Yes, the sales of little Japanese Kei trucks (it’s pronounced “kay”) were up in 2023, one reason they have been getting a lot of attention from the media. The compact haulers, built to conform with Japan’s keijidōsha class of light vehicles, are practical as well as cheap and charming, so smitten American buyers have been importing them from their home markets at a higher rate. But we should keep things in perspective: According to the Japanese Used Motor Vehicle statistics, 7594 Kei trucks were imported into the U.S. last year. Ten years ago, before many of these Japanese market vehicles met the 25-year age limit to legally import into the U.S., that number was 797.

Meanwhile, Ford sold 750,789 new F-150s in 2023. Those who suggest that the backlash from state governments seeking to keep Kei trucks off the road is even partly motivated by the desire of manufacturers of full-sized pickups to keep the market for themselves, a view that has also been represented in the media, are probably incorrect.

Governments keeping them off the road is the other reason the tiny, right-hand-drive Kei trucks have been in the news, and we blame Rhode Island. While the federal government writes the rules controlling the importation of foreign market vehicles like Kei trucks, it’s up to individual states whether or not you can register and drive them on the road. According to multiple sources, Kei trucks are street-legal in 19 states. But in Rhode Island there are only 30 or so Kei trucks on the road so, as they’ve done in many places, Kei trucks have sort of driven under the radar when it came to the law.

Until this happened, as told last month by the Providence Journal: “Imagine this: You import a mini-truck from Japan after calling the Rhode Island Division of Motor Vehicles and being assured that you’ll be able to register it here. Several years later, you receive a notice from the DMV: The Japanese mini-truck’s registration has been revoked, and you’ll need to hand over the license plates.”

One of those owners was a constituent of State Senator Louis DiPalma, who began asking questions. Apparently, the state DMV had, since 2021, been re-evaluating its decision to issue registrations for Kei trucks based on existing law, and recently started demanding that owners return their license plates.

Publicity ensued, and the story was picked up by a raft of media sources, and officials in other states began asking questions about what their DMVs were doing about the danger represented by allowing Kei-sized vehicles on the road. Citizens began picking sides, and the next thing you know, outlets like NBC News and The Economist are reporting on the Kei kerfuffle.

And the whole mess is confusing. In Wyoming, you can drive your Kei truck on any road but an interstate highway. In Georgia, the Motor Vehicle Department conclusively insists that Kei vehicles “are not ‘street legal.’ Kei vehicles are barred from titling and registration.” That said, “…both customers and county tag offices have been confused by the title and registration laws relating to these vehicles. Due to this confusion, certain customers have successfully, albeit unlawfully, had their Kei vehicles titled and registered in Georgia.” Gee, whose fault is that?

Angry Kei truck owners have pointed out that motorcycles and scooters are allowed on public roads, as are hundred-year-old, 20-horsepower Ford Model Ts: Are they any safer than a Kei truck? In some states, the battle over Kei rights is getting downright contentious. Kei truck owners are banding together to advocate for fair treatment; the Texas Kei Vehicle Advocates, for example, report that they’ve already been successful in getting the state to reverse its ban on titling Kei trucks. A memo issued April 4 by the Texas Department of Motor Vehicles said, “The department has revised the titling and registration requirements for these vehicles. Effective immediately, mini vehicles are required to be titled and must be registered if operated on public roadways.”

This cultish American enthusiasm for Kei trucks likely calls for an explanation. While we are talking about the tiny, single-cabover pickups or microvans that you’ve likely seen, say, doing maintenance on a golf course, “Kei” refers to more than that.

Kei is short for kei jidōsha, which is Japanese for “light motor vehicle.” A vehicle that is considered a Kei—and this has changed over the years, dating back to 1949—is, since late 1998, the following: Has an engine no larger than 660cc (about 40 cubic inches); no more than 63 horsepower; is no longer than 3.4 meters (just over 11 feet), and no wider than 1.48 meters (just under five feet). By comparison, the 2024 Nissan Versa, one of the few remaining small cars sold here, is 14.7 feet long and has 122 horsepower.

Since—obviously—the tiny Kei is not built to the U.S. Federal Motor Vehicle Safety Standards, only Kei vehicles that are older than 25 years can be imported into the U.S., because vehicles that elderly aren’t subject to FMVSS. That’s why the newest Kei vehicles you see for sale in America are typically 1999 models.

There are also Kei cars, including some sporty ones like the Honda Beat and Suzuki Cappuccino convertibles, and the Autozam AZ-1, built by Mazda and featuring gullwing doors: Those three are especially appreciated by American collectors, and quite a few have been imported. Decent Beats and Cappuccinos start at under $7000, while the rare Autozam AZ-1 starts at about $12,000, and can climb to over $30,000.

But it’s the Kei truck that is pulling in the (relatively) big numbers, and there are many companies in America that want to sell you one. Among them is Japan Car FL, based in Oldsmar, Florida, just south of Tampa. They have been importing JDM (Japanese Domestic Market) vehicles since 2018. The small, family-owned company advertises that they are licensed, bonded and insured, which is important in the JDM world, because not every company is.

Among Japan Car FL’s Kei vehicles is a 1999 Honda Acty Kei truck with four-wheel-drive, air conditioning and custom wheels for $10,850, and an air-conditioned 1999 Subaru Sambar Classic Kei microvan for $12,250. Each, says Japan Car FL, “comes with a clean Florida title, and is ready to be driven home on the day of purchase.”

While Japan Car FL handles all types of JDM imports, the business is driven by Kei trucks and microvans, said owner Lana Kashchuk. “There has been an increase in queries as they become more and more popular. It’s the top seller.”

Buyers vary. Some customers use them for work—Kei trucks are affordable, maneuverable, and their small engines are easy on gas. Many have six-foot beds that rival bigger trucks in cubic-foot capacity. “We have a lot of small business owners who buy them for tree-trimming, pool service, that sort of thing. But we also have customers who use them instead of golf carts locally to take them shopping or to Home Depot, or they drive them on weekends to go to the beach,” Kashchuk said.

There’s no problem in Florida—for now, anyway—to get them registered and tagged. The state now officially refers to them “mini trucks,” for use on roads where the speed limit is 35 mph or less. “But at the same time they are not branded as ‘low-speed vehicles’—they are not golf carts, so they get a regular tag and a regular title,” she said. “We have a lot of customers who aren’t having any problems or issues because they have a license plate like any other car, and they have a title like any other car, but it says ‘MT’—mini truck.”

Modern Kei trucks and microvans have no problem keeping up with the normal flow of traffic—that 1999 Subaru Sambar Classic, for instance, has 54 horsepower, and is good for 70 mph. Yes, they may technically be limited to roads where the speed limit is just 35 mph, but many traffic officers will look the other way as long as a Kei isn’t holding up the show.

As in most states, you can’t register a vehicle in Florida without proof of insurance. You can insure Kei trucks, but you may have to shop around for an agent familiar with the category, Kashchuk said. “It all depends on the agent. He or she might be confused about the shorter VIN number—because it isn’t the usual 17 digits and letters like a typical U.S. car, and because they may have a model name that is not familiar to them, not in their system.” As far as financing, Japan Car FL works with several companies that make loans on Kei trucks.

Even as states struggle to decide exactly what a Kei truck should—or should not—be allowed to do, there will likely still be a market for them, if for no other reason than because they are reasonably affordable. And cute.

Oh, and what’s happening in Rhode Island, where this confusion arguably began? Senator DiPalma is co-sponsoring legislation that would restore the ability of Kei truck owners to register their vehicles, and get license plates. That’s the good news. The bad news for Kei lovers: The new law would only apply to the 30-odd Kei trucks that are already on the road there, for use “until they can’t function anymore,” DiPalma said. There is no provision for adding any new Kei trucks to Rhode Island roads.

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A glowing review? Sure, you can call it that. We published it on April 2, 2023. The second-generation BMW M2 is “The M car to get, and the one that tracks most closely to enthusiasts’ image of the brand,” we wrote. The M2 “remains the pure driving enthusiast’s choice in BMW’s lineup.”

So what can the 2025 BMW M2 do for an encore? An extra 20 horsepower, for one thing, upping the muscle from 453 horses to 473. Which lowers the 0-to-60 mph time to 4.1 seconds, a tenth of a second quicker with the manual transmission, and quicker still with the M Steptronic automatic transmission at 3.9 seconds.

Called in the business a “mid-cycle refresh”—which happens when a manufacturer updates a current vehicle to keep it interesting until the arrival of the next-generation model— BMW has tweaked that second-gen M2, introduced in 2023. The worldwide launch of the ’25 model happens this August. It will continue to be built in BMW’s plant at San Luis Potosí in Mexico, alongside a similarly-refreshed 2 Series Coupe.

As far as increased performance goes, that added horsepower can come with more torque, too, but at an experiential price. Torque remains a healthy 406 lb-ft in the manual, but opt for the M Steptronic plus the no-extra-cost Drivelogic feature that enhances the Steptronic’s shifts, and the torque jumps to 443 lb-ft. BMW also says that “advances have been made with the accelerator mapping and response in all the drive modes selectable via the M Setup menu,” resulting in a quicker response when you hit the accelerator, regardless of which transmission you have.

Aside from that, the powertrain is untouched—it remains a twin-turbo 3.0-liter inline six-cylinder engine, connected (thankfully) to a standard six-speed manual transmission, or the eight-speed M Steptronic.
Other updates for the ’25 model include new design accents for the exterior and interior, four new exterior colors, and the introduction of BMW Operating System 8.5 to support the latest generation of BMW iDrive. We’ll be interested to see how OS 8.5 works; in our review of the 2023 model, we reported that the “iDrive 8 interface is reasonably intuitive,” but that leaves some room for improvement.

More digital controls have been added, including for the seat and steering wheel heat and the climate control system itself, thus reducing the number of buttons and switches. The instrument panel has also been redesigned, and there’s a new flat-bottomed steering wheel. Apple CarPlay and Android Auto remain as standard equipment.

Wheels are double-spoke alloys in Jet Black or a bicolor finish, or—and this is new—a bright silver finish. The M quad tailpipes will be finished in black, and the model designation badges, located on the trunk lid and grille, are also now black, bordered in silver.

And those four new colors we mentioned: Java Green metallic, Voodoo Blue, Grigio Telesto Pearl Effect metallic and Twilight Purple Pearl Effect metallic. If you can guess exactly what those colors look like from their names, congratulations.

In all, probably not enough enhancements here for 2025 to make you trade in your 2023 or 2024 BMW M2, unless 20 more horsepower means that much to you. As expected, the price goes up, but not by a whole lot: The 2025 M2 starts at $64,900, plus $1175 destination and handling. The second-gen model was introduced for 2023 at a base price of $62,200, plus $995 destination and handling.

When it comes to four-wheel transportation that just makes you smile, the BMW M2 has been doing that since it was introduced as a 2016 model. We see no reason why that won’t continue.

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BMW is refreshing its sporty smaller coupes with a “focus on digitalization.” The big news is BMW’s new iDrive 8.5 with QuickSelect: It operates the interface on the curved 12.3-inch Information Display and 14.9-inch Control Display, and that now means fewer buttons and knobs—climate control, seat heating functionality, and optional steering wheel heating all use the touch-screen Control Display or voice commands using BMW Intelligent Personal Assistant.

BMW says that its Operating System 8.5 allows interaction with the driver using natural language via said Intelligent Personal Assistant. Both the Information Display and the Control Display are highly configurable, and QuickSelect shortcuts can keep frequently used menus in easy view, without delving deeper into submenus. Also helping to keep the driver focused on the road, the full-color BMW Head-Up Display works with the navigation system and is supplemented by the Augmented View function to deliver real-time information like directional arrows.

Aside from the tech that makes more thorough use of the large screens, 2025 BMW 230i models come standard with heated sports seats for the driver and front passenger, and offer a choice of four colors of perforated SensaTec upholstery, including new Tacora Red, along with four colors of Vernasca leather. M Fine Brushed Aluminum trim is now standard in M240i models, with two options for open-pore wood trim available on all 2 Series Coupes. Carbon Fiber trim is optional as well, but only on M240i models.

230i buyers can opt for the M Sport Package, which comes standard on M240i models. It brings front air intakes, side skirts, and a rear apron with a “diffuser-like” insert. Inside, it replaces the new two-spoke steering wheel with the new M leather steering wheel that comes standard on M240i. The M wheel is distinguished by its flat bottom, red center marker, and BMW M tricolor contrast stitching. Additionally, an M Sport Professional Package is available on all BMW 2 Series Coupes. It adds M Shadow Line lights, a black M rear spoiler, and Extended Shadowline trim to compliment M Sport brakes. Those brakes are already standard on M240i models, but they’ll get red calipers. 230i models equipped with the M Sport Professional Package can also opt for red or blue calipers.

Two new metallic paint colors are available for 2025 2 Series Coupes, Vegas Red and Skyscraper Grey, while two BMW Individual metallic finishes, Frozen Pure Grey, and Frozen Portimao Blue II, are also available. Zandvoort Blue, previously exclusive to the M2, can now be selected on the M240i.

2025 230i models are powered by a turbocharged 2.0-liter four-cylinder that produces 255hp and 296lb-ft of torque, a 14hp improvement over its predecessor. The M240i models use a turbocharged 3.0-liter inline-six that cranks out 382hp and 369lb-ft of torque, equalling the output of the current M240i models.

The base MSRP for the 2025 BMW 230i, including destination, will be $40,375, with the M240i starting at $51,275. Adding xDrive all-wheel-drive to either model will cost $2000. The new BMW 2 Series Coupe will be built in San Luis Potosí, Mexico, and should arrive at dealerships starting this August.

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BMW has two factory entries in the Hypercar class at this week’s 24 Hours of Le Mans, one of which will be adorned with the art of Julie Mehretu. BMW revealed this M Hybrid V8, its 20th Art Car, at the Centre Pompidou in Paris on May 22nd and subsequently shared it at Concorso d’Eleganza Villa d’Este at Lake Como, Italy later that week. Mehretu met with media at Villa d’Este and talked about her first rolling work of art and how the process gave her a new appreciation for the automotive world.

