its internals with LEDs, adding high- and low-beam functionality so that it could operate as a fully-fledged headlight. LED turn signals flank it, while a set of low-rise bars are mounted further back. The cockpit features new Renthal grips, micro switches, and a small Daytona speedo. Sergio’s sharp eye shines through in the Yamaha XT600’s pitch perfect finishes. The aluminum parts were micro-blasted and clear-coated, with a subtle glossy stripe added to the fuel tank. The hard parts were all painted, powder-coated, or anodized black. This bike isn’t just a showpiece though. Sergio also refreshed the engine and carbs, replaced things like seals, gaskets, brake pads, and more, replaced a bunch of fasteners with stainless steel items, and zinc-plated the rest. Subtler details include a quick-release button for the saddle and custom-made foot pegs. “There’s so much work done on this bike that it’s hard to remember everything,” Sergio adds. “It took a long time to complete—probably three or four years from start to finish. It was a stop-and-start project, interrupted by other builds like a Suzuki GS1100 for the same client.” “But, being one of the most challenging projects I’ve tackled to date, it gave me the chance to approach problems with a fresh perspective after stepping away from it a few times.” WKND Customs Facebook | Instagram | Images by Craig Stuart

In 1962, Kennedy was in the White House, Ray Charles was singing “I Can’t Stop Loving You” on the radio, and the Italian motorcycle company known for its high-performance racing machines premiered an on/off-road motorcycle for the American market. The Ducati Scrambler wasn’t the fastest bike on the track or gnarliest in the dirt, but it was fun, and in the age of Camelot, that was enough.

Classic | 1969 Ducati 350 Scrambler
Air-cooled, four-stroke, single-cylinder, SOHC 336 cc | 24 hp | 291 lbs | 5-speed

The Scrambler was the brainchild of Joseph Berliner, president of the Berliner Motor Corporation. Founded in 1951 and located in Hasbrouck Heights, NJ, Berliner Motor Corporation was the U.S. importer of Ducati, Moto Guzzi, J.…

In 1962, Kennedy was in the White House, Ray Charles was singing “I Can’t Stop Loving You” on the radio, and the Italian motorcycle company known for its high-performance racing machines premiered an on/off-road motorcycle for the American market. The Ducati Scrambler wasn’t the fastest bike on the track or gnarliest in the dirt, but it was fun, and in the age of Camelot, that was enough. Classic | 1969 Ducati 350 Scrambler Air-cooled, four-stroke, single-cylinder, SOHC 336 cc | 24 hp | 291 lbs | 5-speed The Scrambler was the brainchild of Joseph Berliner, president of the Berliner Motor Corporation. Founded in 1951 and located in Hasbrouck Heights, NJ, Berliner Motor Corporation was the U.S. importer of Ducati, Moto Guzzi, J. B. Matchless, and Norton. This made Berliner one of Ducati’s best customers, a fact which gave him a great deal of influence over the design of new products. Joseph Berliner was a Hungarian Jew. He avoided the Nazi gas chambers at Auschwitz by using the skills learned in his father’s shop fixing radios, bicycles, and motorcycles to maintain German military vehicles. He and three siblings would be the only ones in their family to survive the Holocaust. The Berliners immigrated to the U.S. in 1947. By 1951, Joseph and his younger brother Michael became the only importers for Zundapp motorcycles east of the Mississippi. In 1957, Berliner Motor Corporation started distributing Ducati in the U.S. During one of Joseph’s trips to visit Ducati, he showed sketches of a new motorcycle idea to Fabio Taglioni, Ducati’s chief designer, and asked him to develop a motorcycle that would capture the American spirit. The post-war years were a time of American prosperity, and the nation was filled with a sense of youth and optimism. This machine would come to embody the sense of vitality that was the zeitgeist of the time. The first Ducati Scrambler was a modified Ducati Diana, Ducati’s first 250 cc single-cylinder with a single overhead camshaft engine. Alterations to the frame put the riding position more upright, giving the rider greater stability. Berliner sold the Scrambler as a four-in-one motorcycle capable of road touring, road racing, dirt track racing and scrambling, all with a simple change of tires. Ducati also offered a plethora of extras so that riders could customize the machine to the riding they intended to do. If you were looking to use the scrambler for the dirt track, they included a pair of rigid frame members to replace the rear shocks. If you wanted to make the ton, three different rear sprockets – a 45, 50, and 60-tooth – were available to mix and match. Ducati Scramblers were made in two series. The first was the narrow engine case models, produced from 1962 to 1968, with a 350 cc model going into production in 1967. The second series featured the wide engine case, and was produced from 1969 until 1976 when the Scrambler went out of production. This series would include the 250, 350, and 450 cc models. There was also a 125 cc model produced for the European market. Ducati considers these wide case models their true Scramblers, and they were their bestselling motorcycle of the 1960s. On a cold February morning and a world away from riding weather, I talked to Del Thomas, who has brought one of these amazing machines back to its former glory. Del is 42 years old and lives in southwest Michigan. He is an engineer by education with a curated collection of motorcycles, including six Ducatis. Three years ago, Del started on a project to restore a 1969 350 Widecast Scrambler from four different Scrambler parts bikes he had acquired. According to Del, this was a “bitsa bike,” meaning a bit of this bike and a bit of that bike (cue Johnny Cash’s “One Piece at a Time”). The ’69 Scrambler is Del’s first restoration. He’s been primarily involved with custom motorcycles, but when he saw the dilapidated condition of the Scrambler, something inside him told him that this bike needed to be made anew. “There is a piece of me that appreciates reviving the old and the dead. There’s a lot of time and effort and detail that goes into the customs, but with this one, there was a lot more love.” And that love is being returned. While attempting to store the bike for the winter at a local Honda dealer, the bike literally stopped traffic as people pulled off the road in order to gaggle around and gawk at the newly restored machine. As soon as the owner of the dealership realized what was happening, he offered to put the bike in the showroom. Now, Motoworks in Chicago has it on display. “At this point,” Del says with a chuckle, “it’s spent more time on display that it has with me riding it. Eventually, I’d like to get it back.” You have to marvel at the improbability of this machine: an all-pur- pose bike built for Americans by an Italian manufacturer known for its racing machines at the request of a Hungarian refugee who could easily have been one of the 6.5 million people murdered by the Nazis. Fifty-three years after Joseph Berliner’s vision was first realized, new life continues to be breathed into that legacy. Contemporary | 2015 Scrambler Ducati Air-cooled, four-stroke, “L”-twin, desmodromic SOHC 803 cc | 75 hp | 375 lbs | 6-speed A motorcycle can be more than the sum of its parts. It can be a symbol, a beacon, a lighthouse on a craggy shore that lets us know exactly where we are in space and time. By looking at the new Ducati Scrambler, we might be getting a glimpse of who we are and what we want. Much like the original Scrambler of the 1960s and 70s, the impetus behind the current incarnation is to capture the imagination of a wider audience and act as a gateway to the Ducati brand. The new Scrambler, like its namesake, is built on promoting the ideals of youth, adventure, and freedom – which, after the last seven years of recession and 14 years of war, are just more of what we need. In one of the many promotional videos released by Ducati, we hear the Dandy Warhols sing, “I’m free, no one tells me what to be, ‘cause I know who I am, and I am free” while young and beautiful people race around on the beach on their new Scramblers, staring earnestly out to sea. This display of youthful, devil-may-care attitude may play a little too on-the-nose for those who have been consuming the barrage of YouTube videos from every builder that has turned a wrench for the last few years. This bike isn’t for that rider. It’s for the one that is looking for an alternative to what most of the motorcycle market has had to offer lately. “I think it’s the perfect motorcycle being introduced at the perfect time,” said Jason Paul Michaels, technical editor for Iron & Air and co-founder of Dime City Cycles. “It’s going to attract a younger more outgoing, experimental crowd. They are going to make that bike their own.” Jason and his wife, writer and racer Leticia Cline, were among approximately 30 other riders to experience the Scrambler on a press outing in Palm Springs, CA. Jason says that most of the riding was being done on the highway but “the bike was begging – begging – to be beaten against some dirt.” When asked what part of the bike was begging, he half jokes that it was the marketing, then says, “If a product is going to be sold as such, it should be tested as such.” Like the original Scrambler, which took its motor from an existing bike, the Ducati Diana, the new Scrambler is built around an air-cooled, 803 cc variant of the Monster engine. Ducati’s tubular steel trellis frame cradles a desmodromic (relying on a second cam to close the valves instead of a spring) two-valve “L”- twin that produces 75-hp and 50 lb-ft of torque. Designed by the 26-year-old Frenchman Julien Clement, Ducati says that the aesthetics were derived from the question, “What if Ducati had never stopped making the Scrambler?” The result is clean and basic, carrying over the teardrop tank, chunky two-up seat, high and wide handlebars, and simple color scheme. The modern updates, however, signify that this is a machine built for today. Electronic fuel-injection, ABS, and a six-speed transmission are standard, as are the Pirelli MT 60 dual-sport tires and Kayaba rear mono-shock and inverted front forks. Stopping power is provided by front and rear disc brakes and Brembo calipers. With four available models all coming in a sub-400-lb package, the Scrambler off the showroom floor is a fast, powerful, and nimble machine. Though most of the riding was done on tarmac, Jason and Leticia did find a way to sneak away from the pack and hit a couple of fire roads. In the dirt, Jason says the Scrambler had its shortcomings. The handlebars were too far forward and a bit wide, the seat was low, and the pegs were too far back. He concedes, though, that as a custom bike builder, he is used to every part of his bike being exactly where he wants, so the Scrambler’s comfort will vary from rider to rider. Minor criticisms aside, both Jason and Leticia like the bike. Both believe that the greatest strength of the Scrambler is its inclusivity, allowing anyone to take part in the motorcycle culture. To Jason, this is part of the process of attracting the uninitiated to what it is to be a biker. “If we’re going to captivate motorcyclists to create the next centennial of history, manufacturers have to embrace – I hate that I am going to say this – what’s cool,” said Jason. The world of motorcycles is a big one. For those that have been toiling in relative obscurity within the small niche of custom motorcycles, there may be apprehensions that Ducati has taken the culture that they have created organically, commoditized it, and is now trying to sell it back to them. But for those like Jason, they see the benefits of a more robust motorcycling community. “Embracing it will help perpetuate growth and culture for these subsets,” said Jason. “If Ducati sells 50,000 Scramblers over the next eight years and we can gain 1,000, or even 100 core motorcyclists because of the Scrambler, I’m all for it.” No amount of pandering to the young and beautiful can overshadow that this is a bike that just wants to be ridden – everywhere. Most that get a chance to straddle this machine will be more concerned with how fast and far they go than if they are wearing the right jacket outside of the coolest bar. The people who will appreciate what this bike has to offer are smarter than that. While riding the Scrambler, Leticia says that she experienced the appreciation of other motorcyclists, giving credence to the notion that the bike can exist outside the demographic that Ducati is seeking. Leticia says she got a nod from a guy on a Ducati Monster at a stoplight and a “Right on!” from another rider on a CT90. All who see the bike are into it. In a time when people expect more and more from their products, Ducati has built a bike that attempts to be everything to everyone and accessible to all. We can only wait for the crucible of time to determine if they have succeeded. What we know for sure is that we want to be young, to have adventure, and to be free. The Scrambler evokes this by its very being, and in that regard, it’s exactly what we’ve been looking for. Custom | 1975 Analog Motorcycles Super Scrambler Air-cooled, four stroke, “L”-twin, SOHC 864 cc | 65 hp | 504 lbs | 5-speed In the evolution of ideas, there exists a long tradition of simultaneous, yet independent, invention and discovery. And like Elisha Gray and Alexander Graham Bell, who filed patents for the telephone on the same day, two visions of the Ducati Scrambler were unveiled this year: the production bike by Ducati and a one-off build by Tony Prust of Analog Motorcycles. After Del Thompson restored a 1969 Ducati Scrambler, he realized he wanted something that would perform as well as the modern Triumph Scrambler. Thompson contacted Prust, with whom he had collaborated in the past, about the idea of putting together such a project. In early 2014, they put it in the books. Neither had any idea that Ducati was going to be coming out with a factory version at the same time. After deciding on the 1975 860GT as the platform, Thomas set out to find the donor bike. He found a rolling chas- sis on his first attempt, but the engine was in pieces in a box, and because of the notorious finickiness of the Italian beveled head motor, Prust warned that it would set back the project considerably while they waited for the motor to be put back together. So Thomas sold that bike, found the one they would eventually use, and had it shipped from California. The build started in July 2014. By November, Prust had the Scrambler up and running. The urge to compare and contrast the two motorcycles may seem unavoidable since they both came out in such relative proximity of each other, but Prust feels that any comparison between the two is one of apples to oranges. He points to the fact that the ’75 is a much heavier bike than its modern factory counterpart, but he feels that it handles well for what it is. He is also adamant that a true scrambler should have high exhaust pipes. “I try to keep more of the design elements of the original one in mind as opposed to what they tried to do,” said Prust. “You can see it if you look at theirs, if you look at it closely. The more I stared at it, the more I saw how they tied things in, but it’s very subliminal.” The response to Prust’s newest build has been overwhelmingly positive. He makes special note that some believe his build to be one of the factory variations. He prides himself on taking the time on every detail of the bike, and that he has honed his craft to such a level. All of his builds come to look factory-perfect. As a result, the sheer amount of work put into his bikes can be lost on the casual observer. “There are so many details that have gone through the cracks,” he says. “That is kind of the irony of some of my builds.” The serendipity of having two motorcycles unveiled with the same theme allows us all to play “What if?” – to come to a fork in the road and to take both the left and the right. We’re allowed the chance to imagine infinite possibilities within a single genre of motorcycling. We’ve all looked at something that has been produced and said, “If I were to do that, I would have done X, Y, and Z.” With Analog Motorcycle’s take on the classic Scrambler, we don’t have to imagine. Tony Prust has done it for us. “I think that I captured the soul of what a scrambler motorcycle should be,” he says. “I think a Scrambler should evoke a sense of adventure. If you own one, you shouldn’t be afraid to choose the road less traveled.” This article first appeared in issue 19 of Iron & Air Magazine, and is reproduced here under license Words by Ian J.D. Logan | Images by Sean O’Brien

A completely bespoke vintage American V-twin takes center stage this week, built by the folks at Competition Distributing in the USA. Our list also includes a Suzuki GN400 bobber from Poland, a look at the new Indian Challenger Elite and Pursuit Elite, and the production-ready Trevor DTRe Vince electric scrambler.

The scratch-built Pennsylvania 8 If you’re a vintage motorcycle enthusiast, you’ll know that finding period-correct parts is getting harder by the day. But the vintage parts specialist Competition Distributing has a solution.

Originally started by Lonnie Isam in 1968, Competition Distributing is now run by friends Sean Jackson, Tom Banks, and Kevin O’Neal. They supply parts for American motorcycles built from 1910 to 1936. And when they can’t find a part, they make it themselves—either using traditional methods, or by 3D-scanning, modeling, and replicating them using techniques like 3D metal printing.…

A completely bespoke vintage American V-twin takes center stage this week, built by the folks at Competition Distributing in the USA. Our list also includes a Suzuki GN400 bobber from Poland, a look at the new Indian Challenger Elite and Pursuit Elite, and the production-ready Trevor DTRe Vince electric scrambler. The scratch-built Pennsylvania 8 If you’re a vintage motorcycle enthusiast, you’ll know that finding period-correct parts is getting harder by the day. But the vintage parts specialist Competition Distributing has a solution. Originally started by Lonnie Isam in 1968, Competition Distributing is now run by friends Sean Jackson, Tom Banks, and Kevin O’Neal. They supply parts for American motorcycles built from 1910 to 1936. And when they can’t find a part, they make it themselves—either using traditional methods, or by 3D-scanning, modeling, and replicating them using techniques like 3D metal printing. This vintage board tracker, dubbed the Pennsylvania 8, is a rolling showcase for Competition Distributing’s capabilities. Short of the engine cases and the transmission, which came from a 1926 Harley-Davidson JD, almost everything else was designed and manufactured from scratch. The chassis uses a 3D-printed headstock, stacked double downtubes, and a wonderfully organic single-sided rigid rear end. The cast scissor-type forks were made using wax molding, and the wheels feature custom hubs with 23” clincher rims. From the engine cylinders to the four-valve heads and the pushrods, rockers, and valve springs, everything was created in-house. With compression-forged pistons and lightweight titanium conrods, the engine is a work of art on the inside and the outside. (Oh, and it features a custom-made supercharger too.) Bespoke bodywork, a proprietary pre-lube oil system, top-shelf paint and upholstery; the work done on this impossibly elegant machine could fill volumes. The only question we have is if Competition Distributing is taking orders. [Source] Suzuki GN400 by JasinTom Motorcycles If you’re tired of all of the frou-frou on modern motorcycles, this cheeky Suzuki GN400 is the antidote. Built by Tomasz at JasinTom Motorcycles in Poland, it’s a no-frills runner that leans into the GN400’s inherent simplicity. “The idea was to create a machine that does not require daily care, charging, or checking indicators,” says Tom. “Just start and go.” Dubbed ‘Gold Nickel 400,’ the 1981-model Suzuki GN400 wears an eclectic mix of parts. The fuel tank is from a vintage German-made Simson SR2. Sitting behind it is a chunky seat for one, upholstered in leather. Tom trimmed the subframe too, before finishing the tail off with an abbreviated fender. A custom-built battery box sits under the saddle, with a pod filter replacing the airbox that once lived there. The license plate and taillight, which sports a handmade housing, are mounted to the swingarm lower down. The Suzuki still rolls on its original 18F/16R rims, with a disc brake up front and a drum brake at the back. A new one-into-two exhaust system runs along the right-hand side of the bike, while a small chromed headlight adorns the front. The cockpit is dead simple, equipped with chromed handlebars, fresh grips, basic controls, and a single mirror. Tom finished the bike off with black pearl paint on the frame, and a silver coat on the swingarm. And then there’s the eye-popping fuel tank, which wears swathes of gold and blue metal flake paint. [Source] 2025 Indian Challenger Elite and Pursuit Elite limited editions Indian’s decision to withdraw from flat track racing to focus on the bonkers spectacle that is bagger racing, is a clear indication that big touring bikes are high on their agenda. This week, they announced two highly exclusive limited edition additions to their ‘Elite’ series of builds—the Indian Challenger Elite and Indian Pursuit Elite. In stock trim, the Indian Challenger and Pursuit are two sides of the same coin. They use the same chassis and PowerPlus V-twin engine, but the Challenger skews towards sportier riding, while the Pursuit is a full-dress tourer. The individually numbered Elite models up the ante with high-end finishes, details, and components. Both versions use Indian’s bigger PowerPlus 112 motor, which has proven itself in the company’s bagger race bikes. Featuring liquid cooling, overhead cams, and four valves per cylinder, it delivers 126 hp and 181.4 Nm of torque. The Elite models also get inverted performance forks and twin front radial Brembo brakes. 5-spoke machined wheels wear Metzeler Cruisetec tires, with Indian’s Pathfinder adaptive LED headlights fitted to both bikes. Electronically adjustable windshields, remote-locking luggage, upgraded rider and passenger floorboards, and armrests on the Pursuit Elite add comfort and convenience. On the tech side, features like a keyless ignition, cruise control, and USB charging are standard issue. Each bike comes fully loaded with just about every electronic aid you can imagine—from switchable rider modes to hill hold control, combined braking, blind spot warning, tailgate warning, and rear collision warning. You also get a 7” display, Indian’s top-of-the-line infotainment system, and a bunch of other niceties. But the real kicker here is each bike’s drool-worthy paint job. Aiming for maximum style and exclusivity, Indian’s paint department spends up to 24 hours laying down the multi-layered paint on each Elite model. The Indian Challenger Elite pays tribute to Gene ‘Alabama Flash’ Walker, who set a land-speed record back in 1920 aboard an Indian PowerPlus. The Challenger Elite’s red candy paint riffs off the red hue that the 1920 PowerPlus came in, punctuated by sections of black candy and white pearl satin. Glass particles in the paint add extra shimmer and depth. The bike also gets hand-painted details, and black finishes on select hard parts. The saddle is finished with white and red contrast stitching, with an image of Walker’s PowerPlus race bike atop the center console. The Indian Pursuit Elite’s style is inspired by the Indian PowerPlus bikes that were produced for the US Army in 1916. Its tri-tone livery uses candy black and green paint, with hand-painted gold accents. Like the Challenger Elite, it gets a smorgasbord of black finishes, and both bikes are finished with exclusive Elite badging. Indian is only producing 350 examples of the Challenger Elite and 250 of the Pursuit Elite, worldwide. Pricing (in the USA) starts at $39,999 and $44,999 respectively. Tempted? [Source] Trevor Motorcycles DTRe Vince The Belgian boutique electric motorcycle manufacturer Trevor impressed us a few years back with the DTRe Stella—a lightweight bike with sleek flat track looks. Now they’re back with their next production-ready model: the Trevor DTRe Vince. According to company co-founder Jeroen-Vincent Nagels, Trevor set out to design the DTRe Vince as a cheaper version of the Stella. But it became its own machine along the way. So while the Stella still boasts a more premium parts spec and a lighter build, the Vince offers improved power and range and costs less. Designed as an urban scrambler, the Trevor DTRe Vince wears lithe bodywork over an equally lithe trellis frame. The forks, rear shock, and wheel hubs are proprietary items, the rims are 18” Excel items, and the brakes are from Nissin. Weighing 121 kilos [267 lbs], the Vince’s upgraded drivetrain is good for a top speed of 90 km/h [56 mph] and utilizes a Gates belt drive. I can go up to 120 km [75 miles] on a charge (depending on how you ride, of course), with a charge time of just four hours. Those numbers might not seem particularly mind-blowing, but they’re fine for a lightweight machine built for urban environments. Finer details include a short high-mounted front fender, a quirky rectangular headlight, and a slick LED taillight, all of which make the Vince feel more like a custom bike than a production machine. The cockpit is equipped with scrambler bars, Domino switches, and an LCD dashboard. All that will set you back €9,950 [about $11,296]. A pre-order deposit of €350 [about $397] secures your Trevor DTRe Vince, and shipping is expected to start in the third quarter of this year. [Source]

I know, I know. I promised you wiring in this installment, and it’s been so long since you’ve seen anything about our Honda CB550 street tracker project that you forgot where we even left off. I could make some excuses, tell you I’ve been busy, but how about we skip all that and get to the point?

While wiring is certainly the next big hurdle standing between us and riding off into the sunset, there was a boatload of fabrication and homework that needed to be done first. We needed to find homes for our electronics, affix our number plate and generally make a bunch of things actually function, and that needed to happen before I started worrying about running wires.…