Mehretu, a New York-based contemporary artist, originally declined BMW’s offer to create the latest Art Car. She was unanimously selected by an independent jury of international museum directors for the role in 2018. During the Covid pandemic lockdown in spring 2020, she reconsidered: I was checking in with a lot of the people that I went to for guidance . . .  I think all of us were doing that around the world to make sense of this time when we [had been] hypermobile. And then the next thing you know, we’re all sheltering in place and under strict quarantine. I was thinking these are the times where you push yourself, and so while we’re all sheltering in place to think about mobility became a really interesting space. I thought, just take this [commission] and open up a new door.

She knew nothing about racing but became a racing fan: I really enjoyed going to the pit stop [at the 2023 Rolex 24 at Daytona] and seeing the numbers of people who work in there that are all communicating in some way or another with the vehicle itself and with the drivers [and realizing] that it is a team sport in that way. Going to Daytona was exhilarating—it was so much fun.

Although the Art Car debuted in May, Mehretu says it will not be done until after it races at the 24 Hours of Le Mans: The car will go through many transformations. Even the drivers you see going in and out of the car will mark up the car, and I made marks in that area thinking about that. There’s all the debris from the [track], the exhaust on the back, the car comes out just looking very different and we’ve discussed leaving it that way—you know, we’ll see what it looks like. If there are too many insects, we might have to do a little bit of hand washing, but we’ll see. I think with all of the [BMW Art] cars, the car has gone through the experience of the painting. The painting has transformed and marked up the car and then the painting—the car—will go through the race as the second major project [the first project being the wrap], and then it will be finished.

Her nephew, a car geek, was instrumental in helping her decide to take the BMW Art Car commission: My brother loves cars, and since my nephew was a child, tiny cars, toy cars, were always in his hands. That would be his meditation: Parking about 100 or 150 different toy cars in different configurations. He’s here with me [in Europe, for the Art Car’s debut] and he’s part of the reason I’ve done this project. He really was like, “please don’t say no, don’t say no. This is one of the things you should do!” And he’s loved it.

How she conceived the BMW Art Car in her studio: I had a scale model [of the BMW M Hybrid V8 race car] in the studio for a long time. I would just push the model around on a cart and it would go in front of different paintings at different times. And I just kept it there while I was working for the whole year. And then, about six months in, I saw this painting in front of it and then just thought of them together—I felt like the car could actually experience the painting. At first, I didn’t know how we were gonna approach that. [My assistant] Jackie Furtado worked with me on the digital sketches that [BMW] gave us, the vector files and the 3D model. And we were able to simulate how the car could go through the painting as a portal.

Mehretu also designed the racing suits and helmets that the three drivers— Sheldon van der Linde (South Africa), Robin Frijns (Netherlands), and René Rast (Germany)—will wear at Le Mans; she is an honorary fourth driver. I worked with another person who used to work at my studio, Minnie, who is now working on her own in fashion and apparel. She came back and we worked together on the driver’s uniforms, or overalls, and then the helmet as well. I know the helmets are very special, so we had a meeting with the drivers on Zoom. Each driver, from the different places that they live, showed their own helmets. And we tried to do something different on each helmet according to who they were.

Mehretu wanted to change the appearance of spare body parts for the race car, but Le Mans regulations prohibited it: One desire I had, and BMW tried really hard to get this to happen, was for the spare parts for the car—I wanted to do them in the ghost of the painting. So, they would be the negative of the car. If a part of the car had to be replaced, it would be replaced by its ghost, so the car would also shift and [change] shape through the race. We couldn’t do that; we tried hard. [It would have made it] part of this active performative painting, but in that sense, it’s ok. I mean, the point is to win, not to be disqualified.

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If the headline didn’t get your attention then the sight of a Ferrari Testarossa being cut up surely will.

The mid-engined supercar was the centerfold star of many a young boy’s bedroom wall and now one fan is having his 1987 example turned into a targa by coachbuilder Niels van Roij Design.

The Dutch designer has become the go-to guy for one-off Ferrari conversions having previously created a Breadvan Hommage from a 550 Maranello and a Daytona Shooting Brake based on a 599 GTB.

This time there are still 12 cylinders in play, but in a flat formation behind the passenger cell and with the rosso engine covers looking like they’ll be on proud display. As well as cutting away a section of the roof work-in-progress photos show that the engine lid is being redesigned. In other images the front wings have been removed and the interior has been gutted suggesting that there’s much more to the design that just chopping the top off.

The car has been named the Guida Touring Sport and its development is being documented on van Roij’s social media platforms, Facebook, Instagram and X.

“This project exemplifies our dedication to pushing the boundaries of automotive design while paying homage to the rich history of this iconic sports car,” says van Roij. “The Targa conversion not only enhances the driving experience – just listen to that twelve-cylinder – but also celebrates the spirit of individuality and passion for bespoke automobiles.”

The project is a close collaboration with a British collector who lives in Andorra, so when the car is complete he can enjoy the fresh mountain breeze as he tackles the Pyrenees principality’s steep switchbacks.

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British race car driver Jamie Chadwick continued her American invasion last weekend with a history-making win in the Indy NXT Series, which used to be called Indy Lights. It’s the developmental feeder series for IndyCar, and many of its graduates have gone on to solid IndyCar careers, recently including Kyle Kirkwood and David Malukas, and in less recent history, Josef Newgarden, Scott Dixon, Helio Castroneves, Pato O’Ward, Marco Andretti, James Hinchcliffe, Colton Herta and Tony Kaanan.

Chadwick, who drives for Andretti Global, qualified on the pole for the Grand Prix of Road America, a 20-lap race on the tough Wisconsin road course. She is only the third female driver to win in the NXT/Indy Lights series, with the first being Ana Beatriz, who won in 2008 and 2009, and Pippa Mann, who was the most recent winner in 2010. Those wins were on oval tracks, so Chadwick becomes the first female driver to win on a road course.

“I have no words,” Chadwick said after her victory on Sunday. “Honestly, I’m a bit emotional. We’ve had an unbelievable car this year and just haven’t been able to do anything about it. I’m just so happy we held on there.”

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She beat Andretti Global teammate Louis Foster by 0.82 seconds, with Jacob Abel in third. Foster and Abel already have two wins each this season, and are the top two in the points, with Abel leading.

This is the second NXT season for Chadwick, 26, after winning three championships in the Europe-based, all-female W Series. That series was cancelled after three seasons for lack of finances, and last ran in 2022, when Chadwick returned with support from Caitlyn Jenner to win her third championship, this time for the newly-formed Jenner Racing team. The W Series was essentially replaced by the female-only, F1-backed F1 Academy in 2023. F1 Academy is on the Formula 4 level, considered a step down from the competition in the W Series.

Prior to racing in the W and NXT Series, Chadwick competed mostly in Europe, but she had several starts in the F3 Asian Championship. She has also been a development driver for the Williams F1 team, and a test driver for the NIO Formula E team. Chadwick co-drove an Aston Martin to a win in the Silverstone 24 Hours in 2015, and to fifth in class in the 2019 running of the 24 Hours of Nürburgring. She’s also competed in Extreme E, the electric off-road series.

Additionally, Chadwick is also the official advisor for 17-year-old Lia Block, daughter of the late stunt driver and rally racer Ken Block, as she competes for Williams in the F1 Academy series this season. After four of the scheduled 14 races, Lia is 14th in points out of 17 drivers.

Chadwick moved to the NXT series in 2023, where she had a best finish of sixth, and ended the season 12th in points. It took her a while to get acclimated to U.S. tracks and the NXT car, which is a Dallara chassis with a turbocharged 2.0-liter Mazda-AER four-cylinder, with six-speed gearbox. The series is owned by IndyCar, which means it’s owned by Roger Penske. Her best finish this season had been third on the Indianapolis Motor Speedway’s road course.

While Chadwick led Sunday’s race from the pole and never gave up the lead, it wasn’t easy. A crash on lap 16 caused officials to fly the red flag, stopping the race to allow for a clean-up and ensure that it wouldn’t finish under a caution flag. It was restarted with two laps to go.

“With the red flag at the end, I was like, ‘Come on!’” Chadwick said. “We started to lose the tires a little bit. I just knew I had to be aggressive. I knew they [Foster and Abel] have a championship to worry about, and I just had to get my head down. I really wanted to win today.” The victory moved Chadwick up to ninth in points.

This was the sixth race in a 13-race NXT season. Next up is a doubleheader at WeatherTech Raceway Laguna Seca on June 22-23.

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Willow Springs International Raceway, located about 60 miles north of Los Angeles in Kern County, California, has hosted almost every type of road race since it opened in 1953. Everything from Can-Am and Trans Am to go-karts and Spec Miatas have plotted for position and hustled around the seven tracks at the facility. Bill Huth purchased the site in 1962 and it has been in the Huth family ever since. Now, nine years after Bill Huth’s passing, the family is offering up the race facility and its several tracks to the highest bidder.

The facility at Willow Springs is famous for its fast, sweeping, 2.5-mile “Big Willow” race track, also known as “The Fastest Road in the West.” The course wraps up the side of a hill and back down, creating elevation changes that keep the course interesting. The quick turn eight, followed by the decreasing-radius turn nine that leads onto the front straight, has bruised plenty of egos and wrinkled multiple fenders. It remains a racer favorite.

The facility is more than the main road course, however. Street of Willow is another fun, challenging track that is smaller and tighter. It was added to the facility in 1988. Horse Thief Mile, perched further up the hill, was added in 2003. Two oval tracks, dirt and paved, a kart track, and a pair of skid pads that can be used as an autocross track are also located on the 600-acre property along with paddocks, a restaurant, and several restrooms.

With all of those facilities and its proximity to Los Angeles, it’s no surprise that Willow Springs has been a favorite location for many Southern California media outlets, including film production and automotive testing for magazines and award-winning YouTube channels. There’s no asking price listed, and we have no idea what it would take to acquire such a big chunk of land and several tracks, but some of our favorite stories have come from our on-track experiences at Willow Springs. We hope that whoever buys the facility will manage it successfully and keep the fabulous tracks humming with events.

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If you plan to win one of the two inaugural Ford Mustang Challenge races this weekend at the Mid-Ohio Sports Car Course, you’ll have to beat one of the biggest names in Ford Motorsports.

No, not a professional race car driver, but the chief executive officer at Ford, Jim Farley. It shouldn’t come as too big of a surprise that the company CEO wants to compete—Farley is no stranger to racetracks, especially historic racing, competing in cars from his collection that include a 1965 Ford GT40, a 1966 427 Cobra, and a 1978 Lola 298.

“This is an amazing time for Mustang as we grow our family to include grassroots racing all the way up to the Mustang GT3 which will compete at Le Mans next week,” Farley said. “Like all the racers this weekend, I have a lot to learn in a short amount of time, but I can’t wait to get out there and enjoy some close battles with like-minded Mustang racing fans.”

He’ll be racing the number 17 Mustang, with a livery that recalls the first Mustang to win a race at Mid-Ohio—Jerry Titus’ Trans Am victory in 1967 in a Terlingua Racing Team entry.

The new Mustang Challenge series was created last year by Ford, and sanctioned by IMSA. The one-make series features the Mustang Dark Horse R, powered by a 500-horsepower, 5.0-liter Coyote V-8 with a Tremec manual transmission, racing on 19-inch Michelin slicks. The engine has been upgraded with enhanced cooling and oiling, and has a Borla racing exhaust. The track-only Dark Horse R starts at $145,000.

There are two 45-minute races per weekend. Besides Mid-Ohio, the series will also travel to Watkins Glen International, Road America, Circuit of the Americas and the road course at the Indianapolis Motor Speedway.

There are 26 entries for this weekend’s series kickoff. Farley will be driving a car owned and prepared by MDK Motorsports, which also has two additional cars in the field for drivers Tom Tait, Jr., and Gabe Tesch. MDK is owned by Mark David Kvamme, a venture capitalist based in Ohio and an experienced competitor. He has raced in the Rolex 24 Hours at Daytona and at the 24 Hours of Le Mans.

The original Mustang Challenge series launched in 2008, using the Mustang FR500S. It was the brainchild of the late Larry Miller, a Ford dealer in Salt Lake City, Utah, who built the Miller Motorsports Park outside the city. The cars, which sold for $75,000, were turn-key racers powered by a 4.6-liter V-8 and a Tremec manual transmission. You can watch a race here.

As with the new Mustang Challenge series, the original featured two 45-minute races per weekend. It was sanctioned by Grand-Am, which became IMSA, and it lasted for three seasons.

For information on the new Mustang Challenge series, click here.

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It wasn’t just Lancia that had its sights set on rally glory in the early Eighties. Italian stablemate Alfa Romeo also hatched plans for a Group B special to take to the world’s stages.

The Alfa 6C was to be based on the Alfasud Sprint, but totally transformed for the FIA’s new homologation rules. Out went the 1.5-liter front-mounted four-cylinder boxer engine, to be replaced by a 2.5-liter V-6 positioned amidships and sending its power to the rear wheels via a ZF five-speed as previously seen in the Lancia 037.

The car made its debut at the 1982 Paris Motor Show, completed with box arches, a louvred lid in place of the rear window and wide wheels with grippy Pirelli tires. It soon became apparent that the 6C would need four-wheel drive to be competitive so a second prototype was developed but by 1983 the money had run out and the project was axed.

Forty years later rally fans can finally get to drive a modern interpretation of the 6C thanks to Portuguese tuner Alma. In its Alma Sprint you get the same widebody styling as the original, albeit with closer panel gaps and a redesigned front end with Hella headlamps. The interior is pretty plush, with leather, Alcantara and corduroy trim, racing seats, and Sabelt harnesses.

Alma hasn’t gone as far as Alfa did when it comes to power, however. The Sprint retains its four-pot motor, bored out to 1.8-liters and much modified. There are redesigned heads, forged pistons, custom camshafts and valvetrain, a stainless steel exhaust and Dellorto carbs with polished velocity stacks. The changes increase output to 160 hp and drive goes to the front wheels through a five-speed manual transmission and an open Torsen differential.

Alma hasn’t released prices, but says it will build 20 examples, with the first delivery due by the end of 2025.

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We’ve known for quite some time that Formula 1 is changing the rules, beginning in 2026. The cars themselves, as well as the engines, will be significantly different, and now we have the answer to just how different the F1 future will be.

Formula 1 has released many of the details, condensed into this 15-minute, 48-second video. In short, says F1, the cars will be “lighter, safer and more competitive!” That’s part of the caption on the video, titled “The Future of F1.”

You’ll also hear “more nimble” several times in the presentation, as well as multiple references regarding the new car’s ability to close up behind another car, something “dirty air,” generated by the lead car’s extensive aerodynamics, prevents in the 2024 F1 field of cars. You’ll also hear “more sustainable,” including the use of renewable fuel and an increased reliance on hybrid electric power.

These 2026 rules are set to be approved on June 28 by the FIA World Motor Sport Council. None of it comes as a surprise to the teams, the manufacturers, or the powertrain suppliers, as they have been kept in the loop, and have even run some of the proposed configurations on their simulators.

The FIA is estimating that the new car’s less-aggressive aerodynamics will reduce downforce by 30 percent, which is expected to reduce cornering speeds. But a 55 percent reduction in drag will mean higher straightaway speeds. Both front and rear wings will be cockpit-adjustable.

Pirelli, the tire manufacturer, will make the tires narrower by 25mm (almost one inch) in front, and 30mm (1.18 inches) in the rear. The cars will still use 18-inch wheels.

The new cars will be about 66 pounds lighter, with a wheelbase nearly eight inches shorter and a width about four inches narrower. Replacing the DRS (drag reduction system) on current cars is a “manual override” that will provide more electrical boost to a following car. F1 has been stung by complaints that there isn’t enough passing, and they are seeking to change that for 2026.

The cars will still be hybrids, with a far greater concentration on the electric aspect. The internal combustion engine will still be a 1.6-liter turbocharged V-6, though its power will be reduced, while the electrical end of the power unit will be increased by about 300 percent. F1 claims a record six future “power unit” suppliers—Ferrari, Mercedes, Renault, Honda, Ford and Audi. No mention of Cadillac, which hopes to power the proposed Andretti entry.

While the cars will be smaller and lighter, F1 says they’ll be safer, too. The rollover hoop has been strengthened, and the new nose will be recast as a two-piece unit, with the forward piece designed to give way in the event of a collision, while the second piece will still offer protection in the event of a subsequent impact.

“The key features of the 2026 F1 Regulations are advanced sustainability, technology, and safety,” said FIA President Mohammed Ben Sulayem. “Our aim, together with Formula 1, was to produce a car that was right for the future of the sport’s elite category. We believe we have achieved that goal.”

We’ll see.

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For three years in a row, from 1984 to 1986, McLaren won the F1 World Championship with TAG-branded but Porsche-built power units. Forty years later, three of those very engines are being installed into a trio of TAG Championship Porsche 911s by the engineering wizards at Lanzante.

It’s not the first time such a feat has been achieved, with McLaren originally building a prototype to test the 1.5-liter V-6 turbo engine in the Eighties and Lanzante re-interpreting the idea with its TAG Turbo in 2019. Just 11 of those were built and now Lanzante reckons it’s time for a few more.

With the aid of Cosworth the wick of the TAG TTE P01 V-6 has been dialled up from 503 to 625 horsepower and the redline raised to 10,250 rpm. There’s a new exhaust system, titanium turbochargers, new pistons, conrods and valve springs, uprated cams, plus a new intake and cooling system. A 993 six-speed gearbox with revised ratios sends drive to the 18-inch Dymag magnesium and carbon rear wheels.

An Eighties’ 930 Turbo is the donor car, but the body panels, doors, front wings, roof, bumpers and rear spoiler are all made from F1-grade carbon fiber. The brakes feature carbon ceramic discs. Further weight is saved by gutting the interior and installing carbon-backed Recaro seats with six-point race harnesses and a roll cage, while electric windows and mirrors are ditched to shed a few more pounds. A lightweight air conditioning system is added, but there’s still a saving of almost 950 lbs compared to the original 930 Turbo.

The three cars will each be a tribute to one of McLaren’s winning years and drivers Niki Lauda and Alain Prost with bespoke livery. The first example, which will be revealed at July’s Goodwood Festival of Speed pays homage to Prost in 1995 with a main paint scheme based on his MP4/2B and his helmet design.

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After September 24, 1994, it was always about Page. Most every conversation I had with Parnelli Jones, the racing legend who died Tuesday, was about his son, Page, who was 22 and racing in the famous 4-Crown Nationals at Eldora Speedway in Ohio, a famous dirt oval track now owned by former NASCAR champion Tony Stewart.

Page was driving his black number 26 sprint car when he hit the wall and flipped, then was struck by another car. Page suffered a traumatic brain injury, and for three days, as he was in a coma, doctors feared for his life.

It took years, but Page recovered to an unexpected degree, eventually becoming a husband and a father. “He’s doing better,” Parnelli would say, and then tell me about Page’s latest small step back.

A documentary, Godspeed: The Story of Page Jones, was made about Page’s life. He was 37 when he said this: “I had just won the race and I hit the wall and flipped on to my side,” Page recalled. It is his last long-term memory. “I remember looking through the window of the car at the flag guy and he was throwing the yellow flag up and I thought, ‘Throw the red flag up so they stop.’ But it was too late. The guy that had crashed with me hit my roll cage and I was (unconscious).”

That day, brother P.J. was racing in Tucson; IndyCar team owner and STP CEO Andy Granatelli offered his Learjet to fly the family to see Page. P.J. boarded the plane in Phoenix, flew to Los Angeles to pick up mother Judy, flew to Utah to pick up Parnelli, then headed to Dayton, Ohio, where Page was in the hospital, still not out of the woods. It was a month before Page could be flown to a rehabilitation center in California.

It was 18 months before Page could speak, and then it was just one word at a time. It was two years before Page could get out of his wheelchair and begin the long process of learning to walk again. “He was like a six-foot-tall baby,” Judy said in a 2004 story posted by USAC, the sanctioning body for the 4-Crown Nationals and for the Indianapolis 500 when Parnelli won it in 1963.

At the beginning of rehabilitation, physicians painted a dark picture. “One of the doctors told me that he was going to need 24 hours of help a day the rest of his life, as well as a special training table, a handicapped bathroom, wheelchair, the whole shebang,” Parnelli said. “He gave me the worst scenario in the world.”

Rehab was frustrating for Page, who Parnelli said tore up nearly 150 T-shirts. “He would reach down, grab them and put them in his mouth and just rip them right off his chest,” Parnelli said. “He was just nervous; it was just unreal. But he never ran out of T-shirts because his friends kept sending them to him. One of his friends sent him a T-shirt that had a dotted line across it, and it read, ‘Tear here, Page’. His friends really, really stuck by him.”

“It was like being born again,” Page said. “The simplest things were difficult. Instead of being a baby two or three feet off the ground, I was six feet above the ground.”

After two years in rehab in California, Page was sent to Indianapolis, then New York City, for more specialized rehabilitation. Page continued to improve. He married Jamie on April 14, 2001, and they have two sons.

“He’s just a little bit different than he was before,” Parnelli said. “What he might have lost he gained in a lot of other ways.”

Older brother P.J. went on to an uneven but generally successful racing career, the highlights being a win at the Rolex 24 Hours at Daytona sports car endurance race in 1993, co-driving Dan Gurney’s All American Racers Eagle MkIII Toyota. He also made two Indianapolis 500 starts, 60 IndyCar starts and 33 starts in the NASCAR Cup series.

As for Rufus Parnell Jones, born August 12, 1933: His racing career began in 1950, at age 17, and ended in 1974, when he was 41. As he was easing out of the driver’s seat, he became co-owner of Vel’s Parnelli Jones Racing, and won the Indianapolis 500 in 1970 and 1971 as a car owner, with Al Unser driving. Then he built a Formula 1 car for Mario Andretti; it was called the Parnelli VPJ4. He helped develop a turbocharged version of the Cosworth DFV V-8, which went on to win every Indianapolis 500 for the next 10 years. Parnelli was an astute businessman, investing in real estate and maintaining a close relationship with Firestone, which began in 1960 when he became their test driver. He owned a Ford dealership, 47 Parnelli Jones Tire Centers in four states, and was a Firestone racing tire distributor in 14 states.

Decades after he hung up his helmet, his name still resonates. In 2021, at a Mecum Indianapolis auction, Parnelli’s Baja 1000-winning 1969 Ford Bronco, named Big Oly, sold for $1.87 million.

So, there was never a shortage of topics to cover. But he always wanted to talk about Page, and how P.J.’s racing career was going.

Just seven months ago, P.J. posted this on Facebook: “Parnelli is still hanging in there at 90, driving my mom crazy!” But yesterday, P.J. confirmed that his father had died with a sadder Facebook post. “My father, Parnelli Jones, passed away today at the age of 90. He had battled Parkinson’s for the last few years. I will miss him greatly!”

Acclaimed motorsports journalist Bones Bourcier is the official biographer of Parnelli, titled As a Matter of Fact, I AM Parnelli Jones, named for the answer to multiple traffic cops who, at the time, would pull drivers over for speeding and ask, “Who do you think you are, Parnelli Jones?”

The day Parnelli died, Bones posted this on Facebook: “If you love racing of any kind, you understand that this is a great redwood falling in the forest. He was among the very best in an era when the very best drove any vehicle they could climb into. Parnelli won Indy Car races in front-engine roadsters and rear-engine Lotus creations; won in NASCAR and USAC stock cars; won in USAC, CRA, and IMCA Sprint Cars on dirt and pavement; won in USAC Midgets on dirt and pavement; won in SCCA sports cars and Trans-Am sedans; won in Baja off-road trucks; basically, he won in everything he sat in, all the way back to the 1950s heyday of the California Jalopy Association, where it all began for him. ‘There’s no ifs, ands, or buts about it,’ A.J. Foyt said of his old pal and rival. ‘Parnelli was a great race driver.”’

We’ll leave the last word to Roger Penske, who owns IndyCar, the Indianapolis Motor Speedway, a NASCAR Cup team and an IMSA GTP team, and, at 87, is a contemporary of Parnelli: “The racing world has lost a great competitor and a true champion. Parnelli Jones was one of the most accomplished racers in history, and his determination and will to win made him one of the toughest competitors I have ever seen,” Penske said. “I was proud to call Parnelli a good friend for many years, and our thoughts are with his family as we remember one of the true legends of motorsports.”

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If you had “Cadillac mulling a hypercar” on your 2024 automotive bingo board, kudos to you—we sure didn’t. Speaking with Australian automotive media during a brand briefing event for Cadillac, which launches in the Australian market later this year with the Lyriq EV, General Motors global design chief Michael Simcoe left a few breadcrumbs that, if you squint, may point to a potential high-performance hypercar coming from the luxury brand.

“Could we build a hypercar? Yes,” Simcoe told members of the Australian motoring media, including carsales.com.au, where this report comes from. “Would we like to build one? Yes. Are we building one? That would be giving too much away,” Simcoe said.

The topic, according to carsales.com.au, was addressed after Simcoe, a Melbourne native, was asked about Cadillac’s desired involvement with Formula 1 with Andretti Global—which has hit a roadblock within the soap opera that is F1—and whether involvement in the pinnacle of racing could spur development of such a car. (Recall that the Mercedes-AMG One is essentially the automaker’s current Formula 1 powertrain transplanted into a limited-run, ultra-high-performance road and track car.)

Perhaps more interestingly, Simcoe also reportedly admitted that such a hypercar may yet retain some element of internal combustion, despite the brand’s intention to go all-electric by 2030. “No, [the hypercar] wouldn’t have to be [electric], but it could be,” Simcoe said. “Whether it’s ICE or whether it’s EV, Cadillac is committed to performance.”

Keeping some form of internal combustion as part of the potential powertrain for the hypercar would make sense, as F1’s impending technical overhaul in 2026 will still retain some element of internal combustion for those power units as well.

Our minds went in another direction, however, and we immediately thought of the brand’s GTP cars that race in IMSA. Imagine that bellowing 5.5-liter, race-bred V-8 attached to the rear end of a road car that looked as good as the GTP car. Hey, dreaming is free, right?

It’s all just rumors and speculation for now, but that’s half the fun of it. Let’s cross our collective fingers and hope that Cadillac shocks the world with a hypercar in the near future.

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If any car deserves a cheerful color palette, it’s the Mazda Miata, introduced in the U.S. for 1990 in your choice of bright red, white, or blue.

Now, muted variations on that original red, white, and blue are still offered, but so are four additional colors: black, two shades of gray, and Zircon Sand Metallic, which Mazda says is an “earthy tone.”

It’s kind of a funeral, this trend toward neutral car colors. That was not overlooked in our review last week of a 2024 Mazda Miata Club that Andrew Newton drove: The Miata’s color options are “bland as a bowl of sawdust,” he wrote. “If you’ve been praying for a handsome British Racing Green or a nice bright blue, keep praying, because Mazda has ignored you yet again. There is a new shade for 2024 but it’s… another shade of gray.” His test car was Zircon Sand, which he described as a “sort of muddy sand color, with some green in it.”

Turns out that it isn’t just the Miata—the entire industry has been steering away from colorful cars, according to a study by the website iSeeCars.com. Grayscale colors (white, black, gray, and silver) made up 80 percent of cars in 2023 compared to 60.3 percent in 2004, the study said. This despite the fact that there were nearly the same number of colors offered in 2023 as there were in 2004, with an average of 6.7 colors per model today compared to 7.1 colors per model 20 years ago.

iSeeCars analyzed the colors of over 20 million used cars from model years 2004 to 2023 sold from January 2023 to April 2024. The share of each color within each model year was calculated, as was the difference in share between model years 2004 and 2023.

“Colorful cars appear to be an endangered species,” said Karl Brauer, iSeeCars executive analyst. “Despite a diverse palette being offered by automakers, there are far fewer non-grayscale cars sold today. They’ve lost half their market share over the past 20 years, and they could become even rarer in another 20 years.”

Colors like gold, purple, brown, and beige have each lost more than 80 percent of their share over this period, and even mainstream colors like green, red, and blue gave up some ground. Interestingly, green has made a small comeback in the last few years as the only non-grayscale color to gain some market share back since 2020.

And it isn’t just cars. “Trucks followed the overall market trend, though some primary colors, like red, lost far more share than others, like blue,” said Brauer. Red is down 57 percent in the truck segment, while blue lost less than one percent.

“If drivers think they’re seeing less color on the roads these days, they are,” he said. “Every non-grayscale color lost ground over the past 20 years.”