I know, I know. I promised you wiring in this installment, and it’s been so long since you’ve seen anything about our Honda CB550 street tracker project that you forgot where we even left off. I could make some excuses, tell you I’ve been busy, but how about we skip all that and get to the point? While wiring is certainly the next big hurdle standing between us and riding off into the sunset, there was a boatload of fabrication and homework that needed to be done first. We needed to find homes for our electronics, affix our number plate and generally make a bunch of things actually function, and that needed to happen before I started worrying about running wires. As a happy little accident, that lets us dedicate the next installment to wiring, and wiring alone (hopefully sooner than later). Pandora’s Number Plate Our Honda CB550 is simpler than most in the electrical department, but we still needed to finalize some things before we built the wiring harness. The process started with a thorough read of motogadget’s installation instructions for the mo.unit blue (the backbone of our new electrical system) to understand what original electrical components we’d be keeping and where they’ll live. We’ll get into that more next time. The big things we were still missing include a headlight, taillight and indicators, and they’d all prove to be more complicated than a nut-and-bolt affair. We’d worked an LED off-road light into our front number plate, but it wasn’t mounted to the plate, and the plate wasn’t mounted to the bike. I had ideas, but that all changed when I realized we’d need to house a good bit of the electrical behind the number plate. So the number plate needs to mount the headlight, house the mo.unit and, ideally, be adjustable so the headlight can be aimed. Oh, and our new motoscope tiny speedometer needs to fit in somewhere as well. No problem, right? Our solution to this puzzle sounds complex, but it all works quite well. We built standoffs for the number plate off the triple clamps, with the bottom being a hinge and the top incorporating a riv-nut for adjusting the plate/headlight. A weather-tight box for electronics uses these same mounting points, and the hinge allows easy servicing of the mo.unit. We’ll probably toss some leather washers in during final assembly to quell any rattling. To finish things off, we fabbed a standoff for the LED headlight to correct its angle further, and bent up an aluminum mount for our motoscope tiny speedometer. Remaining Legalities Like the front end, the tail of our Honda CB550 tracker project was missing some street-legal equipment. Lowbrow Customs had sent us a universal license plate mount and taillight assembly, and motogadget supplied us with their microscopic mo.blaze tens indicators. Now they just needed to find their forever homes. I initially hoped the license plate mount could work behind our new Tuffside Street Tracker seat, but there’s just no space for it between the tail and the wheel. We opted for the swingarm instead and got to work with a few tabs and some steel round bar. While it was originally designed to mount on a fender, our new bracket expertly adapts the license plate mount to the swingarm, maintaining the brake light and plate illumination. Next were mo.blaze indicators. You could place these tiny blinkers wherever and they’d work, but I didn’t want it to look like an afterthought. The Honda had holes on both sides of the back frame horns, but they stuck too far down and positioned the blinkers out in space. So we axed them with the angle grinder, eliminating the unsightly chunks of steel protruding from the tail. With the frame capped on both sides, we grabbed a couple tabs from our stash and tucked the blinkers in tight. Front End Odds and Ends The front end of our Honda CB550 has made huge strides, with a brand new front wheel, a suspension overhaul and our shortened steel fender, but a few important items remained. The factory speedometer drive would no longer be used since we’re swapping to a motogadget speedometer, and omitting it required whipping up new axle spacers. Next, we needed to account for the new wheel speed sender that came with our motogadget motoscope tiny. The process is as simple as mounting the sender on a bracket and ensuring it’s inline with a magnet mounted to the front wheel. I carved up a little chunk of scrap aluminum and utilized the bolts that secure the front fender and brake assembly. Polishing it probably wasn’t the best move, as it highlights every flaw in the metal, but it’s good enough for who it’s for. The last piece of the puzzle was the front brake. Honda equipped the CB with a two-piece disc brake up front, and it’s actually a cool piece if you look past the chipped paint and corrosion. Since this project is all about making something from nothing, I wanted to see how much we could improve it without swiping the company card. As you probably guessed, the brake rotor went straight to the drill press, and I kept it simple with an alternating pattern of countersunk 9/32” holes. I kept the pattern straight, hoping for a period-correct look. You can be the judge of that. The last thing to do was media blast the rotor to even out the finish, and I sent the Tokico caliper through the blaster as well. With the front end reassembled, I really dig the way all the aluminum parts go together up front. It’s clean and reserved in my opinion, and fits the rugged character the bike has adopted. Pegs—The Welder Makes One Size Fit All We had a rad set of Punisher XL foot pegs in stock courtesy of Biltwell—a major attitude adjustment compared to the rubber monstrosities our Honda was sporting from its past life. The issue is that Biltwell had Harleys in mind when they made these pegs, not Hondas, so they’re designed for a much different clevis. Instead of turning down some goofy spacers and applying some tack weld stops to make the pegs sit right, I decided we could solve all our problems with the welder. We lopped off the frame side of our OE clevis and TIG-welded it to the peg side of the Biltwell clevis. With that, we have factory-style peg fitment on the frame side without sacrificing the pivot adjustability Biltwell designed into these pegs. The finished product looks legit—who’d have guessed custom CB550 Punisher XL pegs could be that easy? Center Stand Delete Sure, a center stand is great for propping your bike up nicely in the garage, but where this Honda is going, it’s nothing but dead weight and visual clutter. It’s a chunky, heavy piece—probably the most over-built part of this motorcycle. Thankfully, a spring and a couple of pinch bolts rectified that situation, and our Honda is several pounds lighter for it. While I was at it, I made some gentle adjustments to the side stand as well. It had a little rubber foot added to it, which I assume adds a margin of safety and cushions the stand if you set the bike down quickly. Nice as that is, it’s been hitting the pipe for decades, so it had to go. Pipes Again? Yeah, the pipes still were not finished. I spent an unreasonable amount of company resources hacking up these janky aftermarket exhausts to turn the megaphones into reverse cones. But I never actually affixed them to the bike. Anyone who’s ever worked on a Honda knows there’s an obscene amount of hardware that mounts the pipes to the engine. There’s the finned flange with two nuts, two collars per pipe and a copper crush gasket—and now multiply that by four pipes. Since we were missing all of it, Partszilla made a killing off me. With the pipes secured on the engine side, we needed to figure out frame mounting that was sturdy and serviceable. I initially wanted to use the old center stand mounts since they were tucked neatly out of sight, but that got complicated in a hurry. In the spirit of getting it done and moving on, I opted for a pair of 1/4-20 riv-nuts in the frame and beefy tabs welded on the pipes. The tabs are more visible than I’d prefer them to be, but they don’t impede removal of the pipes, which is already complicated enough, so I’m happy with it. So there you have it, a bunch of random tasks that finally get us where we need to be—ready to run wires. I won’t claim to be a master of anything, but I’ll be the first to say that wiring is my kryptonite. I suppose it’s an evil I can avoid no longer. Bike EXIF thanks Motogadget, Tuffside, Bridgestone, Lowbrow Customs and Biltwell Inc. for supporting our Honda CB550F tracker build.

Jaw-dropping power plants are the ultimate party piece for a custom motorcycle build. Visually impactful engines like Suzuki’s Ram-Air 550, Fabio Taglioni’s 90-degree desmo twin or Harley’s robust Knucklehead add depth and mechanical marvel to a build, reminding us that it’s all about the connection between man and machine. But if you really want to rattle the cage, abandon pistons altogether, because after all, there’s more than one way to combust fuel and air.

By day, Larry Houghton runs a successful engineering firm in Salisbury, England, but he’s recently retired to devote more time to his passions, predominantly two-wheeled ones. With time on his side, and free rein over the equipment at his company, he could finally pursue a project he’d shelved in the back of his mind for years.…

Jaw-dropping power plants are the ultimate party piece for a custom motorcycle build. Visually impactful engines like Suzuki’s Ram-Air 550, Fabio Taglioni’s 90-degree desmo twin or Harley’s robust Knucklehead add depth and mechanical marvel to a build, reminding us that it’s all about the connection between man and machine. But if you really want to rattle the cage, abandon pistons altogether, because after all, there’s more than one way to combust fuel and air. By day, Larry Houghton runs a successful engineering firm in Salisbury, England, but he’s recently retired to devote more time to his passions, predominantly two-wheeled ones. With time on his side, and free rein over the equipment at his company, he could finally pursue a project he’d shelved in the back of his mind for years. Larry had once happened upon a Norton rotary motorcycle engine at a swap meet and remarked on its wild space-age appearance. 15 years later, he heard the unmistakable howl of the twin-rotor Wankel outside a pub and the search for a suitable donor started in earnest. Built in fairly limited numbers, rotary-powered Norton motorcycles don’t turn up every day, but Larry was able to track one down on eBay and secured it with a cheeky offer. The once-loved ’88 Interpol 2 had covered 64,000 miles before being put into storage for 20 years. Larry’s pal Lee is also a rotary enthusiast, and he returned the Interpol to running condition in short order. Despite the odometer readout, the Wankel ran flawlessly, and the duo noted the SE stamping (Service Exchange) in the serial number, indicating that it was a factory-overhauled unit. Larry’s initial plan was to source an Aprilia RSV 1000 chassis, as it’s known to house the rotary engine with ease. He even went as far as sourcing a donor before having a change of heart. Marveling at the distinctiveness of the original Norton frame, he decided something more bespoke was in order. Ironing out his design with CAD, Larry penned a chassis that hangs the engine like the factory did while accommodating contemporary running gear. Both wheels and the front end were lifted from a Ducati 999, and Larry designed his own polished yolks to make it happen. The Aprilia 1000 donated its swingarm, and keen eyes will note that it’s made the switch from shaft to chain drive. We’d be left scratching our noggins if Larry hadn’t revealed that a Norton Commando gearbox facilitates the swap, as no part of the four-speed transmission is visible to the naked eye. Taking things a step further, Larry converted the Commando clutch assembly to a hydraulic setup with a slave cylinder of his design. A pair of induction tubes dominates the bike’s side profile, addressing the unique cooling challenges of the rotary. Norton maximized the 588 cc engine with internal air-cooling to aid the external fins. A ram-air effect was used to draw air through the interior of the rotors before it exited the engine through the pressed-steel chassis and was drawn through the carburettors. While hot induction air creates less-than-ideal conditions, it didn’t impact the bike’s street performance in a significant way. Still, it created a unique challenge for Larry’s build. The tubes on Larry’s bike support the weight of the engine, while also providing the pathway for cooling air to enter and exit the Wankel and be directed to the twin SU 1-1/4″ carburettors. The system is obviously custom from tip to tail, perhaps most notably in the polished plenum assemblies feeding the carbs. With the mechanicals sorted, it was onto the bodywork to shape the bike’s new identity as ‘The Comet.’ Larry leaned on a metalworker by the name of Tony Taysom to craft the fuel tank, exhaust, front fender and tail section, each employing aerodynamic trickery reminiscent of the latest in MotoGP. Other finishing details include upholstery by Jane Haggar and brilliant paintwork by Joeby’s Airbrush Art. While Larry is quick to give credit where credit is due, this Norton simply wouldn’t be the same without all the custom-machined parts from his own Lamb Engineering. The oil tank, foot controls, taillight and headlights that mirror the Wankel’s finned look were all his handiwork. A dream long in the making, Larry reports that the riding experience is sublime. “In my opinion, it’s nothing short of amazing. No vibration, completely linear power curve and the most glorious noise this side of Led Zeppelin. It’s surprisingly well balanced with the engine weight so low,” Larry says. With purposeful geometry, a healthy mix of go-fast goodies and that space-age mill hanging out in the breeze, Larry’s Norton rotary motorcycle is a fascinating mechanical study. While the names of some project bikes seem like an afterthought, the Comet hits the nail square on the head. Lamb Engineering | Website | Instagram | Photos by Del Hickey

Motorcycle dealer build-offs are a great way for brands to showcase their bikes, and for bike dealers to flex their customization muscles. But there’s a catch. Once the competition is over, those dealers often need to sell the bikes they built to recoup costs—so it pays to balance style and usability.

This BMW R12 nineT street tracker rides that line deftly. It was built by Unikat Motorworks for their local BMW dealership in Wrocław, as part of BMW Poland’s custom build contest. Even though the workshop had free rein on the project, practicality was always front of mind.

“This is a pure custom build—one that’s visually striking, but also remains highly functional,” says Unikat co-owner, Michał Pamuła. “And we think that’s an often overlooked advantage in the world of competition customs, where bikes need to find new homes after the contest—and continue to bring joy, not just from their looks.”…

Motorcycle dealer build-offs are a great way for brands to showcase their bikes, and for bike dealers to flex their customization muscles. But there’s a catch. Once the competition is over, those dealers often need to sell the bikes they built to recoup costs—so it pays to balance style and usability. This BMW R12 nineT street tracker rides that line deftly. It was built by Unikat Motorworks for their local BMW dealership in Wrocław, as part of BMW Poland’s custom build contest. Even though the workshop had free rein on the project, practicality was always front of mind. “This is a pure custom build—one that’s visually striking, but also remains highly functional,” says Unikat co-owner, Michał Pamuła. “And we think that’s an often overlooked advantage in the world of competition customs, where bikes need to find new homes after the contest—and continue to bring joy, not just from their looks.” Unikat has built a handful of BMW R nineT customs in the past, so they relished the opportunity to take a crack at the newer BMW R12 nineT. Under the leadership of their newly-appointed creative director, Jakub Sypuła, the crew bounced between the typical scrambler and café racer styles before settling on something entirely different. “One concept had been sitting in the back of our minds for a while,” Michał tells us. “An older R nineT build transformed into a hooligan-style tracker by VTR Customs, ‘Eddie 21,’ was a big inspiration. That was the spark behind this direction.” “We wanted something raw and rebellious, yet with the refined character that defines Unikat Motorworks.” The new BMW R12 nineT sports a neater fly line than its predecessor, which played nicely into Jakub’s vision for the bike. Unikat retained the OEM fuel tank, but ditched the rest of the bodywork and unbolted the stock subframe. A bespoke subframe now supports an off-the-shelf flat tracker tailpiece from Saddlemen. The changes went deeper than just a seat swap though. Unikat treated the tailpiece to fresh upholstery, complete with a contrasting stitching pattern that creates a sports car vibe. They also fabricated a blank-off plate to seal the back end of the tail—and to host a pair of three-in-one Motogadget LEDs. The new subframe and tail section also include accommodations for removable luggage racks from SW-Motech. The luggage racks use a quick-release system, so that the rider can swap between panniers and a pair of flat track-style number boards in seconds. (The luggage racks can also be removable entirely with minimal fuss, for a cleaner aesthetic.) Moving to the front, Unikat was faced with the challenge of designing a front fender that wouldn’t ruin the minimalist vibe that they were trying to sculpt. They settled on a cut-back design, mimicking the sculpted feel of the tail while drawing inspiration from the Husqvarna Svartpilen and Vitpilen. Sitting above the fender is a handmade headlight nacelle, equipped with a pair of stacked Highsider LED headlights. BMW offers two different speedo designs for the R12 nineT; Unikat opted for the discreet rectangular option, tucking it away behind the headlight shroud. Further back, you’ll find a set of swept-back tracker handlebars, kitted with Highsider mirrors and Motogadget bar-end turn signals. Other modifications include an airbox delete, and a belligerent little muffler that sits on the stock headers. In a bid to reduce the number of plastic bits on the bike, Unikat also created aluminum radiator guards with built-in winglets to add a little aero flair. Pirelli MT60 tires offer dirt track looks with decent road grip, while a side-mounted license plate bracket keeps things legal. Stylistically, Unikat hit the perfect balance of sass and sensibility with this BMW R12 nineT—and that counts double for its tasteful color scheme. “While it may have been tempting to plaster the bike in sponsor logos and go with a full race livery, we went in the opposite direction,” says Michał. “We chose a very classic and elegant color from the BMW Individual [BMW’s in-house automotive customization program] palette—P78 Burgund Red Pearl Metallic.” Unikat augmented the deep red base with a handful of perfectly placed gold accents. Then they went deeper, powder-coating a bunch of the R12’s hard parts in a metal-flake grey affair; a subtle reworking of the original grey finish on the valve covers. Black ceramic coating on the exhaust system helps it blend into the design. Since the BMW R12 nineT is still a fresh face on the scene, we haven’t seen it customized en masse yet. But Unikat has set the bar high with this suave street tracker. It’s luxe without being pretentious—and it’s going to be tough to beat when the BMW build-off finals roll around. Unikat Motorworks | Facebook | Instagram

Michelangelo famously said, “I saw the angel in the marble and carved until I set him free.” I’ve long suspected that Yuichi Yoshizawa applies a similar philosophy to building custom motorcycles. The frontman of the Japanese workshop CW Zon has the ability to take even the most mundane motorcycle, stare into its soul, and turn it into something magical.