It should not come as a surprise, then, that color affects resale value, but it doesn’t necessarily follow the grayscale-dominant formula. Hagerty Valuation Analytics Director John Wiley wrote a year ago that cars “slathered in eye-catching colors never fail to garner attention. The degree to which those colors impact value, however, can vary wildly from model to model.”

For vehicles with relatively few trim choices or minimal differences, color can be a much more important consideration, Wiley said. The 2012–13 Ford Mustang Boss 302 didn’t offer a lot of options, but it did allow buyers to select from 10 colors: Black, Competition Orange, Gotta Have It Green, Grabber Blue, High Performance White, Ingot Silver, Kona Blue, Race Red, School Bus Yellow, and Yellow Blaze.

Three of those colors—Black, Kona Blue, and Yellow Blaze—can mean a discount of up to 11 percent (sorry, Yellow Blaze) on the average value, while three other colors, High Performance White, Competition Orange, and Gotta Have It Green can provide owners a premium of about 17 percent.

Wiley wrote another story in 2021 about how color affects the value of Chevrolet Corvettes. Comparing apples to apples, the research was applied to 1700 sales. “The median premium for each major color group reveals white as the most valuable [adding 8.9 percent], followed by yellow, purple, and red. At the other extreme are earth tones like copper, green, bronze, and brown [down 10.2 percent].”

Still another story from that year explored what color does to Porsche 911 values. “The winner? Yellow. Porsches painted that color tended to sell for nearly $3000 more than average.” At the other end of the (color) spectrum, “black Porsches tended to earn $1385 below average.”

If you’re talking about a pure, mainstream, just-transportation car like a Toyota Camry or Honda Accord, the exclusively-grayscale palette may be a good rule of thumb to help bring solid resale values. But for sportier cars, the answer may lie somewhere over the rainbow.

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It’s a measure of just how serious Ford is about taking the fight to the Porsche that it’s testing the new Mustang GTD on the German firm’s home turf.

The 800-hp supercharged pony car has been caught lapping at the Nürburgring and it’s not hanging about. In the spy video below the driver sends it over the curbs, bottoms out in the kleines karussell and redlines its thunderous 5.2-liter V-8.

The start of the video gives us a good look at the car’s rear aero and its trunk-mounted transaxle cooler, complete with twin fans to dissipate heat. Are those tailpipes part of the optional Akrapovič titanium system? It’s hard to say from the footage, but they sound like a roar from Thor himself.

The most track-focused Mustang ever appears to put its power down with precision thanks to its race-proven unequal-length double-wishbone plus coilover suspension, fitted with Multimatic’s Adaptive Spool Valve damping. The GTD’s unusual twin spring setup means it can quickly switch from a softer road spring rate and ride height to the stiffer and hunkered-down track setup put to good use on the ‘Ring.

Listen well and you’ll hear the rapid shifts at upwards of 7500 rpm from the eight-speed automatic transmission, which is driven via a carbon propshaft. Moving the transmission to the rear gives the GTD a 50:50 weight distribution for an ideal handling balance. It certainly looks pretty planted as it hauls ass through the Green Hell.

Brembo carbon-ceramic brakes slow the GTD down for the corners and its lightweight magnesium alloy wheels are clearly shod with some seriously sticky rubber as they barely protest even in the tightest of turns.

The first two years of GTD production for the U.S. are already sold out, with more than 7500 people applying to own one of the $325,000 machines. The order book for Europe is opening imminently, and based on this showing at the ‘Ring it’ll fill fast.

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Dodge is planning some new thrills for the ninth installment of its annual Roadkill Nights this summer. Once again, Woodward Avenue will be the venue for legally sanctioned drag racing as the Direct Connection Grudge Race pits six competitors against each other in fresh builds they should be wrapping up about now. Some of the biggest changes at the event will reflect recent shakeups at Dodge.

To highlight the company’s shift in powertrains, the Direct Connection Grudge Race competitors will all be using the HurriCrate, the crate engine version of the turbocharged 3.0-liter twin-turbo inline-six powering Ram, Jeep, and Dodge trucks, SUVs, and upcoming performance cars. This will also mark the first Roadkill Nights without Tim Kuniskis at Dodge’s helm. Kuniskis was instrumental in getting the grassroots event up and running and was fully behind the ambitious plan of drag racing on Woodward. Dodge seems to be in good hands, however, as Matt McAlear is at the reins and has big plans for the event.

“For nearly a decade Roadkill Nights has brought horsepower enthusiasts together for a celebration of performance like none other, and the 2024 event will add to the legacy of Dodge and MotorTrend’s horsepower circus,” said Matt McAlear, Dodge brand CEO. “In addition to drag racing and the Direct Connection Grudge Race, we have surprises in store this year that are sure to send a charge through all Roadkill Nights attendees.”

For more information on Roadkill Nights, and to track the Direct Connection Grudge Race competitors, visit DodgeGarage.com.

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On June 21, 1974, which was 50 years ago this month, eccentric oil and gas millionaire Stanley Marsh 3 (as in “the third,” but that’s one of the things that made him eccentric) and the crew from the Ant Farm in San Francisco completed work on Cadillac Ranch outside Amarillo, Texas.

Along with The Big Texan Steak House—home of the “World Famous 72-ounce Steak Challenge,” where if you can eat the whole steak in one hour (along with the shrimp cocktail, baked potato, salad and a buttered roll) it’s free—the Cadillac Ranch has become one of Amarillo’s top tourist attractions, an admittedly short list.

Really, that’s not fair. Amarillo was once known as the “Helium Capital of the World,” and it operates one of the largest meat-packing areas in the United States, and it’s also the home of Pantex, the only nuclear weapons factory in the country (thanks, Wikipedia!).

You have about as much chance of making sense of Cadillac Ranch as you do finishing a Big Texan steak which, incidentally, 11 percent of the people who attempt it actually do. Sort of a Texas tribute to England’s Stonehenge, except Stonehenge is about 2800 years older, Cadillac Ranch consists of 10 vintage Cadillacs (they weren’t “vintage” in 1974, they were just old) buried nose-first, at a 60-degree angle, in a field alongside Interstate 40.

That field was way out in the country when Cadillac Ranch was constructed, but as Amarillo grew, the Cadillacs were dug up in 1997 and planted in another field on I-40 two miles west of the original, and that’s where they are today.

The idea essentially belonged to the Ant Farm, formed in 1968 in San Francisco by architects Doug Michels, who died at age 59 in 2003, and Chip Lord. They were eventually joined by New Orleans artist Hudson Marquez. They called themselves the Ant Farm in recognition of the plan they made to become underground [as in “ants”] architects, “ready to restructure the built environment of the counterculture,” Lord wrote in an obituary of his friend Michels, who died while climbing to a whale observation point in Eden, Australia.

If you weren’t around then, the “counterculture” was big in 1968.

One columnist described the Ant Farm’s projects, including Cadillac Ranch, as “half art, half science, half social commentary and half outright prank.” They include “Media Burn,” in which a Cadillac Eldorado was driven through a pyramid wall of burning televisions, and “The Eternal Frame,” a surprisingly serious video reenactment of the assassination of President John F. Kennedy, in which Michels, sporting a Jackie Kennedy wig, plays the First Lady. Stanley Marsh 3 even plays Texas Governor John Connally.

Marsh turned out to be the perfect partner for the Ant Farm. For the Cadillac Ranch project, the members of the Ant Farm mailed letters to various eccentric millionaires around the country, asking for funding. Marsh reportedly responded in a letter written in 36-point type, roughly the size of the headline on this story, saying that he was interested, but only if the project took place in Amarillo.

This is a good place to mention that the Ant Farm members really liked cars in general, Cadillacs in particular. After all, counterculture or not, in August of 1968, Michels and his wife, Carol, arrived in San Francisco in a lime green Cadillac convertible. From an article in Texas Highways: ‘“At Ant Farm, we were car crazy,” Hudson Marquez recalls. “It was always drawing cars, collaging cars, making art with cars. I had an idea to make seed packs where you could plant seeds that would grow cars. You could have a field of ’49 Fords or ’59 Cadillacs that would grow out of the ground.’”

So the Ant Farm temporarily moved to Amarillo. Marsh would pay them $2000 and give them a budget of $3000 to buy 10 Cadillacs, plus $250 to rent a backhoe. The Ant Farm started looking for cheap Cadillacs. The 10 they found ranged from 1949 to 1964 models.

It took five days to bury the Cadillacs. According to the Amarillo Globe-News, Marsh—who lived with his attorney wife on a 262-acre estate he named Toad Hall, after the residence of Mr. Toad, the fictional character in the 1908 novel The Wind in the Willows—would show up with fried chicken and beer.

On July 21, 1974, and every 10 years since, there was a party at Cadillac Ranch. For that inaugural party, the Ant Farm members rented tuxedoes and celebrated with Marsh 3’s friends, then promptly returned to San Francisco to work on other irreverence.

To passersby on Interstate 40, Cadillac Ranch was an unbilled surprise. There were no signs, no explanation, no road to the unconventional art exhibit. Nobody outside of Amarillo knew what it was.

That changed when CBS newsman Charles Kuralt, who toured the country in a motorhome collecting stories for his popular “On the Road” segments that aired on the CBS Evening News with Walter Cronkite, discovered Cadillac Ranch, and made it famous in a 1975 broadcast.

Here’s a link to that story. It features Kuralt and Marsh 3, who is wearing his trademark “Mad Hatter” top hat, telling Kuralt that Cadillac Ranch is “the most important roadside attraction of our generation.” What’s amazing about Kuralt’s story is that it shows the Cadillacs as they were then, before tourists began bringing cans of spray paint and covering the cars with graffiti.

According to the Texas Highways story, Stanley Marsh 4, son of Stanley Marsh 3, has placed a merchandise truck at the site selling, among other things, cans of spray paint to tourists who forgot to bring their own.

In its 50 years, Cadillac Ranch has become a legitimate exhibit of abstract art, even spawning imitators, most notably Airstream Ranch next to Interstate 4 in Dover, Florida, where Frank Bates planted seven and a half Airstream trailers, as in 7.5, commemorating the 75 years Airstream had been in business. Bates, a Texas native inspired by Cadillac Ranch, was an Airstream dealer, known for ads that showed him dressed in a black and white cow suit, dancing and holding up cards that suggest you can save some MOO-lah at Bates RV. But neighbors complained, and Bates’ efforts to have Airsteam Ranch declared art, in the same fashion as Cadillac Ranch, failed. The county gave him 30 days to remove the trailers. He did. That was in 2008.

As for Stanley Marsh 3, he continued his puckish ways, like the time he interrupted a live Weather Channel broadcast from Amarillo when he performed a Native American snow dance in front of the cameras while wearing an Indian headdress and a fringed jacket. Here’s a link to it. He also had hundreds of diamond-shaped signs posted around Amarillo, an effort he called the Dynamite Museum, with a variety of often-nonsensical messages such as “The Wine Has Eaten Away My Brain,” and “Wild Packs Of Chihuahuas Dragged Conquistadors From Their Horses And Ate Them For Snacks,” and “His Father Was A Rancher But He Could Not Eat The 72 Ouncer.”

Despite his antics, he and his wife, Wendy, were highly regarded in the community for decades of philanthropy.

Marsh 3 suffered strokes in 2011 that left him incapacitated. Unfortunately, his legacy was tainted by a series of lawsuits first filed in 2012 that alleged Marsh paid at least a dozen underage male teens for sex. In 2013, he was indicted on eight felony counts of sexual performance by a child, four counts of sexual assault of a child and two counts of indecency with a child. It never went to trial. He died in a hospice in 2014 at the age of 76.

Cadillac Ranch, though, has a life of its own, though most of the cars are rusting into the ground, held together by coats of Krylon. And as for Marsh 3: In 1994, he was asked what he wanted on his tombstone. He said, “Thanks, everybody. I had a good time.”

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A 1972 Ferrari 246 Dino GTS once owned by rock goddess Cher is currently up for auction.

Cher bought the car new in December 1972 from Hollywood Sports Cars on Hollywood Boulevard and the following March added a CHERS vanity plate, just in case anyone missed her jet black mane flowing in the breeze as she cruised with the roof panel removed.

The Dino is finished in Rosso Chiaro over Nero leather, its 2.4-liter V-6 is fed by triple Weber carbs and it breathes out through an ANSA exhaust system. Cromodora five-lug alloy wheels wearing Michelin XWX tires complete the look. Inside there’s a MOMO steering wheel, Becker audio system and power windows.

Cher’s affair with this particular Ferrari was cut short in spring 1974 when her divorce from Sonny Bono loomed. She sold the car to IMSA racer Chris Cord via Hollywood Sports Cars. Cord didn’t keep it long, but the next owner architect Donald MacDonald looked after it for the next 39 years, keeping it in immaculate condition.

Over the last ten years the current keeper opted to turn back time and fully restore the Dino to its original state. With 65,000 miles on the clock and a complete history file including authentication from Ferrari specialist Marcel Massini, the car is being sold with a mass of memorabilia including LP records and photographs.

This car wasn’t Cher’s only Dino. Not long after she split from Sonny the singer bought a dead ringer GTS, although she then is said to have had George Barris paint it (Am I) blue with white stripes.

At the time of writing the auction on Bring A Trailer had reached $500,000 but as there’s still six days to go before one lucky buyer is able to say I Got You Babe about this fabulous Ferrari.

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Mazda hasn’t offered a car powered by a rotary engine since the last RX-8 ended production in 2012. The rotary engine’s impact on enthusiasts is so great that many still clamor for the chance to own another if one ever comes to fruition. Mazda’s latest news on the subject, from a joint press event with Toyota and Subaru, revealed that a sports car is under consideration. Still, it’s probably not the RX-7 successor we’ve been wishing for.

The two-rotor engine, placed perpendicularly between two sports car tires on the stage during Mazda’s rotary presentation, was not subtle. It pointed to a longitudinal, front-engine car as opposed to the transverse application currently in production in the MX-30 hybrid. It wasn’t just a hint: Mazda admitted that a sports car application was a possibility. Then, when asked directly by CarScoops, a Mazda spokesperson gave this nebulous answer, “There are various issues that need to be addressed, including emissions compliance, before it can be marketed. We believe that the first priority is to clear the technical hurdles. Once that is done, various things will become a reality.”

Ah, yes, “various things.” That’s settles it. While there’s not much to go on, we’re still happy about the possibility of a rotary-powered sports car becoming a reality. That reality might not be ideal, however.

Rotary engines offer plenty of benefits that make them a great choice for a sports car: they’re light, compact, and use fewer moving parts than a comparable piston engine. Because they don’t have reciprocating parts, they can more easily rev high and churn out a lot of power for their size. Sounds great, right? Unfortunately, there are also a lot of downsides to the basic rotary design: they typically offer poor fuel economy, their emissions tend to be high, their apex seals take a tremendous beating, and they’re difficult to cool. As promised earlier this year, Mazda has a 36-engineer team dedicated to rotary engine development to combat those deficits.

One way that Mazda has been chipping away at emissions and fuel efficiency has been by eliminating direct human control of their operation. With the rotary engine decoupled from the driver, it can act as a generator for a hybrid powertrain and operate only under the most efficient conditions. That is a great use for a power-dense engine, but it doesn’t scratch the itch in a sports car like it did in the RX-7. Take a look around—nobody is planning a letter-writing campaign to get BMW to bring back the i8.

Mazda has been the only automaker dedicated to rotary engines, and perhaps it’s found the right niche for them as compact generators for hybrids. The performance metrics and the technology might be impressive in a hybrid sports car application, and we’d be glad to see something with the Iconic SP’s lines make it to production. But will Mazda still be able to cash in on the nostalgia if the driver isn’t the one in command of the potent rotary engine?

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Toyota is recalling roughly 102,000 Tundras and Lexus LX 600s from the 2022 and 2023 model years for an engine issue that could cause rough running, knocking, or even loss of motive power.

The issue, according to Toyota, stems from machining debris that may not have been properly cleaned out of the engines during the assembly process. If the 3.4-liter V-6 engine still had contaminants from the machining process in it, those little bits of debris would wreak havoc on vital surfaces such as the those of the main bearings. Ultimately, the debris could cause knocking, poor running/misfires, or even total failure.

Importantly, this recall only affects the non-hybrid versions of the Tundra from those model years. If you bought one of the new Tundras and it came equipped with the i-Force Max hybrid powertrain, which pairs the twin-turbo, 3.4-liter V-6 engine and 10-speed automatic transmission with an electric motor integrated into the bell housing of the gearbox, you needn’t worry. (All existing versions of the LX 600 are non-hybrid, so pay extra attention to your mailbox if you own one of those.)

Toyota is working on a fix for the issue, and owners of involved vehicles will be notified by late July of 2024, the automaker says. If you want to find out if your Tundra of LX 600 is involved with this recall before then, head to nhtsa.gov/recalls or toyota.com/recalls and put in your VIN number.

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Cadillac’s “Standard of the World” slogan—first adopted in 1908 after the marque won the prestigious Dewar Trophy for automotive engineering—was a lot to live up to. But the V-16-powered 452A models were certainly worthy of the moniker. This particular 452A All-Weather Phantom, owned by Leigh Brent, was judged worthy of Best in Show at this year’s Greenwich Concours D’Elegance.

Cadillac dropped a 452-cubic-inch V-16 bombshell at the New York auto show in 1930. Well-heeled buyers increasingly expected their engines to offer strong acceleration while being smooth and quiet, and luxury manufacturers turned to more cylinders to increase power and reduce vibrations. Rival Packard had enjoyed a considerable head start in the prewar cylinder-count arms race with its V-12-powered Twin Six in 1916. But Cadillac’s 452A flagship leapfrogged Packard and was the first production car equipped with a V-16.

Engine output was an impressive-for-the-time 165 horsepower and 320 lb-ft of torque. But almost as important was the engine’s character. An English road tester reported “an engine so smooth and quiet as to make it seem incredible that the car is actually being propelled by exploding gases.”

Unfortunately, the Cadillac V-16 was a victim of bad timing. Only months before its debut, the stock market crashed hard, sending the economy into a tailspin. As such, the car’s high price ranging from $5350 to $9200 (Model As could be had for between $435 and $650) insured that few were ever sold. However, the rarity and prestige of the 452A has made it a perennial collector favorite and a frequent Concours winner.

Brent’s 1931 452A is the latest to take top prize at a major Concours. This 452A is just one of four All-Weather Phaetons known to survive and is among the final cars built by Fleetwood in Pennsylvania. The All-Weather Phaeton (different from a standard Phaeton because it features roll-up side glass rather than side curtains) was one of approximately 70 body styles and configurations available through in-house coachbuilders Fleetwood and Fisher. This example is also equipped with a rear division, separating the chauffeur from the passengers.

Although the Cadillac is an older restoration—done by Pruitt Automotive in 1986—it has been refreshed over the years and was recently treated to some paintwork. The fresh paint paid off as the Cadillac presented beautifully on the lawn of Roger Sherman Baldwin Park and wowed the crowd and judges.

“I was stunned to get a class award, let alone the overall win,” exclaimed Brent after accepting his first Best in Show trophy with the Cadillac. “I couldn’t be more thrilled.”

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Best in Show for the Greenwich Concours de Sport is usually reserved for a vintage racer that was campaigned by a famous driver in a famous race. However, the criteria for the Concours de Sport extends to all cars that epitomize automotive style, performance, and innovation. So, perhaps it’s not surprising that the wildly customized “El Capitola” owned by Tim McMann clinched this year’s top honors.

“El Capitola” started life as a 1957 Chevrolet 210, but it didn’t stay stock for long. Original owner Don Fletcher took his 210 to Sam Barris to be thoroughly customized. At the time, Barris was tiring of the customs industry. He had already moved away from his brother George’s shop in Los Angeles to pursue a quieter family life in northern California, but he still took on some work for Barris Kustoms out of his home shop in Carmichael, California near Sacramento. “El Capitola” was the last car that Sam Barris customized before becoming an insurance investigator and the fire commissioner for Carmichael.

“I think he used every trick he ever learned on this car,” remarked owner Tim McMann. Indeed, Barris did not hold back on his final car, as it scarcely resembles the ’57 Chevy it started out as. For starters, the top was chopped three inches in the front and five inches in the rear, the b-pillar was removed to convert the car to a hardtop, and the badges, emblems, and door handles were deleted. Many body parts from the likes of DeSoto, Lincoln, Pontiac, Oldsmobile, and Studebaker were grafted on to the Chevy in addition to one-off pieces like the taillights and fender skirts. The magenta parts of the body sit proud of the rest of the sheet metal. In an era before plastic body filler, all of the work was done with lead—630 pounds of it according to McMann.

Unsurprisingly, the interior was treated to the same lavish attention to detail as the exterior. Legendary custom upholsterer Eddie Martinez went all-out with rolled Naugahyde faux leather and gold frieze fabric. The instrument panel was chromed, and the original seats were swapped out with four individual swiveling buckets. The color-matched, free-standing TV in the rear is a feature way ahead if its time.

“El Capitola” took two years to finish, but once completed, it was featured in magazines like Car Craft and Customs illustrated. Original owner Don Fletcher sold it in 1961, and the car swapped hands multiple times before McMann took stewardship in 2019.

“My whole deal is to buy customs from the ’50s or earlier, and bring them back to the exact build the first time they were built,” explained McMann. “It had a lot of things on it that weren’t original. For example, it had a 350 engine, and it came with the original 265 in a crate. So, I put the 265 back in.”

Ultimately, the judges rewarded McMan’s dedication to originality. “It’s unbelievable that a custom should even be a finalist, much less win Best of Show. I’m over the moon!” We’re just as excited to see a custom win.

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California has passed SB 301, legislation introduced by State Senator Anthony Portantino (D-Burbank), which earmarked at least $2,000,000 from the state’s clean vehicle rebate program to be available to EV conversions rather than new vehicle sales. When proposed, the legislation planned on offering up to $2000 per vehicle for those converting gas- and diesel-powered vehicles into zero-emissions vehicles (ZEVs). The current bill, as amended and passed by the legislature, now offers up to $4,000 per vehicle.

The SEMA Action Network supported the bill, toting its benefits to small businesses. “Governor Newsom has the opportunity to create new jobs and support small businesses by signing SB 301 into law,” said Christian Robinson, SEMA’s senior director of state government affairs and grassroots. “This bill will also help California reduce emissions and make zero-emissions vehicle conversions more accessible to all residents. SEMA urges the Governor to recognize the tremendous benefits SB 301 brings to the Golden State and sign it into law.”

We spoke to Michael Bream, EV land speed racer and owner of EV West, an EV conversion company, about his thoughts on SB 301. He was grateful that SEMA and the California legislature had put some effort into incentivizing these DIY conversions, noting that small businesses and builders with smaller budgets will be able to benefit. “All these incentives were aimed at traditional automakers,” said Bream, referencing the rebates for new-car sales. He felt that the move would spur more hands-on involvement in EV swaps, noting that SEMA’s influence was a big part of the legislation. “I can speak for most of the conversion shops, we’re all grassroots people,” said Bream. “The DIY industry isn’t large enough to have a lobby.”

Bream sees EV conversions as an opportunity to give vintage vehicles with lackluster powerplants a new lease on life and make them viable once again. Not every vintage car is a fire-breathing muscle car or low-slung exotic. Many run-of-the-mill utility vehicles would benefit from an EV conversion, such as Bream’s own VW Bus, which can now keep up with traffic.

Putting modern components into classic cars is nothing new, and there are plenty of EV motors and batteries in salvage yards that can lead a second life. “The time, effort, and engineering that goes into a modern car is immense,” said Bream. Putting those complex and well-crafted parts into new vehicles without breaking them down into their components for scrap is often the best use for them. Remember, hot-rodders were recycling before recycling was cool.

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Yes, of course, we miss the Subaru WRX STI, even though it could be a bit, well, frantic. An acquired taste, and arguably a bit extreme as a daily driver, unless you live on a dirt road in the mountains of Colorado. But knowing it was out there was a comfortable confirmation that extreme performance vehicles were still available without a six-figure buy-in. Subaru dropped it from the U.S. lineup in 2021, and there are no immediate plans to bring it back.

As a consolation prize, though, meet the 2025 Subaru tS, which, we’re told, stands for “tuned by STI.” It will make its first appearance Sunday at Subaru’s Wicked Big Meet at the Stafford Motor Speedway in Stafford Springs, Connecticut, a legendary half-mile oval owned by the Arute family, a name familiar to most racing fans in New England. The annual Wicked Big Meet is the world’s largest gathering of Subaru enthusiasts.

If you’re headed there, here’s a primer on the WRX tS so you can ask informed questions when you see it.

The Wicked Big News is that the tS features a new STI-tuned suspension with electronically-controlled dampers. It has Brembo brakes—six-pistons up front, two in the back—in the signature gold color, with larger pads and rotors. Rubber is the 245/35 R19 Bridgestone Potenza S007, chosen for their increased wet and dry grip and improved braking performance. Its wheels are finished in satin gray.

The outside mirrors, roof-mounted shark fin antenna and rear spoiler are painted Crystal Black Silica. There’s a tS badge on the rear deck, next to taillights that “glow with a look inspired by volcanic magma,” Subaru says.

Under the hood: The familiar 271-horsepower, 2.4-liter turbocharged Subaru boxer engine, connected to a six-speed manual transmission. Active Torque Vectoring is also standard as is, of course, Symmetrical All-Wheel Drive.

Inside, there’s a new 12.3-inch digital gauge cluster, which offers improved legibility and the capability to show additional information to the driver, including map display and route guidance. Gone is the power moonroof, deleted to save weight and provide some headroom for helmeted occupants. There’s also an 11.6-inch center information display and touchscreen for multimedia, climate control, and vehicle configuration settings. Drive Mode Select, which you could previously get only on the WRX GT, controls those dampers by offering Comfort, Normal and Sport settings.

WRX tS owners will be sitting on Recaros, which have a “Y-shaped design at the center of the seat backrest that embodies a design concept in which the sides and shoulder blades of the occupant are securely supported to maintain proper driving posture.” Upholstery is charcoal Ultrasuede with blue accents and a WRX tS logo embossed on the front headrests and carpeted floormats. The driver’s seat is eight-way power adjustable.

Subaru says the WRX tS will be at dealers the first quarter of 2025. Price? Doesn’t say. The base WRX starts at $32,735, plus $1120 for shipping. Prices rise for the Premium, Limited, TR and GT models, with the GT topping out at $44,215, much of that going towards the automatic transmission that has an eight-speed manual mode.

The existing TR is closest in content to the tS, including the moonroof delete, Brembo brakes, 19-inch tires and wheels, the six-speed manual transmission and Recaro buckets, and it starts at $41,655, before shipping. So we’d guess the new tS might start at a price close to the GT, somewhere around $45,000.

It’s still not an STI, but it’s probably the closest we’ll get until the next-generation model shows up.

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Ford’s $300,000, carbon-bodied Mustang is going to have a busy year. Following appearances at the 24 Hours of Le Mans and the 24 Hours of Spa in June, and the retro-tastic Goodwood Festival of Speed in early July, the Mustang GTD will spend the summer testing in Europe for its end-of-year challenge: A sub-seven-minute lap of the Nürburgring Nordschleife. That time would put the GTD among the top ten fastest production cars at The Green Hell.

Ford must know that we can’t get enough of this road-legal track beast, because it’s further whetting our appetite for the unobtainium, road-legal track monster: Earlier this week, the automaker shared more details about its trick suspension, made by Multimatic, the Canadian company that designed the suspension for the most recent Ford GT. The GTD received Multimatic’s newest and most exotic tech, and the dampers are so fancy, they get their own window, made of polycarbonate and measuring about 24 by 10 inches:

Naturally, you can also see them from outside the vehicle:

Now, to the nerdy details. The rear suspension is a pushrod design that places the shocks atop the tubular rear subframe rather than inboard of the wheels in a more traditional setup. We expect that Multimatic and Ford decided to use a pushrod setup at least in part to accommodate the massive, 345-mm rear tires: Since the shock isn’t mounted vertically behind the wheel, taking up precious space, there’s more room for a larger tire—and for the engineers to design the suspension for just-right geometry.

Based in Canada, Multimatic Motorsports has campaigned both production-based and from-scratch race cars on the international stage since 1992. It boasts wins at Sebring, Le Mans, and Daytona. Multimatic is also a Tier 1 supplier of suspension systems to manufacturers as diverse as Ford (with whom it partnered to build the 21st-century GT supercar), Chevrolet, Aston Martin, Mercedes, and Lotus. Multimatic also has experience fettling ultra-exclusive production cars for ‘Ring times: It designed those on the one-off Evija X:

You’ll find Multimatic dampers, easily recognizable by their gold-and-blue housings, on Chevrolet’s 2024 Silverado ZR2, a Porsche 992 GT3 Cup car, the Bronco DR, and now the Mustang GTD.