This time, he’s done it to the venerable 1981 Yamaha XV1000. Known as the TR1 in some markets and the Virago in others, the XV1000 featured an oddball combination of Japanese engineering and American sensibilities. It now enjoys regular attention from custom builders—but there are only so many ways you can spin it.

Unsurprisingly, Yoshizawa-san’s Yamaha XV1000 looks like no other custom Virago out there.…

Michelangelo famously said, “I saw the angel in the marble and carved until I set him free.” I’ve long suspected that Yuichi Yoshizawa applies a similar philosophy to building custom motorcycles. The frontman of the Japanese workshop CW Zon has the ability to take even the most mundane motorcycle, stare into its soul, and turn it into something magical. This time, he’s done it to the venerable 1981 Yamaha XV1000. Known as the TR1 in some markets and the Virago in others, the XV1000 featured an oddball combination of Japanese engineering and American sensibilities. It now enjoys regular attention from custom builders—but there are only so many ways you can spin it. Unsurprisingly, Yoshizawa-san’s Yamaha XV1000 looks like no other custom Virago out there. It’s been transformed on two levels; the top half boasts handcrafted bodywork, while the bottom half features a major overhaul of the Yamaha’s running gear. There are parallels here with CW Zon’s previous work—specifically, the BMW K1600 GTL that they released earlier this year. (Which is wild, when you consider how vastly different the two donor bikes are.) All of the Yamaha XV1000’s bodywork is gone, replaced by a full set of handmade pieces. The deeply sculpted fuel tank shows hints of vintage Benelli and Norton Manx units. It’s broad at the front, tapering organically towards the junction with the seat, while flowing over the rear cylinder of the 75-degree V-twin mill. The tailpiece cuts a more modern silhouette, with its lower edges widening towards the front to hide the rear shock. It’s supported by a bespoke subframe, with a classy pleated leather saddle up top. Ducatisti should recognize the trellised single-sided swingarm sitting below the tail—it’s from a Ducati Monster S4R. CW Zon modified it to fit the XV1000 and fabricated a new shock mount, that sits higher up on the swingarm’s cross brace. It’s attached to a custom linkage, with the shock running under the seat. A less obvious mod is the custom front sprocket spacer that CW Zon fabricated to ensure perfect chain alignment. The 17” laced wheels are from a BMW R nineT, and are shod with Pirelli Supercorsa V3 SP tires. Brembo brake calipers at both ends help slow the XV1000 down. The Ducati Monster S4R also donated its upside-down front forks. A handcrafted fender sits between the fork legs, while a Harley V-Rod-style LED headlight is mounted on slim custom-made clamps higher up. A Motogadget Motoscope Pro dashboard sits just behind it, embedded in a housing that’s integrated with the top yoke. It’s flanked by clip-on bars fitted with new grips and levers, but devoid of any switchgear. (The important switches have all been tucked away in various spots.) Bespoke details are littered throughout the build. The rear-set foot controls are one-offs, as is the ribbed air cleaner. A swingarm-mounted bracket offers space for the license plate and an LED taillight. There’s no paint here, just polished finishes that highlight CW Zon’s handiwork. The only graphics are the ‘Perseus’ motifs on the fuel tank—a nod to the legendary Greek monster slayer. (It’s fitting that the twin exhausts are as snaky as Medusa’s hair.) Once again, Yoshizawa-san has proven that he sees things others can’t. This Yamaha XV1000 is a testament to his radical imagination—and his vast skillset. CW Zon | Facebook | Instagram | Images by Kazuo Matsumoto

Nick Keating is the man behind the lens of one of the most popular images we’ve ever shared on Facebook. It was a photo of a 1926 Indian Prince on a dirt road, surrounded by luscious, summer greenery. It’s a beautiful shot, but we couldn’t have predicted the viral response to the image that caused Nick to reach out and thank us. When he did, we realized he and the bike were only an hour north of us. Not only was he was living in our backyard, but his father, Brian Keating of the Keating Wheel Co., just happened to be a steward for some of the rarest and most interesting motorcycles in the country.

It was through this chain of events that we came to find a long lost treasure: the Harley-Davidson Shovelhead triple.…

Nick Keating is the man behind the lens of one of the most popular images we’ve ever shared on Facebook. It was a photo of a 1926 Indian Prince on a dirt road, surrounded by luscious, summer greenery. It’s a beautiful shot, but we couldn’t have predicted the viral response to the image that caused Nick to reach out and thank us. When he did, we realized he and the bike were only an hour north of us. Not only was he was living in our backyard, but his father, Brian Keating of the Keating Wheel Co., just happened to be a steward for some of the rarest and most interesting motorcycles in the country. It was through this chain of events that we came to find a long lost treasure: the Harley-Davidson Shovelhead triple. Yes, triple. It’s 111 cubic inches, and 1800 cc’s of pure American metal. So, we asked Nick to interview his father and find out more about this rare piece of custom motorcycle history. Over the years, I’ve seen you drag some odd machines in through the doors, Dad, but this certainly has to be one of the strangest. It is an oddity for sure, and one that doesn’t jump out at you right away. It sneaks up on you. At first, it looks like a crusty FX model. It’s like a queen or king in a peasant’s clothing, perhaps. It started out as a 1982 Harley-Davidson FXE model. But with the additional cylinder, the machine work that needed to be done, and removal of the original serial and VIN number, it is considered a custom – a creation by the late, great Bobby Labrie. Who was Bobby Labrie? Bobby was a trained Harley mechanic. He went to the service school in Milwaukee in 1949. After his schooling, he worked for his father for many years at the Concord, NH, Harley-Davidson dealership. Around 1973, Bobby decided to go off on his own. He set up shop in Concord, calling himself Bob’s Cycle Repair. It was a small shop pretty much run out of a two-car garage. He was a man of character, always knee-deep in building and repairing motorcycles and other shenanigans. I personally only spent a little time with Bobby at his first location in Concord; a few visits, parts-picking and social. He was always willing to help with the many questions I had with projects going on at that time. When Laconia/Belknap races were going on, Bobby was always busy with setting up race bikes for privateers, and even the factory riders from Harley would stop in. He was good friends with the XR-750 guru Dick O’Brien, who was the #1 guy for the Harley-Davidson race team in that era. The story goes that Dick O’Brien always went to Bobby first when visiting New Hampshire to get the bikes set up and dialed in for the upcoming events! There’s a lot of interesting history and a bit of folklore to Bobby’s creation. When did you first come across the motorcycle, and how has it come to find a home here? Bobby became quite a good friend of mine. For whatever reason – and I seriously do not know – Bobby took me under his wing, so to speak. It was through our friendship that I learned of his creation. When he relocated his shop to Loudon, NH, from Concord, I was able to visit more frequently, usually getting there around 8 AM and hanging out, talking, and buying parts and such. I had to always bring my contribution of beverage of choice, as was customary at the time. After Bobby’s death, I kept in touch with the family, and every once in a while, I would visit and acquire parts and pieces. But the conversation would end quickly whenever we spoke of Bobby’s marvel. I understood that it was, and is, special, both to the family and to all who knew of it. A few years back, the time had come to do something with the machine. Many people were interested. Even folks from across this country voiced interest. We let the chips fall as they may, and without fanfare or marching bands, we were the lucky ones to acquire this special motorcycle. Most people encounter this machine for the first time with a look of delayed wonder. I like that metaphor – a king or queen in peasant’s clothing. There’s an “Aha!” moment as you spot the third cylinder break through the down tubes. What is this peculiar machine, and what technical and engineering feats had to be overcome? A mechanical marvel, without question, and historic, as this is the world’s first Harley-Davidson three-cylinder motorcycle. It was copied much later – or I should say another example was made – by Jim Fueling, circa the 1990s. Bobby was just a one-man band working out of a two-car garage, making this feat only the more impressive. He was very much a clever man. His knowledge of engines was amazing. He had to do a lot internally to the connecting rods and cams, the timing of the three cylinders, and the machining of the factory cases to accept the third cylinder. He also had to design an intake manifold that would be able to feed all three cylinders, fabricate an exhaust system, and modify the frame to allow space for that third cylinder. Actually, on this FXE Harley frame, Bobby grafted on a wishbone frame section (50s-era Harley frame) coming down from the steering neck to allow the added cylinder to go between the down tubes. Bobby never spoke much in detail about what he did internally. A large part of his process remains a mystery. Mystery, huh? Many stories and tales have circulated, and some will continue as Bobby intended. The one that comes to mind the most is how he did the motor internals – the rods and cams. On the connecting rods, we will continue the mystery as we haven’t been inside to look. My feeling is that if it isn’t broke, don’t fix it. On the cams, we can safely say this: Bobby was friends with John Andrews [of Andrews Products, producers of high-quality performance motorsports parts], and it was with his help and knowledge that they achieved the cams and timing. One of the interesting stories, or possibly tales, was when Bobby was at the Harley Rendezvous showcasing his mechanical marvel for the first time. A rather overly cooked or partied-out attendee was giving some lip to Bobby about that front cylinder being a dummy. Rather calm and cool, Bobby suggested to the individual that he grab ahold of that front header pipe and to let him know then if he thought it was phony. Needless to say, we know what happened wasn’t pretty. My understanding, also, is that Bobby never really finished the third cylinder, at least not completely. When he was getting it ready for the first showing at the Harley Rendezvous in 1982, he had to borrow a front end off another motorcycle. It appears Bobby had a limited budget to work with, and that makes it even more intriguing. He also brought it to Daytona Beach Bike Week in March of 1983, presumably to turn heads at the Rats Hole motorcycle show. Later, Bobby may have been approached by someone at Harley as they wanted to know exactly what he did to the inside of the engine. Bobby wouldn’t tell, and as the story goes, he was offered a big chunk of money for his creation. He didn’t let it go. Another story that comes to mind was that the motor had been sabotaged. Fortunately, that was not the case. We have had it fired up, and hopefully soon, will get it on the road. I think we’re all a little curious: what kind of performance gain does an additional cylinder like this provide? The third cylinder increases the engine by an additional 600 cc’s or 37 cubic inches. With that, it’ll be smoother running, and probably faster off the line, but the overall top speed would be limited by its standard 4-speed transmission. With a total of 1800 cc’s and 111 cubic inches available at a twist of the throttle, I’m sure she has the power and torque to pull a Mack truck. The sound, although, is not like you would imagine. The best way for me to describe it is to compare a Triumph Triple to a Triumph Twin. A Triumph Triple sounds like a Maserati, and the twin more like a “thump-thump.” Bobby’s intention, however, was not to increase speed, or comfort for that matter, but rather to show his ability as an engine wizard, and ultimately, to turn heads. You are somewhat of an acting steward for these machines. I’ve grown up alongside their infectious sights and sounds and smells for as long as I can remember, but you’ve been at it for much longer. What is the role you like to play in the life of a vintage motorcycle, particularly this one from Bobby? No truer words have been spoken, as to being an acting steward on this motorcycle and the many others that have come through the doors for the past 35-40 years. My start in this world of motorcycles was my first ride, probably eight-plus years old, on the back of a Vespa scooter. It has been ingrained in my mind to this day! That passion has bloomed into a furious fire! This motorcycle will always be Bobby Labrie’s. I can’t really change it – don’t want to. I am only the present caretaker or caregiver. It is a personal project to show respect to the builder. When we first acquired the machine, which was a few years ago now, it sat in the corner of a garage, covered with blankets, dust, and dirt, and was missing the borrowed front end, along with many other bits. We wanted to get it back on its feet, so to speak, as it was just a chassis and engine. We tried a couple front ends, but nothing gave the clearance we needed until we got the Wideglide on it. Kicking it over isn’t an easy task. On approximately every third kick, it’ll stand you up. Compression is a wonderful thing; if it kicks back, you’re a goner! It does have electric start, but there are issues with it, and that’s the next trip we’ll take to make it better. The times we have fired it up, we use a roller starter, like what the racers use in the pits these days. At some point, we’ll have it out at shows and AMCA (Antique Motorcycle Club of America) events, but especially local swap meets and shows as this is where it was born and bred. How about some closure? Thirty-plus years later, what would Bobby have to say? My feeling is that Bobby is smiling today to see that the mystery is still a mystery, and that interest remains in his creation. It’s exciting for me, and I’m sure it would have been for Bobby as well, to see so many years later, his mechanical marvel back in print. This article first appeared in issue 19 of Iron & Air Magazine, and is reproduced here under license Intro by Gregory George Moore | Interview and Images by Nick Keating

England’s Pier City Cycles leads the charge this week, with a custom BMW R12 in a timeless roadster style. We also profile a Moto Guzzi V7 scrambler from Unikat Motorworks, a Suzuki DR-Z400 built to take on the Sahara, and a Harley-Davidson Sportster S from a Lithuanian parts manufacturer.

BMW R12 by Pier City Cycles The English workshop Pier City Cycles made their bones customizing the BMW R nineT in myriad ways. So it was only a matter of time before they worked their magic on the updated BMW R12.