Multimatic didn’t invent the spool-valve damper—the aerospace industry has used them for a long time—but it introduced the technology to motorsports. It’s developed the technology even beyond what’s legal in motorsports, and the Mustang GTD is one of the beneficiaries. Its adaptive dampers use a spool-valve design to adjust the flow of fluid within the damper (in contrast, a magnetorheological shock uses electricity to change the viscosity of the internal fluid).

“Adaptive damping allows more flexibility in absolute ride performance compared to a passive damper,” said Scott Keefer, vice president of engineering for Multimatic. “It lets you decouple the ride versus handling compromise that you would normally make in damper tuning. Our system is a double win in that adjustments feel very analog, very natural in terms of motion control.”

These proprietary Adaptive Spool Valve (ASV) dampers can adjust from their softest to their firmest setting six times quicker than you can blink (15 milliseconds). From a seat-of-the-pants perspective, that’s basically real-time. The range of adjustability is remarkable, and well-suited to a track-worthy car that you would also drive on the road: When set to Track mode, the dampers and the springs of the GT work together to lower the car up to 1.6 inches while nearly doubling the spring rate.

Ford’s press release also features some beauty shots of the optional, more expensive wheels, which are made of magnesium, but all we want to do is watch this video and watch the dampers go pinchy-pinchy-pinch.

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]]> https://www.hagerty.com/media/news/watch-the-mustang-gtds-trick-multimatic-dampers-do-their-thing/feed/ 5 https://www.hagerty.com/media/news/first-look-the-new-volkswagen-golf-gti-clubsport-is-the-hottest-gti-to-date/ https://www.hagerty.com/media/news/first-look-the-new-volkswagen-golf-gti-clubsport-is-the-hottest-gti-to-date/#comments Fri, 31 May 2024 14:30:00 GMT https://www.hagerty.com/media/?p=403188

In celebration of the Golf nameplate’s 50^th anniversary this year, Volkswagen has updated the eighth-generation GTI with more power and usability. At Germany’s iconic Nürburgring today, it also launched a high-performance Clubsport model, which in comparison to the base GTI means more of almost everything. More power, more aero, more stopping power, more drive modes, more aggressive styling, more wheel choices, and even more motorsport cred in the form of a one-off 343-horsepower racing version that will compete in this weekend’s 24 Hours of the Nürburgring with a newly developed bioethanol fuel from Shell.

The only bad news of the day is that the Clubsport won’t be coming to the United States thanks to the pesky and pricey process required to homologate the higher-output version of the GTI’s two-liter inline-four turbo. The resultant MSRP to cover those costs would put the Clubsport very close to Golf R territory, and VW rightly believes that outside of a few GTI-only diehards, most stateside buyers would likely opt for the faster all-wheel drive Golf R than the front-wheel drive GTI Clubsport when faced with a similar sticker price. In other words, Europeans have more choices when shopping for European performance cars, as usual.

It’s a shame, too, because the Clubsport is the fastest and most powerful production-spec GTI ever made, and there’s more than just sentimental value at play in the evolution of FWD hatchbacks. 

Now in its fourth evolution, the souped-up version of the EA888 four-cylinder in the Clubsport produces a maximum output of 300 PS (296 hp) and 400 Nm (295 lb ft) of torque, and is capable of hauling the four-door to 267 km/h (165 mph) when equipped with the optional “Race” package—without that option, the Clubsport is limited to the same 250 km/h (155 mph) top speed as the base GTI. The updated but still eighth-generation GTI boosts output from 245 PS (241 hp) in the launch edition to a formidable 265 PS (261 hp).

Although they share a powertrain, the Clubsport boasts 31 more ponies and 22 more lb ft of twist than the updated GTI thanks to increased turbo boost pressure, a tweaked engine control profile, and “other internal engine measures” that we’ll just have to guess at. The same seven-speed paddle-shiftable gearbox routes the power to the new GTI and GTI Clubsport’s front wheels, but the Clubsport completes the 0-62 mph in 5.6 seconds compared to the GTI’s time of 5.9 seconds.

The eighth-generation GTI comes standard with four drive modes—the self-evident Eco, Comfort, and Sport, as well as a driver-modifiable “Individual” profile—while the Clubsport adds a “Special” mode directly influenced by the undulating elevation changes of the Nürburgring Nordschleife. These drive modes change the profiles of Volkswagen’s Vehicle Dynamics Manager (which controls the electronically locking front differential as well as the lateral characteristics of the shock absorbers) and Dynamic Chassis Control (which takes road surface, steering, acceleration, and braking data into account to control the overall suspension characteristics).

Both GTI and Clubsport Golfs get the latest edition of VW’s progressive rack and pinion steering system, which uses a variable ratio and an electric motor to adapt the response from the wheel to account for whether you’re turning into an Aldi parking spot or navigating the ‘Ring’s Karussell. Part of the steering system’s evolution came from adding former senior Bugatti tester Sven Bohnhorst to the team. We aren’t sure that drivers will notice the “particularly positive characteristics of the steering setup of the Bugatti Pur Sport” in a Golf, but it doesn’t hurt to have Bugatti under the same organizational umbrella, either. What they are more likely to notice is the increased braking ability of the Clubsport’s one-inch larger brake system over the GTI’s setup.

Styling-wise, the Clubsport relies on substantive bodywork and materials tweaks rather than an abundance of “Clubsport” badges. The most noticeable visual differentiator between the GTI and Clubsport is the front air dam, where the Clubsport’s body-colored blades extend more aggressively into the black honeycomb grille. The other major Clubsport signifier comes at the rear end in the form of a larger roof spoiler with an opening between its leading edge and the roof (whereas the GTI gets a smaller, “closed” roof spoiler). Both cars feature exhaust outlets on either side of the rear diffuser, with the Clubsport’s “Race” package adding an Akrapovič sports exhaust system. More subtly, the non-body-color trim on the Clubsport is finished in gloss black rather than the matte black of the GTI.

The GTI and GTI Clubsport both get VW’s new LED headlights and taillights, with an option box that can be ticked to include IQ.LIGHT LED headlights with a longer beam throw. The package also changes the taillights to 3D LEDs, which adds an effect to the blinkers.

The side profile of the Clubsport is distinguished by striated graphics on the bottom of the doors, as well as a Clubsport-only diamond cut finish on the optional 19-inch “Queenstown” wheels designed for the eighth-gen GTI. For those seeking the lightest-possible wheels from the factory, there is also a Clubsport-only option for 19-inch “Warmenau” forged shoes, which weigh just 8kg (17.6lbs) each.

Inside the new GTIs, Volkswagen has made the touchscreen-heavy interfaces more user-friendly (and finally illuminated the HVAC controls!) and debuted its newly designed software and hardware package for the infotainment system, which now is now a fourth-generation modular infotainment system. What does that mean? Most importantly, a new menu structure that includes a driver-customizable toolbar that stays on the screen no matter what. The hardware side of the updates is defined by a 12.9-inch touchscreen on the center of the dash.

Complementing that big tablet of toys is the 10.2-inch digital instrument cluster, which has three selectable configurations: Classic, with round dials; Progressive, with various tiles to display relevant info to the driver; and a performance-focused “GTI” option which puts the tach front and center and includes nifty sub-dials to monitor turbo boost and torque. Both the updated GTI and GTI Clubsport have an option for a head-up display on the windshield, as well as a 480-watt Harmon Kardon-designed sound system, which adds to the existing nightclub-like ambiance that comes courtesy of the 30-color-configurable interior accent lighting package that comes as standard in the GTI and Clubsport.

For drivers who like hands-free virtual assistants/assistance, there is an option for a new “IDA voice assistant” for the first time in a GTI, which uses ChatGPT to answer just about any question you can think to ask, such as “Why would anyone want their car to listen to them?” Some will prefer the GTI without this modern HAL 9000, but we’re not so cynical to think it won’t have the potential to be useful.

As for the materials in the cars’ guts, cloth sports seats are standard in the GTI, while the Clubsport gets VW’s ArtVelours fabric wrapping a premium version of those sports seats; both cars can be spec’d with leather interiors, heated and air-conditioned front seats, and authentic carbon fiber trim packages. 

All told, the Clubsport appears as a fitting celebration of VW’s 50 years of cranking out hot hatches, not to mention a likely send-off for fully-ICE powertrains in the GTI. It’s just too bad we won’t see it in the states.

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A Series 1 Jaguar E-Type restored and enhanced by Helm in the United Kingdom, is on its way to the U.S. East Coast.

It’s the third car in Helm’s limited series of 20 restomods, with each a unique specification as determined by its buyer. In this case the American enthusiast opted for metallic emerald green paintwork applied to the mostly hand-beaten aluminum body using an electrophoretic technique for unparalleled uniformity and corrosion protection.

The rich Ochre interior has been crafted by Bill Amberg studio in aniline European calf hide and suede. None of the original plastics are to be seen, with even toggle switches artfully covered in leather. A matching set of luggage is provided to fill the space behind the seats.

Helm’s modifications extend to a blueprinted 300-hp 4.2-liter straight-six engine with a calibrated ECU, fuel injection and hand-polished stainless steel exhaust system. Cooling comes from a new high-efficiency radiator with uprated pumps, pipework and header tank. The gearbox is a Tremec five-speed manual and there’s an organic clutch kit fitted as well. Braking is via aircraft-grade aluminum calipers and vented discs all round, while the suspension is an adjustable Ohlins system with poly bushes front and rear. Speed sensitive electric power steering is also included.

A host of modern-day creature comforts have been added, from soft-close doors and a heated windscreen to a hidden seven-speaker audio system with Apple car play and a reversing camera. This is an E-Type designed to be daily-driven.

“The E-type is rightfully considered an icon in automotive design,” says Helm founder Chedeen Battick, ‘but I have always felt that it deserves a performance to match. The Rhode Island Commission is the continuation of our mission to take advantage of modern best practice in terms of build and engineering in order to create the ultimate E-type, fit for the expectations of today’s driver, without compromise.”

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The luxury mid-size SUV is big business in the US, accounting for 1 million units per year according to Stellantis. It’s a crowded field, but Jeep has seen success in the segment with the stalwart Grand Cherokee (244,597 sales in 2023) and the newer Wagoneer (29,150 sales in 2023).

One thing Jeep hasn’t seen the need to do is offer an all-electric option, but Jeep’s parent company Stellantis has been aggressively pursuing electrification with models like the Dodge Charger Daytona and the Ram REV. It was only a matter of time before the off-road marque followed, and today, at a launch party in Manhattan, Jeep revealed its first all-electric vehicle, the Wagoneer S.

The Wagoneer S is late to the five-seat-luxury-EV-SUV game, with the Tesla Model Y, Genesis GV60, and Mercedes-Benz EQE already occupying the space. How would Jeep differentiate from the competition?

Well, for one, the Wagoneer S is a handsome thing, and most definitely looks like a Jeep. Its puffed-out trapezoidal wheel arches and squared visage read more aggressive than the typical space-egg EV. “When you look at a lot of electric cars, they kind of have this jelly bean, fishy kind of look, which I can’t stand. So we gave the vehicle some character,” said chief design officer Ralph Gilles on the styling. Chrome is noticeably absent, in its place are satin-painted accent trim and natural stainless steel. The design team, and Stellantis as a whole, is looking to find alternatives to the caustic chroming process.

Aside from its general Jeep-ness, the exterior of the S has two defining details that set it apart from the brand’s gas-powered cars. The grille isn’t a grille at all, as the electric Wagoneer doesn’t need the cooling. Gilles’ team took the iconic seven-slot Jeep grille and morphed it into a cast-lit feature that would look at home on a Zaha Hadid building. The other cool feature is the large, almost WRC-like wing integrated into the rear hatch. Gilles referred to it as the R-wing, and the engineering team says it reduces rear air wake and helps the S achieve a 0.29 coefficient of drag.

Like the regular Wagoneer, the interior looks and feels pretty darn nice. As with the exterior, the designers strayed from traditional luxury materials. Wood and leather are replaced with ceramic-coated aluminum and “synthetic non-leather” (vinyl). Some of the interior designers may have been iPad kids, as Jeep boasts a “tech-integrated interior with 45 inches of usable screen space – best-in-class among EVs.” Heated and ventilated front and rear seats and a 19-speaker, 1,200-watt McIntosh audio system round out the interior niceties.

Jeep prides itself on performance, whether it’s on or off-road, so all the exterior and interior show is for nothing if the Wagoneer S has no go.

Luckily the S has plenty of go. With 600 horsepower and 617 lb.-ft. of torque delivered from front and rear electronic drive modules (250kW), the EV Jeep can hustle from 0-60 mph in 3.4 seconds. To put that in context, the Hellcat-powered Grand Cherokee Trackhawk will hit 60 a tenth slower. For off-roaders, the Wagoneer S has a traction management system that features five distinct driving modes: Auto, Sport, Eco, Snow, and Sand. I’d guess that most Wagoneer owners will not take advantage of this feature, but Jeep teased a Trailhawk Wagoneer S concept at the reveal (pictures not available at press time), so hardcore off-roaders won’t be left in the cold.

The Wagoneer S is based on Stellantis’ STLA Large EV platform that also underpins the upcoming Charger Daytona. The S is equipped with a 400-volt, 100-kilowatt-hour battery good for a claimed range of 300 miles. With a DC fast charger, the pack can go from 20 to 80 percent in 23 minutes.

If the specs and features of this luxury EV SUV sound expensive, you would be right. The fully loaded 2024 Wagoneer S Launch Edition has an MSRP of $71,995 including destination. Although to lessen the sting a little, the Launch Edition includes either a free 48-watt Level 2 home charger, or $600 worth of charging credits through Stellantis’ Free2Move Charge EV charger network. Stellantis promises more affordable, decontented trims in the future.

If you want one, ordering for the Wagoneer S is open today at time of press. If you don’t, at least there will be a good-looking EV SUV on the road.

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Magna Steyr is an automotive manufacturer in Graz, Austria. It builds vehicles for other companies and is, in fact, the world’s largest builder of cars and trucks for other manufacturers, with—according to a press release from the company—the capacity to build 200,000 vehicles a year.

The company has built four million vehicles for 11 different companies in the past 120 years. Those products range from the Jaguar I-Pace to the Aston Martin Rapide to the Mini Countryman.

And, since 2018, the Toyota Supra and BMW Z4.

That’s the background for a story this week in Automotive News focused not on the sporting BMW/Toyota pair but instead on chronicling the troubles of Fisker, the electric vehicle company, which also used Magna Steyr as a manufacturing outlet for the Fisker Ocean SUV. The story quoted a statement released by Fisker on Tuesday: “Fisker’s Austria entity is primarily focused on managing the contract manufacturing of Fisker’s revolutionary electric vehicles; it has recently faced challenges to its operations and financial health.”

Consequently, Fisker’s Austrian division essentially filed for bankruptcy, and apparently cancelled its contract with Magna Steyr. Which is part of what has caused Magna Steyr to lay off 500 employees—contracts will also be up for the company to build the BMW 5-Series and a pair of Jaguar models.

Fisker’s woes are not really news. But the real lede, at least as far as enthusiasts are concerned, was buried way down in the seventh paragraph of the Automotive News story: “Production of the BMW Z4 and Toyota Supra models, which share a platform, will end in 2026.”

Reports that the Z4 was coming to the end of its life have circulated, with the production end supposedly in March of 2026. And it makes sense that the Supra would end production about the same time, since the GR Supra is basically a fixed-roof version of the Z4, sharing with it a platform as well as a BMW-sourced engine and transmission. The loss of the Supra, one of the last performance vehicles still offered with a manual transmission, hurts. (The 2025 Z4 will also have a manual-transmission option.)

Not that the Supra set the world on fire sales-wise. Says a companion story in Automotive News: “U.S. sales have declined precipitously since peaking at 6830 vehicles in 2021. Last year, Toyota sold 2652 Supras in the U.S., down 46 percent. Through April, deliveries are off an additional 29 percent to 817 vehicles. Since going on sale in 2019, the Supra has recorded a grand total of 24,022 deliveries in the U.S. — the equivalent of a strong month’s worth of Corolla volume.”

Certainly, a company with Toyota’s resources could build a sixth-generation Supra if it wanted to, but given the disappointing sales of the fifth-generation model, that seems unlikely.

And Toyota isn’t talking. “We cannot comment on future products,” said Toyota Senior Analyst Breanne McCallop.

Our best advice: If you want a Supra, or for that matter, a Z4, don’t wait too long.

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In 2019 Zagato celebrated its centenary by collaborating with Aston Martin on a duo of extraordinary DBZ models. Just 19 matched pairs of the DB4 GT Zagato Continuation and DBS GT Zagato were built, with collectors paying £6.1 million ($7.7 M) for the privilege of owning them.

Five years on there’s the opportunity to pick up the Zagato twins for a little over half price. Finished in matching Caribbean Pearl with dark blue hide interiors the cars are being offered by U.K. Aston Martin specialists Nicholas Mee & Company for £3.75 million ($4.7 M).

With the DB4 GT Zagato Continuation Aston Martin revisited its early 1960s Le Mans contender. Only 19 cars were originally built, so that’s the number Aston elected to remanufacture at its Heritage Center on the site of the old factory in Newport Pagnell. These DB4 GT Zagato Continuations featured hand-sculpted aluminum bodywork, uprated 4.7-liter straight-six motors and took some 4500 hours to put together.

The DBS GT Zagato, meanwhile, was based on the DBS Superleggera, but with a trademark Zagato double-bubble roof made from carbon fiber. Under the hood sat a 760-hp, 5.2-liter turbocharged V-12 engine, making it the most potent Aston Martin at the time of production.

“In the 40 or more years I have been dealing in Aston Martin cars, I have never seen demand for the Zagato variants dwindle.,” says Nicholas Mee. “They remain irresistible; beautifully crafted, timeless in design and incredibly rare, they’re always near the top of a collector’s wish list. With the DBZ Centenary Collection we have a pair of cars that’s likely to never be repeated by Aston Martin, as it moves away from Continuation models. This is a chance to acquire both an icon and a future icon of one of the automotive industry’s most enduring and effective unions.”

We can’t help but wonder why, if what Mee says is true, this pairing is being offered at such a knock-down price.

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Spy shots show that Ford is filling an important, potentially lucrative missing piece in the Maverick lineup: A hybrid, AWD variant of the compact truck. Photographers captured a 2025 Maverick Lariat with a new grille treatment and the telltale rear suspension of the AWD model and conspicuous “AWD” and “Hybrid” emblems on the tailgate.

Introduced in 2021 as a 2022 model and based on the same underpinnings as the Bronco Sport and Escape, the Maverick was a sales success out of the gate. Ford moved just over 74,000 units in its first full calendar year and backed it up with 94,000 sales in 2023. Maverick is on pace for its best year yet, with 39,000 sales in the first quarter of 2024, half of which were hybrids.

Ford’s unibody mini pickup has proven to be a winning combination of design and packaging. It gives buyers a lot of utility in a relatively compact footprint, with the choice of a capable AWD model or a fuel-sipping FWD hybrid.

In addition to the new drivetrain news, this is the first look we’ve had at an uncovered Maverick sporting this grille, as previous shots have shown body-color accents and newly available fog lights. This front end is more in line with the rest of the Ford truck family, resembling the current F-150 and Ranger.

Another bit of information we can glean from the photos comes from a peek inside. A larger screen seems to match the 13.2-inch landscape display available on the Escape and the Mustang.

Though the Maverick doesn’t seem to need any help to maintain its continued success, these upgrades look to only sweeten the deal. More tech, a more Ford-family look, and the hybrid/AWD combination are poised to offer another, more capable tier for buyers flocking to the still-evolving small truck segment.

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BMW is giving certain versions of its sixth-generation M3 high-performance sedan extra horsepower, and all versions of the M3 will receive some stylistic tweaks for the 2025 model year.

The M3’s twin-turbo, inline-six S58 engine returns for duty in 2025, though it will be offered in three states of tune now, depending on what sort of driveline you spec. Opt for the “purist” version, which features a six-speed manual and rear-wheel drive exclusively, and you’ll get access to 473 hp and 409 lb-ft of torque. Take it up a notch to the eight-speed automatic-only M3 Competition RWD, and you’ll get 503 hp and 479 lb-ft of torque. Swing for the fences with the M3 Competition with BMW’s xDrive all-wheel-drive system (and the eight-speed auto), and you get 20 extra ponies for 2025, bringing the total to 523 hp. Torque remains the same across both Competition models.

BMW says the engine for the AWD M3 Competition serves as the basis for the mill that powers the brand’s M4 GT3 race car, so if you want a true race-derived powerplant, you’ll have to splash on the grand-daddy car. But the S58 features other motorsport-derived tech, such as a sleeve-free closed-deck crankcase that is extra rigid, and a lightweight forged crankshaft that unlocks extra torque in the motor. The core of the cylinder head is also pretty high-tech, utilizing 3D printing to achieve special routing for the coolant ducts that conventional casting methods couldn’t produce.

The AWD M3 Competition is good for a 3.4-second 0–60 romp, according to BMW, and all M3s come with an electronically limited top speed of 155 mph, though an M Driver’s package can up that figure to 180.

The other updates for the M3 are more form over function, but still noteworthy. A new headlight design consolidated the high and low beams into a single module, and the LED daytime running light signature has been redesigned for a more vertical look. (Those hoping for a new, less beaver-toothed front grille may be disappointed to discover that the M3’s face still sports this polarizing look.)

A new forged alloy wheel design finished in bright silver has been added to the options list, which BMW says gives the car a more sophisticated appearance.

Inside, the 2025 M3 gets the latest version of BMW’s iDrive infotainment system, with a curved display that pairs a 12.3-inch instrument panel ahead of the driver and a 14.9-inch center control screen. The latter can display M-specific content regarding the vehicle’s status.

If tech ain’t your thing, maybe the M3’s new steering wheel is more your speed. The new three-spoke design features a flat bottom rim that retains the red center marker at the 12 o’clock mark. The standard one comes wrapped in leather, though an Alcantara-wrapped version is an option, either standalone or as part of the optional Carbon package.

Production of the 2025 M3 begins at the company’s Munich plant in July of this year. For the manual-equipped, non-comp M3, you’ll be looking at a starting point of $77,175. To step up to the RWD M3 Competition, plan to fork over at least $81,375. The AWD M3 Competition will start at $86,475.

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BMW has introduced a host of updates to the 2025 3 Series sedan, making its stalwart luxury mid-sizer more techy, more stylish, and more efficient. Notably absent from the facelifted 3 Series is the plug-in hybrid 330e, which BMW confirmed will not continue into the 2025 model year.

The current seventh-generation 3 Series accounts for 3 million sales worldwide, so its continued success is critically important to BMW. Judging by the tweaks noted below, we’d say the company’s product planners erred on the side of a light touch, and that makes sense.

Let’s start with some structure: BMW offers the 3 Series in two versions here in North America. The first is the 330i, which utilizes a turbocharged four-cylinder engine. The second is the M340i, the meatier version of this car, which utilizes a twin-turbo inline-six engine. You can get both versions in rear- or all-wheel drive, with the latter equipment asking more of your wallet.

Exterior styling tweaks were light; two new paint colors will be available across the range—Artic Race Blue metallic and Vegas Red metallic. For those seeking more unique hues, BMW’s in-house personalization service, dubbed BMW Individual, will also lather your 3 Series in two additional paint colors: Frozen Pure Gray metallic and Frozen Portimao Blue metallic.

Spring for the M Sport Package, which is optional on 330i models but standard on the M340i, and you’ll get access to a new 19-inch, double-spoke wheel design painted in bi-color or Jet Black finish. BMW Individual offers an additional 19-inch design finished with a bi-color design that will be available across all models—though likely for a pretty penny extra.

The 2025 M340i will get a new version of the B58B30 twin-turbo inline-six engine, which is already used by the current 7 Series, the X7, and a few other vehicles. It features a host of improvements, including dual injection, a new crankcase and cylinder head, an overhauled coolant system, and more.

A 48-volt mild-hybrid system aids the twin-turbo inline-six engine with a little extra juice from a standstill—BMW says 11 hp-worth—to bring total system output to 386 hp and 398 lb.-ft. of torque, up 4 hp and 29 lb.-ft. over the 2024 model. Paired with the eight-speed automatic transmission—the only option here, BMW says that the 2025 M340i can rip to 60 mph from a stop in just 4.4 seconds, or 4.1 seconds if you opt for the all-wheel-drive version.

Meanwhile, the 330i’s single-turbo, inline four-cylinder gets a similar 48V mild-hybrid treatment, though this time there’s no added power gain over the outgoing, non-hybrid four-pot. Power figures for the 2025 330i remain the same as those of the 2022 330i, this generation’s first model year: 255 hp and 295 lb.-ft. of torque. But in addition to the new mild-hybrid componentry, this four-pot does get some updates, including the incorporation of the Miller cycle combustion process. That efficiency-minded combustion cycle is made possible here by redesigned intake ports, combustion chambers, and exhaust gas routing.

Chassis changes are few, though BMW does call out a stiffer mounting area for where the rear dampers connect to the body. The 3 Series’ “comfort” steering mode has also been toned down a bit, with reduced effort meant to ease long-haul jaunts.

The 3 Series’ interior is home to the lion’s share of the updates, with fresh touch points and technology among the list of what’s new. There are two new steering wheel designs, a two-spoke polygonal rim for the 330i, and a flat-bottomed M steering wheel for the M340i or the 330i with the M Sport package (pictured below).

BMW’s latest version of the iDrive infotainment system can be found in the 2025 3 Series, and it features a new home screen and improved menu structure that should reduce the number of sub-menus one has to flip through to get to where you want to go.

New ambient lighting in the cabin features nine selectable colors, and there are a host of lighting animations that will play as you “wake the car up” or “close it down.” Some of the interior trim bits have changed based on spec—you’ll get open-pore wood inserts in the 330i, and aluminum inserts for the M340i. There are also new “galvanic controls” that will give the window switches, door lock buttons, and more a weathered finish like that of galvanized steel.

Production for the 2025 3 Series is slated to begin in August of this year, with U.S. market cars being produced at BMW’s San Luis Potosí plant in Mexico. Pricing is as follows: The RWD 330i starts at $46,675, while the AWD 330i xDrive starts at $48,675. For the meatier M340i, the RWD car begins at $60,775 and the AWD version starts at $62,775.

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On Tuesday, NASCAR team owners Tony Stewart and Gene Haas made a joint announcement that Stewart-Haas Racing would be closing at the end of the 2024 season, leaving six NASCAR drivers and hundreds of support personnel out of a job.

What went wrong? Why is one of NASCAR’s most prominent teams leaving the sport? We’ll explain. But let’s start with a brief look at how Stewart-Haas Racing reached the breaking point.

In 2002, beyond-wealthy businessman Gene Haas decided he wanted to enter the world of NASCAR. He started Haas-CNC Racing as a way to promote the company he owns, Haas Automation, which manufactures CNC (computer numerical control) machines, which use computers to operate tools, such as lathes and grinders, with far more precision than an operator can manage on his or her own.

Haas-CNC Racing was, at best, a mid-pack runner, and by 2008, its drivers were averaging a 27th-place finish. Haas knew he needed to make some changes, so he made two-time NASCAR Cup series champion Tony Stewart an offer he couldn’t refuse: Leave Joe Gibbs Racing and move to Haas-CNC Racing, and Haas would give Stewart half the team. Thus was born Stewart-Haas Racing. In 2009 the team brought aboard Penske Racing driver Ryan Newman, the year after he won the Daytona 500.

The team matured and grew. Stewart won his third Cup championship in 2011. In 2013, with great fanfare, Stewart-Haas Racing hired IndyCar driver Danica Patrick who, despite lackluster performance on the track, consistently made headlines as the only female driver to make an actual living in the NASCAR Cup series.

Fast forward to the 2024 season: Tony Stewart quit NASCAR Cup racing in 2016, and his interest in NASCAR gradually faded. Also in 2016, Gene Haas, who had bought what was left of the bankrupt Marussia Formula 1 team, started his own F1 effort, called Haas F1 Team, which is still looking for its first win, having never finished higher than fourth. This year, Haas’ two F1 drivers are presently 13th and 17th in points out of 21 drivers. Haas, 71, is still running Haas Automation, has been sick for much of 2024, and is still struggling to make Haas F1 into a contender, or at least improve on 2023’s dead-last finish in the standings.