Commissioned by the BMW Motorrad mothership themselves, this handsome boxer was designed to showcase the R12’s malleability. Pier City played it smart, eschewing the typical café racer and scrambler styles to build a classic roadster.…

England’s Pier City Cycles leads the charge this week, with a custom BMW R12 in a timeless roadster style. We also profile a Moto Guzzi V7 scrambler from Unikat Motorworks, a Suzuki DR-Z400 built to take on the Sahara, and a Harley-Davidson Sportster S from a Lithuanian parts manufacturer. BMW R12 by Pier City Cycles The English workshop Pier City Cycles made their bones customizing the BMW R nineT in myriad ways. So it was only a matter of time before they worked their magic on the updated BMW R12. Commissioned by the BMW Motorrad mothership themselves, this handsome boxer was designed to showcase the R12’s malleability. Pier City played it smart, eschewing the typical café racer and scrambler styles to build a classic roadster. There’s nothing extreme here—just a smorgasbord of tasteful mods that harmonize to create a custom motorcycle that looks, dare we say it, comfortable. One of the BMW R12’s cleverest details is also one of its subtlest. Pier City eliminated the airbox to hollow out the area under the seat—a task made easier thanks to the R12’s layout, which has the battery mounted under the fuel tank. But once everything was stripped out, the crew was faced with the unsightly frame brace that’s typically hidden by bodywork. To solve this, they designed a three-piece frame cover that also acts as an inner fender for the rear wheel. Keen eyes will also notice an Öhlins shock wedged into the tidy under-seat triangle. A custom-made headlight nacelle sits up front, while Motogadget mirrors adorn the bars. The rear fender’s been deleted, with a custom tray tidying the area under the freshly upholstered saddle. The finishing touches give the BMW R12 something of a hot rod feel. From the crisp paint job and powder-coated wheels, to the burly low-slung G&G exhaust system, this roadster is pitch-perfect. [Source] Moto Guzzi V7 Stone by Unikat Motorworks The Moto Guzzi V7 might not be the fastest modern classic out there, but it’s a great blank canvas for customization. This 2022-model V7 Stone has just gone under the knife at Unikat Motorworks in Poland, emerging as a rugged lemon-hued scrambler. Unikat’s work on the humble V7 was all about massaging it in the right places. The subframe was trimmed and looped, before being treated to an abbreviated rear fender. The crew wanted a shorter seat, with a gap between it and the rear loop to recall the British scramblers of yore. But they didn’t want to lose the neat interface between the front of the OEM seat and the fuel tank. So they hacked off the front of the stock seat pan, fabricated a new rear half, and added foam and upholstery. Moving to the suspension, Unikat dropped a Bitubo cartridge kit into the forks and installed a pair of Bitubo shocks at the back, raising the rear ride height a smidgen. The forks retain their original brace, but the front fender’s been swapped out for a handmade high-mounted unit. The wheels are laced tubeless items from Kineo, and the tires are Michelin Anakee Wilds. Next, the stock headlight was remounted onto a bespoke bracket that brings it closer to the forks and adds a hint of utilitarian style. Other upgrades include braced handlebars, Evotech levers, bar-end turn signals, and Motogadget mirrors. A Motogadget motoscope mini speedo sits in front of the ignition barrel, while three-in-one Highsider LEDs handle taillight and rear turn signal duties. A two-into-one stainless steel exhaust system swoops its way down the right-hand side of the Moto Guzzi V7, terminating in a perfectly proportioned reverse cone muffler. For the livery, Unikat wanted something that was minimal, but still striking. They settled on a yellow base with dark grey stripes, picking the exact color codes from the Audi and Ferrari catalogs, respectively. It’s a striking look for the typically vanilla V7 Stone—and it looks like it’d be a hoot on winding country lanes and loose fire roads. [Source] Suzuki DR-Z400 by Marco Graziani and Giorgio de Angelis Off-road enthusiasts are spoiled for choice when it comes to enduro bikes geared for high-stakes desert racing. But what if the stakes are a bit lower—and the emphasis is on style rather than speed? This eclectic Suzuki DR-Z400 desert racer was built to tackle this year’s running of La Ruta del Nabab. It’s a motorcycle trip through the Saharan desert where modern plastic bikes are shunned in favor of neo-retro and custom rides—the more artistic, the better. It belongs to Giorgio de Angelis, who’s gone to great lengths to build a desert racer like no other. But long before Giorgio got his hands on it, Marco Graziani of CC Racing Garage worked on it, developing a full aluminum frame to shave weight and improve handling. Marco never found the time to finish the full build—so Giorgio took it over and got it across the finish line. The DR-Z400’s handmade aluminum bodywork is certainly attention-grabbing. The rear section is particularly intriguing. Here, the seat splits, and the metalwork tapers, drawing attention to the titanium exhaust that runs through the body and exits out back. The graphics were designed by Miami-based artist Andrew A. Antonaccio, with green wheels complementing the desert sand theme. Giorgio’s an experienced off-road rider, so this build is as much about tackling the desert as it is about looking cool. Billet aluminum yokes add rigidity to the front end, while tapered handlebars offer more control and comfort. You’ll also find upgraded aluminum radiators, a sump guard, and frame protection. Are there better bikes for off-road riding? Probably—but none are as unique as this one. [Giorgio de Angelis Instagram | Images by Giovanni de Angelis] Harley-Davidson Sportster S by Killer Custom Based in Lithuania, Killer Custom specializes in bolt-on custom parts for American V-twins. So when Harley brought the new Sportster S to market, Killer Custom snapped one up and turned it into a test bed (and showcase) for new parts. Killer Custom’s changes lean into the muscular, neo-futuristic vibe of the Sportster S. The front sports a new headlight nacelle and a massive set of 2” T-bars. A short Killer Custom fender hovers above the front wheel. Further back, a Killer Custom seat pad replaces the stock unit for a slimmer look. The Harley’s clunky rear wheel hugger-slash-license plate holder is gone, replaced by a neater side-mounted bracket. The slim LED turn signals and taillight are all from the shop’s catalog. The sleek high-mounted exhaust is from KessTech in Germany, and features the ability to adjust the volume level. The Sportster S is finished off in an ice-cold sparkle paint job, with a blacked-out engine and red graphics on the wheels. If this shiny prototype tickles your fancy, it’s currently for sale via the Bike EXIF Classifieds. And since it’s only be used for shows and short test rides, there’s a measly 130 miles on the clock.

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The electric Escalade is already on the radar of aftermarket shops ready to reshape its looks

Waido teases widebody kit with revised fascias and massive flared arches for Escalade IQ. The electric Cadillac gets an extended chin spoiler and bold forged carbon fiber accents. The Cadillac Escalade has never been accused of being subtle, and that’s exactly why it continues to thrive in a market filled with increasingly subdued SUV designs. It remains one of the most audacious, head-turning vehicles on American roads, favored by those who want to be noticed from several lanes away. That kind of flash inevitably draws aftermarket attention, and now, one company is taking on the challenge with a new spin on the all-electric Escalade IQ. That company is Waido, a name already familiar to fans of widebody kits and over-the-top custom builds. The latest project is previewed through a series of detailed renderings, showing off am extreme visual makeover for Cadillac’s electric flagship. Read: Cadillac’s Wildest New Luxury Isn’t A Feature It’s Dinner Reservation In The Backseat Waido kicks things off with a new front fascia featuring distinctive aero accents and an extended chin spoiler. The changes give the Escalade IQ a sharper, more aggressive look, well beyond what you’ll find in the showroom. Complementing the new front-end are flared wheel arches, adding some extra width to the SUV (not that it actually needs it). Waido has flared the rear arches, too, and showcased the Caddy on a set of aftermarket wheels. Illustrations Waido At the rear, the transformation includes a redesigned bumper, a new lip spoiler, and a small diffuser. Of course, no one is expecting a full-size electric SUV to suddenly benefit from track-ready downforce, but the visual drama adds to the overall package. And really, with a curb weight north of 9,000 pounds (4,082 kg), the Escalade IQ already puts more than enough pressure through its tires without any help from airflow trickery. Waido was one of the first brands to unveil a widebody kit for the Tesla Cybertruck, priced from $9,990. here’s no word yet on what the Escalade IQ setup will cost, but given the extensive use of forged carbon fiber in these renderings, don’t expect it to land in budget territory. View this post on Instagram A post shared by WAIDO | Tesla, Dodge, Jeep, Ford mods and more (@waido.kits)

One Ioniq 5 owner saved roughly $21,530 in refueling costs after driving over 400,000 miles

A Hyundai Ioniq 5 in South Korea has been driven for more than 416,940 miles. At 360,395 miles, the car was trouble free and the battery’s health was 87.7%. At the 410,105 mile mark, the owner saved an estimated $21,530 in refueling costs. Battery degradation is a serious concern and one that can cost owners dearly. While pricing varies by model and capacity, a new battery pack can cost tens of thousands of dollars. That’s what makes Lee Young-Heum’s Hyundai Ioniq 5 so interesting. He worked as a traveling salesman and racked up some serious mileage. In 2 years and 9 months, he’d traveled 360,395 miles (580,000 km) in the EV. More: Hyundai Ioniq 5 Owner Hits 414,000 Miles, Gets Free Battery Swap After 360,000 Miles This caught the attention of the Hyundai-Kia Research Institute, which wanted to examine how the battery and powertrain were holding up. While Lee reportedly didn’t have any problems, the company replaced his battery and motor free of charge, so they could look at the used components. This examination revealed that after traveling such a massive distance – more than what separates the earth from the moon – the battery’s state of health was 87.7%. That’s an impressive number, especially when you consider that Lee used rapid charging, which is “known to put a huge burden on electric vehicle batteries.” As Hyundai’s Yoon Dal-Young explained, “When developing a battery, we need to create a prediction model for durability performance and check whether this model matches actual usage results. That’s why we have actually checked the batteries of customer vehicles with high cumulative mileage.” The automaker typically uses taxis for these examinations, but Lee’s car had the highest mileage they had seen on an Ioniq 5. Maintenance And Fuel Savings Are Huge Lee said that when he drove a vehicle with an internal combustion engine, he’d get the oil changed every 15 days due to driving so much. Despite this regular maintenance, he had to replace engine and powertrain components “continuously.” He says that’s not the case with the Ioniq 5 as he’s only had to replace “the most basic consumables.” The automaker noted at 410,105 miles (660,000 km), he would have had to have 66 oil changes, 8 spark plug replacements, 13 brake fluid changes, and 11 transmission oil changes on a Tucson. That’s on top of wear and tear. Hyundai estimates this maintenance would cost $8,612 to $9,330 (₩12 to ₩13 million). The estimated price tag for the Ioniq 5 is significantly less at $1,076 (₩1.5 million). Lee also saved a boatload in refueling costs as Hyundai estimated a turbocharged 1.6-liter Tucson would have required around $57,412 (₩80 million) worth of fuel. That stands in stark contrast to an estimated charging cost of around $35,882 (₩50 million). We’ll do the math for you and note that’s a savings of $21,530 (₩30 million). Besides saving a ton of money, the Ioniq 5 was largely trouble free. However, after 403,891 miles (650,000 km) the car stopped slow charging. This was reportedly because the on board charger had reached the end of its lifespan and “died a ‘natural death.’” The car still appears to be going strong and has over 416,940 miles (671,000 km) on the odometer. However, it’s getting a much-needed break as Lee recently switched jobs and will now be driving less.

This is one of the very few naturally aspirated Alpina B2s believed to have been produced in the 1970s

The classic Alpina sports a 3.0-liter naturally-aspirated straight-six with 230 hp. As part of a restoration, the car was resprayed in Fjord Blue with 14-inch wheels. While the car has almost 93,000 miles on the clock, the interior looks immaculate. If you’re the kind of person who stops mid-scroll for a classic BMW, this one deserves your full attention. Alpina has a long history of turning already excellent BMWs into something even more special, and the lineup speaks for itself: from the iconic C1 and B7 S Turbo to the flamboyant 3.0 CSL “Batmobile” and recent high-performance models like the XB7 and D3 S Touring. Among these standouts, the 1976 BMW B2 Alpina holds its own as a rare and desirable classic. A fully restored B2 will soon cross the block at Mecum Auctions, and anyone with a soft spot for old-school performance saloons should take note. This car holds a special place in Alpina history and is often recognized by enthusiasts as the first truly high-performance BMW saloon, long before the M5 became a thing. Read: New B8 GT Is Alpina’s Most Powerful Car Ever And Last One Before BMW Takes Over The B2 began life as a BMW E12 528, originally launched in 1975. Alpina transformed it with a 3.0-liter naturally aspirated straight-six engine, enhanced with three double-barrel carburetors, forged pistons, a revised combustion chamber, and a reworked crankshaft. The result is a solid 230 horsepower at 6,750 rpm and 195 lb-ft (265 Nm) of torque at 4,500 rpm. Not bad for the mid-1970s, and still respectable today. Mecum Auctions While Mecum hasn’t shared much about the car’s early life, it does note that this B2 underwent a full rotisserie restoration. During that process, the car was resprayed in Fjord Blue and now comes complete with blue and green stripes on the front, sides, and rear. It also sits on lightweight 14-inch Alpina wheels clad in new tires. The engine, transmission, steering, suspension, and rear axle were also rebuilt as part of the restoration, meaning this B2 should drive just as well now as it did when it was fresh out of Alpina’s factory. Not only is the exterior, engine bay, and undertray of the Alpina absolutely immaculate, but the interior is also in excellent condition, even though the car has 148,936 km (92,544 miles) on the clock. There’s an Alpina instrument cluster, fabric seats, a leather-wrapped steering wheel, and wooden trimmings on the door panels, dashboard, and shifter. According to the auction house, this is one of just a handful of naturally-aspirated B2s that Alpina built back in the day, and it’s bound to attract plenty of interest at auction. If you’re tempted, and let’s be honest, it’s hard not to be, you can check out the full listing on Mecum’s site over here and prepare your best poker face. Good luck. Mecum Auctions

The development will rise in Dubai, showcasing the company’s unmistakable and eye-catching aesthetic

Mansory has been tapped for a new ultra-luxury residential project based in Dubai. The residences will showcase Mansory’s “signature aesthetic” throughout the design. The project follows Brabus Island and several other automotive-themed buildings. Automotive housing developments have exploded in popularity as Aston Martin, Bentley, Mercedes, and Pagani all have residences in Miami. Not to be outdone, there are Lamborghini villas in Dubai and Andalusia, Spain. The trend has gotten so popular that tuning firms are now getting involved. Brabus Island was recently announced for the Al Seef District of Abu Dhabi. It’s slated to have 100 bespoke villas as well as 350 luxury apartments spread across four high-rise towers. More: Want To Live Like A Supercar? Brabus Is Literally Building An Island Just for You Mansory is now getting in on the action as they’ve partnered with real estate developer Amaal. Little is known about the project at this point, but the tuner said it “signals a new benchmark of ultra-luxury living in Dubai.” The company went on to say they’ll bring their “signature aesthetic” to high-end residential developments. Mansory also promised to create residences where “elegance meets audacity and every detail reflects individuality and performance.” That’s not a lot to go on, but the developer’s Amaal 8 project in Mohammed Bin Rashid City is designed to have 512 residences. They’ll feature one to four bedrooms split across 48 floors. Amaal 8 is expected to open in late 2027 and certain buyers will have access to a “showroom-style” VIP garage that comes with top-tier security and seamless access to penthouse elevators. Owners and guests can also expect an assortment of amenities including indoor and outdoor gyms, an infinity pool, spa, and cinema. There will also be a restaurant and bar, outdoor mini golf, and simulators for racing and golf. View this post on Instagram A post shared by Amaal Emirates (@amaal.emirates)

The nuts in question were removed during a prior procedure and may not have been reinstalled or tightened

Ford recalled three trucks over what it suspects could be some missing battery nuts. All three are Lightning EVs with nuts located on the high-voltage battery junction box. If they’re indeed loose or missing, they could cause arcing and potentially lead to fire. Whether some realize it or not, automotive safety has never been as advanced as it is currently. That safety doesn’t just relate to how cars handle on-road incidents either. It starts at the production facility, and a new recall from Ford is a great example. The Blue Oval just recalled three, yes three, individual F-150 Lightnings due to one or more potentially missing or loose retention nuts. In a new recall filing with the NHTSA, Ford says that these nuts hold the high-voltage battery junction box bus bars down. If they’re missing or loose, it could lead to electrical arcing or even a fire. More: Ford’s Recallathon Continues With Three New Campaigns According to Ford, the nuts in question could’ve been removed in error during a reworking operation. It seems that there was no record of the nuts being re-torqued to appropriate specs after that rework. As such, Ford wants to check to be sure they’re not just there, but that they’re tight too. While it says it doesn’t know of any accidents or injuries related to the issue, it does say that it knows of one field report and one warranty report related to the same incident. It’s already alerted dealers to the issue and will notify all three owners by May 23 at the latest. Dealers will check the nuts, install them if necessary, and of course, torque them properly. That should solve the issue altogether. Until then, owners should pay attention to signs like a “loud noise while driving”, a “Stop Safely Now” message, and a check engine or malfunction indicator light on the dashboard. If the problem occurs, the truck will lose motive power, but the 12-volt battery should continue supplying power to steering and braking systems. Decades ago, it’s unlikely that a problem as isolated as this one would’ve even been found. Even if a worker on the production line had caught it, they might not have had procedures in place to track other similarly affected vehicles. No doubt, recalls are on the rise across the industry, but cases like this explain why that’s not as bleak a headline as it may seem. Essentially, the safety net that catches defects has a much finer mesh size than ever before, and we’re all safer for it.

The car honors Jim Clark and draws inspiration from the Type 38 he drove to victory at the Indy 500

Lotus is celebrating racing driver Jim Clark with a special edition Emira. It features a colorful livery and a unique two-tone interior with a wood shift knob. Power comes from a supercharged 3.5-liter V6 pumping out 400 hp. Lotus has strayed far from their ‘simplify and add lightness’ roots, but they’re celebrating their racing pedigree with a new Emira Clark Edition. It celebrates racing driver Jim Clark, who won the Indianapolis 500 as well as the Formula 1 World Championship in 1965. Starting outside, the special edition draws inspiration from the Lotus Type 38 that Clark drove to victory in Indy. As a result, the car has a Clark Racing Green exterior with a contrasting black roof. They’re joined by silver mirrors as well as a yellow racing stripe. More: 2025 Lotus Emira Turbo SE Lands With 400 HP Four-Pot From AMG Elsewhere, there’s a hand-painted yellow pinstripe and yellow exhaust tips. The model also sports Clark Edition badging as well as a machined aluminum fuel filler cap with a blue anodized center. The interior is notable for featuring an asymmetrical design as the driver’s seat is dressed in red leather and Alcantara upholstery, while the passenger seat dons black leather and Alcantara. There are also red accents on the steering wheel and dashboard as well as a retro-inspired wooden gear knob. Clark’s signature can be found on the dashboard, while a plaque highlighting his achievements in 1965 is integrated into the seats. The cabin also sports Clark Edition badging as well as carbon fiber treadplates noting the car is “1 of 60.” Since the special edition is based on the Emira V6, it features a supercharged 3.5-liter engine developing 400 hp (298 kW / 406 PS) and 310 lb-ft (420 Nm) of torque. It’s connected to a six-speed manual, which sends power to the rear wheels via a limited-slip differential. This should enable the coupe to accelerate from 0-60 mph (0-96 km/h) in 4.2 seconds, before hitting a top speed of 180 mph (290 km/h). Production will be limited to 60 units and the Clark Edition will be offered in select markets. Lotus didn’t elaborate, but mentioned pricing starts at £115,000 in the UK and €140,000 in Germany.

Toyoda defends Toyota’s multi-energy strategy and warns against an EV-only future approach

Chairman Akio Toyoda emphasizes that carbon neutrality remains Toyota’s top priority. He claims 27 million Toyota hybrids match the carbon impact of 9 million electric cars. Toyoda argues EVs raise emissions when powered by fossil-fueled electricity, especially in Japan. Electric vehicles may dominate headlines and political agendas, but the road to a cleaner future isn’t a one-way street. At least, not according to Toyota, the world’s best-selling brand and long-time champion of hybrid technology. While other automakers sprint toward full electrification, Toyota is still holding its ground, cautiously expanding its EV lineup while doubling down on hybrids. More: Toyota’s New Electric Flagship Sedan Takes A Shot At Tesla Model S Despite recent moves in China with the broader bZ series, Toyota has taken plenty of flak for its relatively slow EV rollout. But if you ask Chairman Akio Toyoda, there’s a method to what critics call hesitation. Known for his firm stance on a multi-energy strategy, Toyoda once again explained why Toyota hasn’t followed the all-electric herd. In an recent interview with Automotive News, Toyoda said, “When the term carbon neutrality became popular, we said as a company the enemy is carbon. We have to focus on what we can do immediately to reduce carbon dioxide. That is the basis of our decision. It has not changed and will not change.” Why Hybrids Still Matter Toyoda also pointed to Toyota’s history with hybrid vehicles. “We have sold some 27 million hybrids,” he said. “Those hybrids have had the same impact as 9 million BEVs on the road. But if we were to have made 9 million BEVs in Japan, it would have actually increased the carbon emissions, not reduced them. That is because Japan relies on the thermal power plants for electricity.” While the Toyota chairman didn’t break down the math behind those figures, he clearly wanted to show that EVs aren’t a silver bullet. Sure, battery electric vehicles offer zero tailpipe emissions, but that’s only part of the equation. The environmental impact of producing EVs and generating the electricity to charge them tells a more complicated story. Add to that the patchy state of charging infrastructure in many regions, and it becomes easier to understand why hybrids still make sense, at least for now. The recently facelifted bZ4x is one of the three electric models in Toyota’s European lineup. Toyota’s deep roots in hybrid development go back to the original Prius in 1997. Since then, hybrids have grown to become a major part of the company’s global sales. Today, hybrid variants are offered across nearly every Toyota model line. Demand is particularly strong in markets like Europe and North America, where self-charging hybrids are often seen as a practical, lower-commitment step toward electrification. More: Toyota Throws Gasoline On ICE vs EV Debate, Why Go All Electric When We Can Do Both? And while EVs continue to grab market share, there’s a sizable segment of buyers who remain unconvinced, whether that be due to cost, range anxiety, or lack of infrastructure. Toyota seems content to serve that middle ground. A Broader Strategy, Not a U-Turn Toyoda’s multi-pathway approach includes more than just hybrids. He’s also supporting plug-in hybrids, hydrogen fuel cell vehicles, battery EVs, and even combustion engines powered by synthetic fuels. For Toyota, it’s less about betting on a single winner and more about keeping all options open. “We should look at all options and work in all directions,” Toyoda said. “As a company, we have been very consistent in saying what we’re fighting against is carbon dioxide.” This isn’t new rhetoric from Toyoda. Last year, he made headlines for suggesting that even in the long term, fully electric vehicles will only make up 30 percent of global sales. He also warned that a sudden shift to an EV-only future could put 5.5 million Japanese jobs at risk. The Toyota bZ7 is a new flagship electric sedan for China.

Oshawa Assembly will lose a shift and focus on building trucks for Canadians

General Motors has decided to cut a shift at Oshawa Assembly in Canada. The plant builds the Chevrolet Silverado and tariffs are to blame for the move. Oshawa Assembly will now focus on building trucks for Canadian customers. General Motors continues to slash automotive production in Canada as the company has confirmed Oshawa Assembly will be reduced to two shifts. The automaker blamed the change on “forecasted demand and the evolving trade environment.” The latter is corporate jargon for Trump’s trade war and the Oshawa plant is being reoriented to build “more trucks in Canada for Canadian customers.” In essence, the company doesn’t want to import as many Chevrolet Silverado trucks from Canada as they used too. More: GM Pausing Canadian Plant, But Tariffs Are Least Of Its Concerns Despite losing a shift, GM said Oshawa Assembly’s future is secure as the plant will build “next-generation gas-powered trucks.” The automaker added they’ve been building vehicles in Canada since 1918 and are planning to continue doing so for another 100-plus years. Unifor was outraged by the move as the union’s national president, Lana Payne, said “We will not allow GM to barter Canadian jobs to gain Donald Trump’s favor. Cutting the third shift at Oshawa Assembly is a reckless decision that deals a direct blow to our members and threatens to ripple through the entire auto parts supplier network.” Payne went on to claim “Trump’s tariffs are designed to crush Canadian production” and said “GM doesn’t get a free pass to abandon its commitments.” She then threatened the “company has six months to fix this” and say “cutting jobs now has consequences.” While Unifor didn’t say how many jobs will be lost, CBC News put the number at 700 people. They’re expected to be out of work this fall, although the company promised to “support employees through the transition.” The move comes shortly after GM decided to pause production at CAMI Assembly in Ingersoll, Ontario. That plant builds slow-selling BrightDrop delivery vans and workers will briefly return in May, before production ends again to allow for retooling. When production resumes, the plant will be reduced to a single shift for the foreseeable future. At the time, Unifor said this would result in the “indefinite layoff of nearly 500 workers.”

The updated Model Y might have been why sales dipped in Q1 but something else is playing a role now

Tesla sales dropped 80.7 percent in Sweden and over 50 percent in France, Denmark. Its European sales declined for a fourth straight month, raising serious market concerns. Model Y’s refresh failed to stop the EV maker’s April slump across key European nations. Tesla’s sales slump in Europe isn’t letting up, and now it’s starting to look like more than just a temporary dip from the Model Y changeover. For the fourth month in a row, the EV company’s numbers are sliding in several key markets, and this time the declines are steep. In April, at least three major countries reported year-over-year drops of more than 59 percent. Tesla may be running out of time to figure out how to stop the bleeding. Read: Tesla’s In Crisis, How Would You Save It? Tesla’s sales are diving headfirst into the red. In France, deliveries were down 59.4 percent compared to April last year, with just 863 vehicles sold. Denmark saw a 67.2 percent decrease, bringing the monthly total there to only 180 cars. But, as reported by Reuters, Sweden takes the prize for most dramatic plunge: sales dropped 80.7 percent, from 1,052 units last April to just 208 this year. A Rougher Ride Ahead The broader trend doesn’t look much better. Tesla’s overall European sales dropped 28.2 percent in March, and April seems poised to show even worse results once full data is available. In Norway, figures from OFV show that Tesla’s market share has slipped from 18 percent to just 11 percent compared to the same period last year. Chinese automakers, meanwhile, have moved ahead, claiming 12 percent of Norway’s market. “Tesla is nowhere near the level we are used to; you can’t pretend otherwise,” OFV noted. Much of this feels like a perfect storm against Tesla alone. Tesla has chalked up its weak Q1 performance to a production switch from the outgoing Model Y to the updated version. But that’s only part of the story and it doesn’t apply to Europe which received the facelift model early on in the year. At the same time, it’s facing pressure from rival brands and even more from Chinese EVs that often sell for less. On top of all that, Elon Musk’s political views have distanced many of his customer base in the area. The best-selling cars and brands in Norway in April 2025 (OFV) That said, it’ll be interesting to see what, if anything, comes of this sales dip from an official Tesla standpoint. The company openly said that production slowdowns from the first quarter are done, so what will it say if this downward projection continues? Will it reverse course on its public statements about searching for a new CEO? How will it explain a sales dip when its most popular model, the Y, is struggling to sell despite just launching a heavily updated version? Only time will tell.

The plaintiff seeks to represent anyone who has purchased or leased an impacted Volvo model

The plaintiff says Volvo’s recall diminishes the resale value of his 2020 XC60. Vehicles impacted by the recall include the XC60, XC90, S60, S90, V60, and V90. Volvo says the short-circuit increases the chance of its PHEVs catching fire. In March, Volvo issued a global recall affecting nearly 73,000 of its plug-in hybrid vehicles due to a risk that they could short-circuit while parked and fully charged. Now, on top of the logistical nightmare of fixing that issue, the company is facing a lawsuit in Pennsylvania over the same alleged defect, albeit for a completely different reason. A class action lawsuit filed in the U.S. District Court for the Eastern District of Pennsylvania accuses Volvo of violating multiple laws related to the manufacturing, marketing, advertising, selling, and servicing of its plug-in hybrid models. The plaintiff, B. Saleh, claims Volvo has been aware of the issue for some time but failed to inform customers. Read: Volvo Tells Thousands Of Plug-In Hybrid Owners To Stop Charging Saleh currently owns a 2020 Volvo XC60 and claims he was never informed about a potential battery issue when purchasing the vehicle. Although this could simply be because Volvo itself didn’t know about the problem itself when he purchased the SUV, the class action claims that he and other owners have now been left with devalued vehicles. According to the complaint, resale value will drop regardless of whether the recall actually solves the problem. The issue reportedly stems from a potential short circuit in the high-voltage battery. Unlike typical hybrid battery placement, these batteries are located along the transmission tunnel instead of beneath the trunk floor. If these cells short-circuit, it could lead to “thermal runaway.” According to the class action, the failure has been caused by Volvo’s “improper engineering, design, or manufacturing.” Volvo’s recall process will include an inspection to identify any cell deviations in impacted vehicles, a software update, and potentially the fitment of a new battery module. The lawsuit says this recall will cost the plaintiff “hours of his time.” Saleh also isn’t happy he’ll need to arrange transport to and from a certified Volvo mechanic and the cost of towing, which could cost $4.75 per mile. More: Subaru Hands Out $5K To Owners While Lawyers Score $7.2M Payday The lawsuit seeks to represent a broader group of buyers and lessees of the affected models, which include the 2020–2021 S90, 2020–2022 S60, 2020–2022 V60, 2020–2022 XC60, 2020–2022 XC90, and the 2022 V90. It calls for a jury trial and is pursuing financial damages.

It’s hard to miss the similarities between the latest BYD Sea Lion 06 and the Genesis GV60, even if they’re divided by an ocean of cash

The BYD Sea Lion 06 is a new electrified SUV from China with styling that feels familiar. Its front end borrows heavily from Genesis, while the rear sports Bentley-inspired taillights. Buyers can choose between single or dual electric motors, or a plug-in hybrid powertrain. In a sea of reveals at the Shanghai Auto Show, it’s easy to miss a few standout vehicles, especially with the rapid-fire pace of new model debuts. But once the dust settles, a few interesting names float to the surface, one of them being the new BYD Sea Lion 06, a sharp-looking electrified SUV with a front end that feels like it wandered out of a Genesis design studio. More: Denza Z Is An Electric 911 Rival With A Fold-Away Steering Wheel The split LED headlights look straight out of the Korean luxury brand’s playbook, flanking a grille-free nose that closely resembles the refreshed Genesis GV60. But the Sea Lion 06 doesn’t go in for sleek coupe-SUV theatrics. Instead, it opts for a more upright SUV stance that gives it a bit more presence on the road, and maybe a bit more practicality too. Design Details with Familiar Influences A few other styling cues stand out, like the wraparound greenhouse and a set of full-width taillights that evolve the design language of the BYD Seal sedan. There’s even a nod to Bentley in the way the rear light bar is shaped, nothing over-the-top, but enough to suggest BYD’s designers have been paying attention to the high-end crowd. Step inside, and it’s a familiar sight for anyone who’s looked at a modern Chinese EV. The centerpiece is a 15.6-inch infotainment screen mounted to the center of the dash, a setup that’s practically standard at this point. What does break up the usual formula is the floating center console, fitted with metallic-look switchgear that feels like another subtle Genesis reference. As expected from BYD, the Sea Lion 06 comes equipped with its in-house “God’s Eye” advanced driver assistance suite. Two Powertrains, One Look BYD Underneath, the SUV rides on BYD’s updated e-Platform 3.0 Evo. Buyers can choose between a fully electric version or a plug-in hybrid (DM-i). The EV comes in both single-motor rear-wheel drive and dual-motor all-wheel drive configurations. Meanwhile, the plug-in hybrid pairs electric drive with a 1.5-liter gasoline engine. Despite these different drivetrains, the exterior remains identical across variants, BYD didn’t even tweak the wheel design for the sake of differentiation. More: BYD Changes Course After Realizing Not Everyone Is Ready For EVs As suggested by its name, the BYD Sea Lion 06 is positioned under the Sea Lion 07, although the difference in size between them is quite small. More specifically, the 06 measures 4,810 mm (189.4 inches) long, which is only 20 mm (0.8 inches) shorter than the 07. Still, the 2,820 mm (111.0 inches) wheelbase of the 06 is a 110 mm (4.3 inches) shorter than that of the 07. Even so, the Sea Lion 06 has a bigger footprint than rivals like the Tesla Model Y and the Genesis GV60, and its shape suggests it might be more suited to family duties than some of its sleeker competitors. As for pricing, BYD is aiming squarely at the value segment. In China, the Sea Lion 06 is expected to land between ¥160,000 and ¥200,000, which translates to roughly $22,000 to $27,500. Whether this electrified SUV makes its way to markets outside China, such as Europe, remains to be seen. The original Genesis GV60.

This might be the weirdest Honda in all of Tennessee and beyond

A two-door Honda Fit was modified to look like a miniature DIY Batmobile. The custom Honda Fit evidently sold for around $3,400 in Knoxville, Tennessee. This may be the most head-turning and bizarre Honda Fit ever built anywhere. If Bruce Wayne ever had to tighten the purse strings, this might be his ride. A wildly modified 2007 Honda Fit, sporting a hacked-up rear end and just enough comic book flair to raise eyebrows, recently sold in Tennessee for about $3,400. It’s part absurd, part inspired, and entirely hard to ignore. From the front, it’s just your standard first-gen Honda Fit. It has the bulbous headlights, wedge-shaped hood, and stock bumper that they all have. The front doors are even totally normal, but behind that, things take a sharp turn toward Gotham. The rear half of the car is completely different. More: Elvis’s Giant 41-Foot Cadillac Guitar Car Resurfaces After Vanishing For Decades Put simply, it’s chopped up and reshaped into a tiny Batmobile of sorts. It features exaggerated fins on each side above the wheels and lots of DIY fiberglass from the looks of it. The paint is a stealthy black shade. Notably, there are windows on the back section, and the rear tail lights appear unaltered somehow. Underneath the cosplay, it’s still a Honda. The odometer shows 107,000 miles, it’s got a manual gearbox, and that makes it perfect for everyday traffic or perhaps outrunning the Joker so long as he’s on foot. The seller, fully aware of this car’s head-turning potential, warned future owners: “don’t buy this car if you are a shy person!” Aside from the Caped Crusader cosplay, the car reportedly “runs and drives great,” according to the ad. It still gets 50 mpg, says the seller, which seems odd since Honda never claimed that at the time. Maybe it’s running some super-secret Wayne tech under the hood. We may never know. For $3,400 or best offer, this crime-fighter commuter found a new home—and probably a lot of new questions at every gas station along the way. No trades, no nonsense, just a straight-up sale of what might be Tennessee’s weirdest Honda. I almost feel bad not seeing this when I visited the area recently. I would’ve certainly tried to review it. Here’s to hoping that the new owner wears a cape everywhere they go. Would you drive this BatFit or would you run the other way? Credit: Adam Pigeon

If you missed out the chance to order one, Tesla has a few Launch Series models waiting for their first home

The Model Y Launch Edition is available for $52,490 with a $7,500 federal EV tax credit. All Launch Series models include the Acceleration Boost for a 0-60 mph in 4.1 seconds. In late January, Tesla rolled out the updated Model Y in the U.S. market, kicking things off with the limited-run Launch Series. This version was only available for a few months before the standard Long Range AWD version of the refreshed lineup followed. If you missed your chance to grab one, there’s still hope, as at the time of publishing, at least 18 are listed in Tesla’s U.S. inventory. We’ve been keeping an eye on the numbers, and it looks like Tesla continues to quietly add more every few days. Apparently, the company didn’t manage to sell through all of its special edition Launch Series models, which isn’t all that surprising considering the recent dip in its overall sales. A deeper dive into Tesla-Info’s current listings shows there are 117 examples of the 2026 Model Y sitting in inventory, ready for delivery without the need to go through the usual wait tied to custom orders. Among them, 18 are Launch Series editions, all listed at the original $59,990 sticker price. That drops to $52,490 if you qualify for the $7,500 federal EV tax credit Read: At $59,990, New 2025 Tesla Model Y Juniper Launch Series Is $4K Cheaper Than The Old One Buyers can choose between Quicksilver with 20-inch Helix wheels or Pearl White with the standard 19-inch Crossflow wheels. While the Launch Series came loaded with every major option included, Tesla still allowed some flexibility when it came to selecting colors, wheels and other select features. However, every model in this batch includes the Acceleration Boost and Full-Self Driving capability as standard equipment. These models are scattered across several states, including Connecticut, Massachusetts, New York, Rhode Island, New Jersey, and Washington, among others. All Model Y Launch Series models come equipped with dual-motor all-wheel drive and are rated for an estimated 327 miles (526 kilometers) of range with the 19-inch wheels, or 303 miles (488 kilometers) with the larger 20s. With the Acceleration Boost activated, they’ll go from 0 to 60 mph (0 to 97 km/h) in a quick 4.1 seconds with rollout, and reach a top speed of 125 mph (201 km/h). More: Seres 5 Crushes Tesla Model Y In Comfort But Loses The Battle Where It Counts Is the so-called Juniper Model Y better than the car it replaces? According to early reviews from both owners and journalists, the answer seems to be yes. The new Model Y is reportedly quieter, smoother to drive, and just looks more polished overall. Whether you’re a Tesla fan or not, there’s a growing consensus that the refreshed model is a strong step forward. Whether that justifies paying the premium for the Launch Edition really comes down to how much you value the standard features it includes. Technically, it saves you several thousand dollars compared to optioning out a standard Long Range AWD model, something that isn’t true for all the other inventory units currently available. If not, the standard LR is a much better value even if you miss out on the Acceleration boost that’s not yet available.

If the Camaro never returns, Collector's Edition models like this may continue to rise in value

Chevrolet offered just 350 units of the Camaro Collector’s Edition package. The muscle car is finished in Panther Black and has loads of carbon fiber. This Camaro has been sold for $119,000 twice in the past eight months. The Chevrolet Camaro is no more, and while that might be a tough pill to swallow for fans of the nameplate, it could be great news if you happen to own one of the final examples of GM’s last muscle car. Earlier this week, a low-mileage 2024 Chevrolet Camaro ZL1 Collector’s Edition traded hands for $119,000, which was almost $30,000 more than its original MSRP. For those that don’t know, Chevy introduced the Collector’s Edition of the Camaro in late 2023, designed to send off the legendary muscle car into retirement. Sold as an optional package on the LT/RS, LT1, SS, and ZL1 models, the Collector’s Edition was capped at just 350 units. Limited-edition models like this often aim to become instant collectibles, though they don’t always live up to the hype. This one, apparently, does. Read: Someone Paid $11K Over MSRP For A New 2023 Camaro In August last year, this very same car was sold on Bring a Trailer for $119,000, despite having an original price tag of $90,390. It was sold yet again this week, bringing home the same $119,000, having covered 19 miles (30 km) over the past eight months, with the odometer now showing 172 miles (277 km). It was sold with a clean Delaware title and appears to be in near-new, perfect condition. Bring a Trailer One of the main appeals here is that it’s painted in a special matte paint called Panther Black. This shade works wonders on a car like the Camaro and is complemented with a black stripe and several carbon fiber elements. The car also sits on 20-inch, split 10-spoke wheels and features Multimatic Dynamic Suspension Spool Valve dampers. It also has the same front splitter and rear wing as used by the ZL1 1LE. A handful of small changes were also made to the cabin. For example, there’s a special Panther badge on the steering wheel denoting this car as number 339 or the 350 built. It also has new floor mats, a suede steering wheel, and carbon fiber around the instrument cluster. Earlier this year, it was reported that plans had been scrapped for a next-generation version of the Camaro. While GM has denied these reports, there aren’t thought to be any official plans to revive the model. That means examples like this one could continue to rise in value. Bring a Trailer

It seems Hyundai's premiere hot hatch/sedan packs more a punch than the carmaker claims

The GR Corolla has more horsepower and torque than the Elantra N. These are two of the best bang-for-your-buck performance cars available. Toyota updated the GR Corolla last year with an 8-speed automatic. On paper, the updated Toyota GR Corolla with the available 8-speed automatic transmission should leave the Hyundai Elantra N for dead. However, results from a recent U-drag test performed by Edmunds prove that statistics are one thing, but real-world performance is something else entirely. Powered by a 1.6-liter turbocharged three-cylinder, the new GR Corolla pumps out 300 hp and 295 lb-ft (400 Nm) of torque. Not only that, but it comes standard with all-wheel drive and limited-slip differentials front and rear. Read: 2024 Hyundai i30 N Sedan Perfects Price-Performance Ratio By comparison, the larger 2.0-liter turbo-four of the Elantra N packs 276 hp and 289 lb-ft (392 Nm), although horsepower does increase to 286 hp for 20-second bursts with the N Grin Shift switched on. Alongside having fewer horsepower and less torque than the GR Corolla, it’s also only front-wheel drive. Off the line, one would expect the Toyota to have a massive grip advantage. While it did get a slight jump on the Hyundai, it was only ahead momentarily while the Elantra N struggled to get its power to the ground. Before long, the Hyundai overtook the Toyota and continued to stretch its advantage down the runway, allowing it to enter the U-turn section first and accelerate back to the start/finish line. It ends up winning by several hundred feet. The second race is much the same. The Toyota gets a slight jump off the line, but the Hyundai quickly storms past and never looks back, easily taking yet another win. Over the past couple of years, there have been many reports that Hyundai has severely underreported the power output of the Elantra N, and many dyno tests indicate this is true. It may not corner quite as hard as the Toyota, but it’s close. We’ll have the opportunity to test the 2025 GR Corolla in both automatic and manual guises in the next few weeks and will report back on how it performs. With the hot hatch market spicier now than it’s been in recent years, it better be good.

A Cybertruck was completely destroyed in a fire outside a Tesla store in Mesa, Arizona

Suspect allegedly started Tesla dealership fire using gasoline and fire-starting logs. Authorities say he had a dealership map and wore clothes matching security footage. US AG Pamela Bondi recently said authorities will not negotiate with Tesla attackers. Since Elon Musk aligned himself with President Donald Trump and began cutting funding and jobs through the so-called Department of Government Efficiency (DOGE), attacks and protests targeting Tesla have surged. Earlier this week, another Tesla vehicle was hit, and by Wednesday, the accused suspect had already been indicted by a federal grand jury. On Monday, Ian William Moses was accused of starting a fire at a Tesla dealership n Mesa, Arizona. According to federal prosecutors, Moses placed fire-starter logs near the building, soaked them in gasoline, and sparked a blaze that damaged the showroom and destroyed a Cybertruck parked outside. Read: Cybertruck Owner’s Nazi Salutes Destroy His Business Overnight After Brutal Yelp Firestorm Security footage reportedly caught someone in a black mask, hooded sweatshirt, and baseball cap near the scene. About 90 minutes later, local police arrested Moses, who was allegedly wearing the same outfit. Authorities say he also had a hand-drawn map of the dealership in his pocket, which sounds like something out of a low-budget spy movie, minus the intrigue. He’s now been charged with five counts of maliciously damaging property and vehicles in interstate commerce by means of fire. Each count carries a fine of up to $250,000 and a prison term between five and 20 years. Department of Justice “There is nothing American about burning down someone else’s business because you disagree with them politically,” US Attorney Timothy Couchaine said in the case. “These ongoing attacks against Tesla are not protests, they are acts of violence that have no place in Arizona or anywhere else. If someone targets Tesla with violence, they will be found and confronted with the full force of the law.” This indictment comes less than a month after U.S. Attorney General Pamela Bondi issued a public warning to would-be attackers of Tesla facilities or vehicles: “We will arrest you, we will prosecute you, and we will not negotiate. Crimes have consequences.” Photos DOJ

Last month marked Kia’s best April on record, even as EV9 and EV6 sales plunged

Kia has sold 21,994 examples of the K5 during the first four months of the year. Sales of the K4 have also jumped, with 50,100 finding new homes already this year. Kia has also reported strong sales of the Sportage, Telluride, and Carnival. Some automakers were ready to throw the sedan into the history books years ago, but Kia clearly didn’t get the memo, and it’s paying off. Recent sales data shows that if a brand can build a sharp-looking, well-priced sedan, buyers are still eager to show up. Through the first four months of 2025, sales of the Kia K5 have surged, while the newer and smaller K4 is also showing strong momentum. After a successful 2024, from January through April this year, Kia sold 21,994 units of the K5, a staggering 210% increase over the 7,086 sold during the same period last year. April alone accounted for 6,248 of those sales. Read: 2025 Kia K5 Flaunts Fresh Looks, Trades Base Turbo For Naturally Aspirated Four The K5 received a mid-cycle update in the second quarter of 2024, gaining updated styling and a slightly higher price. It appears the changes hit the mark, particularly in the U.S. market where midsize sedans are increasingly rare but still in demand when done right. Looking at Kia’s overall performance, the automaker sold 273,649 vehicles through April, up 12% from 245,375 during the same period last year. April marked Kia’s best April on record, with 74,805 units sold, a 14% increase over April 2024. Among Kia’s SUV offerings, the Sportage led the way last month with 16,178 units sold, a solid 18% increase from 13,739 a year ago. It was followed by the K4 (13,097, up 6%), Telluride (10,860, up 21%), and the Sorento (9,659, up 11%). The Carnival also posted a major gain, with 6,405 units delivered, up 79% from 3,588 last April, and a 60% increase year-to-date (20,977 vs. 13,126). EVs Face Headwinds, Declines Across the Board Not all the news was positive. Kia’s electric vehicles are facing steeper challenges. Sales of the EV9 collapsed by 85% in April, down to just 232 units from 1,572 the previous year. Year-to-date, the EV9 is down 29% (3,979 vs. 5,579). The EV6 saw a 68% drop in April sales (656 vs. 2,051) and a 28% year-to-date decline (4,389 vs. 6,110). Several gas-powered models also saw declines. The Soul dropped 11% in April (5,069 vs. 5,708), and is down 10% year-to-date. The Seltos fell 29% in April (4,051 vs. 5,672) and 25% for the year so far (15,423 vs. 20,455). The Niro, straddling hybrid and electric markets, is down 22% in April and 29% year-to-date. KIA USA SALES Model Apr-25 Apr-24 Chg YTD-25 YTD-24 Chg EV9 232 1572 -85% 3,979 5,579 -29% EV6 656 2,051 -68% 4,389 6,110 -28% K4/Forte 13,097 12,360 6% 50,100 45,983 9% K5 6,248 333 1,776% 21,994 7,086 210% Soul 5,069 5,708 -11% 16,346 18,160 -10% Niro 2,350 3,031 -22% 7,466 10,506 -29% Seltos 4,051 5,672 -29% 15,423 $20,455.00 -25% Sportage 16,178 13,739 18% 57,473 51,025 13% Sorento 9,659 8,668 11% 34,795 30,912 13% Telluride 10,860 8,949 21% 40,707 34,527 18% Carnival 6,405 3,588 79% 20,977 13,126 60% Total 74,805 65,754 14% 273,649 245,375 12% SWIPE

The incident took place during early morning hours in New South Wales, Australia

A tandem rig spilled 1,650 pounds of scrap metal on the M1 Pacific Motorway in Australia. Over 350 vehicles were damaged by the sharp debris scattered across a stretch of 19 miles. The incident caused massive traffic delays and a 10-hour-long road closure for cleanup. A bizarre incident unfolded earlier today in New South Wales, Australia, when a truck spilled its load of scrap metal across the highway, leaving thousands of motorists stranded during the morning commute. The debris punctured hundreds of tires and brought traffic to a standstill. The tandem rig was heading southbound on the M1 Pacific Motorway around 5:00 a.m. when the rear door of its trailer reportedly failed. Unaware of the problem, the driver continued down the highway, scattering sharp pieces of scrap metal along a 30-kilometer (19-mile) stretch between Wyong and Mooney Mooney, north of Sydney. More: Massive 200-Car Pileup On Chinese Bridge Blamed On Heavy Fog As drivers followed behind, many rolled straight over the debris. Some vehicles suffered multiple punctures, with some reportedly losing all four tires. According to local authorities, more than 350 vehicles were hit, many left immobile on the roadside for several hours. Police say the number could climb further as more drivers discover damage after parking or returning to their vehicles. The fact that the incident happened before the morning commute made matters even worse, with thousands of vehicles being stranded in traffic. The police were forced to close down the affected stretch of the M1, with the closure lasting around 10 hours. In total, it is believed that approximately 750 kg (1,650 pounds) of scrap metal were spilled from the truck, making it really hard for the authorities to clean up. The debris was eventually removed using large magnets mounted on sweep trucks. Australian trucking company NJ Ashton issued a public statement confirming that one of its vehicles was responsible for the spill. The statement read: “‍We’re taking full responsibility for what’s happened and are very sorry for any damage and disruption that’s been caused.” More: 42 Vehicle Pileup Causes Chaos In Hungary, Sparks Massive Fire ‍Speaking to Australian media, the company’s owner apologized for the disruption. He also assured the public that their insurance would cover all reasonable costs. In a gesture of goodwill, he also offered affected drivers a complimentary lunch. The experienced truck driver involved claimed the load was properly secured before departure, suggesting the incident may have been caused by mechanical failure. NJ Ashton assisted in the cleanup and is now investigating what went wrong: “We still don’t fully understand how this occurred. At this stage it appears to have been an accident.” Fortunately, no injuries were reported, despite the sheer number of flat tires scattered along one of the region’s busiest highway stretches. Lead Image: NSW Rural Fire Service / Facebook

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We're back! And it's another Sprint weekend in Miami. 🕒 SESSION TIMES Day Session Time (UTC) FRI Free Practice 1 16:30 FRI Sprint Qualifying 20:30 SAT Sprint 16:00 SAT Qualifying 20:00 SUN Race 20:00 Click here for start times in your area 🏁 RACE INFORMATION Track: Miami International Autodrome Location: Miami, Florida Race laps: 57 Lap length: 5.412km Race distance: 308.326km Lap Record: 1:29.708, Max Verstappen 2023 ⏪ LAST TIME AROUND Pole position: 1:27.241, Max Verstappen (Red Bull Racing) Race winner: Lando Norris (Mclaren) Fastest lap: 1:30.634, Charles Leclerc (Ferrari) 📺 WHERE TO WATCH? F1 is broadcast on F1TV and through several local broadcasters. Click here to find out if F1TV is offered in your region. Click here to go to the full list of broadcasters. Streams and downloads are not welcome on r/Formula1. Requesting and sharing streams and/or downloads will be met with immediate bans. ❤️ GOOD CAUSES 🇺🇦 Want to support Ukraine? Here's a list of charities. 🏳️‍🌈 Support Stonewall to help improve the lives of LGBTQ+ people. submitted by /u/AutoModerator [link] [comments]

Welcome to the r/formula1 Daily Discussion / Q&A thread. This thread is a hub for general discussion and questions about Formula 1, that don't need threads of their own. Are you new to Formula 1? This is the place for you. Ever wondered why it's called a lollipop man? Why the cars don't refuel during pitstops? Or when Mika will be back from his sabbatical? Ask any question you might have here, and the community will answer. Also make sure you check out our guide for new fans, and our FAQ for new fans. Are you a veteran fan, longing for the days of lollipop men, refueling during pitstops, and Mika Häkkinen? This is the place to introduce new fans to your passion and knowledge of the sport. Remember to keep it civil and welcoming! Gatekeeping within the Daily Discussion will subject users to disciplinary action. Have a meta question about the subreddit? Please direct these to the moderators instead. submitted by /u/F1-Bot [link] [comments]

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A serious question, does no one handling the tv direction know what is important in the sport? Week after week it's the same thing. And for the most part we get to see each drivers 7 seconds of the lap. I'm not one to normally complain but the amount of money put into this sport, why can't we show it properly? submitted by /u/saltf1sk [link] [comments]

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