Other factors are at work here, too. Stewart-Haas driver Kevin Harvick retired from full-time racing at the end of 2023, which meant the end of his lucrative Anheuser-Busch sponsorship. Driver Aric Almirola also left Stewart-Haas after the 2023 season, meaning the loss of his Smithfield Foods sponsorship.

Still, Stewart-Haas entered the 2024 NASCAR season with four Cup entries for drivers Noah Gragson, Josh Berry, Chase Briscoe and Ryan Preece—none of them household names in the world of NASCAR. Stewart-Haas also has a pair of NASCAR Xfinity series drivers: Riley Herbst, who has one win in the series and sponsorship from Monster Energy, and Cole Custer, who is the 2023 Xfinity champion, and the son of Joe Custer, Stewart-Haas Racing president, and the man who has mostly been running the day-to-day operations of the company.

None of the Stewart-Haas drivers have won this season. Among its Cup drivers, only Chase Briscoe has won a race, and that was in 2022. In addition, Stewart-Haas’ deal with Ford ends this year; it had been one of the top Ford teams since it switched from Chevrolet in 2016.

It hasn’t helped that Ford has had a terrible 2024 season in all three NASCAR series. By the time Ford won its first and only Cup race of the season, which was Brad Keselowski’s victory on May 12, Chevrolet had already won seven races, and Toyota five. Besides inexperience in the Stewart-Haas Cup driver lineup, that has been a crippling factor for the team.

Finally, Stewart, who has been spending less and less time at NASCAR races, discovered drag racing when he began dating NHRA Top Fuel driver Leah Pruett in 2020, and they got married on November 21, 2021. He promptly founded Tony Stewart Racing, fielding a Top Fuel car for Pruett, and a Funny Car for four-time champion Matt Hagan. Stewart, 53, began drag racing himself, competing in the second-tier Top Alcohol Dragster class in 2023, scoring two wins and a runner-up finish in the season championship. He and Pruett, 36, are trying to start a family, which led Pruett to quit driving in 2024, turning over her 330-mph Top Fuel car to drag racing novice Stewart. He has yet to win a race, but he is a legitimate contender.

Bottom line: Stewart and Haas have lost interest in NASCAR. In a joint statement issued Tuesday confirming the long-standing rumors that they would close shop, the pair said, “Racing is a labor-intensive, humbling sport. It requires unwavering commitment and vast resources, with a 365-day mindset to be better than everyone else. It’s part of what makes success so rewarding. But the commitment needed to extract maximum performance while providing sustainability is incredibly demanding, and we’ve reached a point in our respective personal and business lives where it’s time to pass the torch.”

That torch will be passed to the highest bidders. The relatively modest Stewart-Haas shop is rumored to already be sold to Front Row Motorsports, which currently has two full-time Cup teams with drivers Michael McDowell, who is moving on after 2024, and Todd Gilliland.

Along with a lot of cars and parts, Stewart-Haas also has four valuable NASCAR Cup series charters to sell, which are essentially guarantees that no matter how poorly a charter team qualifies for a race, it is always awarded a starting spot. It’s invaluable when trying to attract sponsors to be able to assure them that their car will always be in the race, and should spend at least some time on the TV broadcast. There are 36 charters and 40 starting spots available, meaning non-charter teams have to try to qualify for one of just four open positions.

The price for a charter has varied wildly the past few years, with the high coming last year when Spire Motorsports reportedly paid $40 million for another team’s charter. The four Stewart-Haas charters won’t bring that much, but $25-$30 million apiece is not out of the question. Rumors suggest that Trackhouse Racing wants one of them, as does Denny Hamlin’s 23XI team, and maybe Front Row. The fourth charter might go to Joe Custer, as he tries to create a job for his son Cole in 2025.

All six Stewart-Haas drivers are talented, and should be able to land a job in one of NASCAR’s top three series. Still, pending unemployment is a bitter pill. Tweeted driver Chase Briscoe: “Stewart-Haas has been home to my family and I for the last 7 years and at the end of the year myself and the entire organization will be looking for a new home and new opportunities in the Cup series.” Tweeted Josh Berry: “Today was a tough day for all of us. It is pretty hard to find the right words.”

We’ll leave the final word to the two, with this comment from their Tuesday statement: “We’re proud of all the wins and championships we’ve earned since joining together in 2009, but even more special is the culture we built and the friendships we forged as we committed to a common cause—winning races and collecting trophies.”

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The hand-built-to-order Celestiq indicates that Cadillac is in the middle of a revitalization, a return to its roots as the standard of luxury for the world. How much of that intent trickles down into its smallest, most affordable vehicle, the Optiq? We won’t be able to answer that question until we drive the car, but that was the question in our minds earlier this month, when Cadillac showed off the little electric crossover for the first time.

Cadillac is aiming the Optic at well-heeled older millennials. The Celestiq and the Escalade IQ are the twin flagship models of the brand; in contrast, the Optiq is designed to be a customer’s first electric car—and the first luxury car that those 29-to-39-year olds buy with their own money. (If you’re looking for your first EV, and you want to spend far less, keep an eye out for our review of the Equinox EV.) Cadillac will sell the Optiq around the globe, in over 10 different markets, including Europe.

Cadillac will offer no front-wheel-drive Optiq: Dual-motor AWD comes standard. Cadillac estimates driving range at 300 miles. Output is 300 hp and 354 lb-ft of torque. The battery pack has a capacity of 85 kWh and, when hooked up to a DC fast charger, can gain as much as 79 miles of range in about 10 minutes. Cadillac has more to say about bidirectional charging at a later date: While typically vague, that statement does not eliminate the possibility of V2H charging, so we’re reading it “yes, but not now.”

Inside, the Optiq immediately feels and looks different than its GM platform-mate, the Blazer EV. (Both are assembled in Mexico, with LG-sourced batteries built in Tennesee and Ohio.) Chevrolet left a lot of room for Cadillac to wow customers who have between $55,000 and $65,000 to spend on an electric crossover: Give up the eye-watering performance figures of the most expensive Blazer, the SS, for an Optiq, and you’ll gain an airy interior finished in brushed aluminum, fabric, an unusual but cool veneer made of recycled newspaper and tulip wood, and a leather-esque material that is so much more convincing than the Ecotex that Chevy uses. In the Optiq we sat in, that hide alternative was dyed a fetching shade between blush and ochre. Cadillac calls it Autumn Canyon.

Interior engineer Cameron LaCourt pointed out the location of the instrument panel: His team took pains to place it as low as possible in the cabin. We have yet to drive the Optiq, but we expect that the driving position will benefit from that work. A few other areas he and his team sweated: The map pocket, which extends all the way to the passenger-side door, and the location of the speaker, which is high in the door to make room for extra storage lower down.

The mix of high-and low-gloss textures is tasteful: We especially enjoyed the juxtaposition of fabric next to brushed aluminum on the passenger-side section of the dash. The impression of quality is only solidified as you look closer: The pattern of perforation on the seat is varied. Felt lines the interior of the glovebox. The grilles of the AKG speakers are etched aluminum. (There are 19 in total. Cadillac’s decision to offer Dolby Atmos in many of its EVs is one of the reasons that smartphone tethering had to go; the advanced nature of the audio projection meant that it needed more proverbial horsepower than a phone could provide.) The textured metal knobs that open and close the shutters of the climate-control vents are elegantly tucked between the leather upper and fabric lower of the dash, and each rotates with satisfying weight and click. The buttons to control temperature, direction, and fan speed of the climate control are made of metal, rather than gloss black plastic, as in the Optiq’s bigger sibling, the Lyriq.

The iDrive-style “multifunction controller” carries over from the much more expensive Celestiq and is placed behind a knurled dial that you’re supposed to roll (or press) with your finger. Lovely and ergonomic, just as it is in the Lyriq, who donated its 33-inch LED screen.

The size, color, and general aesthetic of the icons on the touchscreen reminded us of the one from the Equinox EV and the Silverado EV. We’re looking forward to spending some time with one and seeing whether Cadillac organized the submenus more logically than Chevy did: From first glance, useful shortcuts to frequently used functions like one-pedal driving and drive mode, are more prominent and more conveniently located.

From the outside, the Lyriq looks unmistakably like a Cadillac: Continuity of design has been very important to Cadillac for a long time, and you only have to glance at the Lyriq and Celestiq to see the brand is still very good at it. Even the choreography of the LED modules in the headlights and DRLs and grille is similar. The Optiq looks somewhere between a rakish XT4 and a shrunken Lyriq with a little less going on. For reference, the wheelbase is six inches shorter than that of a Lyriq. The windshield rake is aggressive, second in severity within Cadillac’s offerings only to that of the Celestiq. The angle of the windshield forced the engineers to use butterfly-style wipers—a part unique to the Optiq—rather than traditional ones that swipe side to side in parallel. 

As with GM’s other new products that offer Super Cruise, you only get the system free for so long before you must purchase a subscription. (The system is active for the first three years of ownership at no cost.) Nobody knows what inflation will be like in three years, but right now, Super Cruise costs $25 a month. Automatic Lane Change is a one-time, $500 purchase. Judging from the subscription bundles available via Onstar on Cadillac’s site now, you’ll also need to pay up for extended use of Google services, like Google Maps and Alexa voice control: Right now, that “App Access” package costs $15 a month. It should be noted that the practice of requiring a subscription for nice-to-have options is now firmly ensconced within the luxury segment; Mercedes-Benz and BMW both offer similar packages.

Given its refrain of “entry-level luxury EV,” Cadillac is clearly, proudly excluding Tesla from its competitors. From our first impressions, that swagger appears to have been earned. We love seeing Cadillac with some main-character energy … and we hope that the driving experience of the Optiq proves this car worthy of being on such a stage. 

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Not content with restomodding the Ferrari Testarossa Switzerland’s Officine Fioravanti has now turned its attention to two other Italian icons: the Alfa Romeo 8C Competizione and the Ferrari 512 Berlinetta Boxer.

The 8C was, and to many people still is, the ultimate Alfa Romeo. It’s “the most beautiful car ever made,” according to Jeremy Clarkson, with its flowing composite bodywork inspired by Scaglione’s original 33 Stradale, transposed into a front-engined coupe format. It was a who’s who of Italian automotive expertise, built by Maserati, on a chassis designed by the race aces at Dallara, with brakes from Brembo, seats from Sparco, and a 4.7-liter 450-hp V-8 from Ferrari.

The 500 examples assembled were sold immediately but were not without their flaws. Chiefly the six-speed robotized manual transaxle gearbox was rather lacking in finesse. That’s the first fix Officine Fioravanti has put in place, swapping it for a stunning open-gated manual transmission and three aluminum pedals. The electronics have been updated, there’s electronically controlled and adjustable Öhlins suspension, carbon-ceramic brakes, and new FIA-approved carbon fiber seats which are said to improve the driving position. Even with a glorious tan leather-clad interior the modifications result in a “significant” weight saving.

“It’s time to bring out all the Alfa Romeo 8C Competizione from the garages where they have been resting for years, to enjoy their lines, their chassis, and their inimitable sound,” announces the company.

For the 512 BB Officine Fioravanti has focused on improving day-to-day driveability by replacing the ignition and fuel system of the famous five-liter flat-12. Hidden within an exact replica of the original carburetors is a modern engine control system, but the firm has left the rest of the car alone, and stresses that the changes are easily reversed.

“These modifications allow the 512 BB to keep its iconic style, appearance, and soul, while also making it extremely more reliable, comfortable for everyday use or long journeys, safe, and high-performing,” says the Swiss specialist.

The treatment obviously won’t appeal to those who value originality above all else, but for enthusiasts who actually want to drive these incredible Italians then these mods could make all the difference between their cars sitting in the garage and hitting the open road.

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Some styles never seem to fully fade away, do they? With that in mind, Ducati brought two fresh spins on its retro-inspired, second-generation Scrambler model to the Bike Shed MotoShow in London last week. The 1960s desert-sled look of the Scrambler certainly served as the inspiration for these two in-house customs, but they have their own personalities. We like the direction this pair is pointing towards.

The two concepts, named CR24I and RR24I, put a fresh spin on the Scrambler, which has been a surprising staple of Ducati’s lineup since its introduction in 2015. The notes from Ducati don’t specify the powerplants on these concepts, but our eyes tell us it’s the same 1079cc V-twin engine that has powered the Scrambler since 2018. Both bikes were designed and built by Centro Stile Ducati, which means these two reflect the style and direction of the company, not some independent builder.

Let’s look at the CR24I first. Inspired by the cafe racers of 1960s Britain, this bike leans heavily on the street performance side with 17-inch wheels like the factory Scrambler Cafe model has, but the tank-mounted fairing and absence of the detachable rear seat give the bike significantly more of a business-only vibe. The shape is borrowed from the Pantah and the 750 SS models of the past, but with an eye on the future.

The RR24I draws inspiration from modern and even post-modern sources. A bare-bones, function-first look is simple to achieve, but it makes having a finished appearance challenging. To tie up loose ends and add flair with fewer parts, the aluminum pieces of the chassis are left raw to give a slight pop of silver without using fully chromed parts. This bike gives up that passenger seat for a small luggage rack that, combined with a tank bag rack, makes for a travel-light-and-fast feel.

With Scrambler sales significant enough that the brand has to take the model seriously, these concepts might be serve as a gauge of customer interest or a direction of what’s to come. If some of the features and feel of these bikes make it to production, Ducati might have a couple of winners on its hands.

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Porsche has finally pulled the silk off the much-anticipated hybrid version of its iconic 911 sports car. The arrival of an electrified 911 marks perhaps the most pivotal moment in the nameplate’s 60-plus-year history. Let’s delve into the particulars.

Headlining the 911’s hybridization is the GTS model, long a one-stop-shop for bundling the most driver-centric add-ons within Porsche’s extensive options list into a single package. Porsche’s decision to debut the hybrid system on one of its most capable trims reads as a deliberate effort to reassure enthusiasts that a hybrid 911 would still be an engaging, sporting 911. The GTS will feature an all-new drivetrain, which utilizes a newly developed flat-six engine, a new eight-speed PDK automatic transmission, and new hybrid components.

Let’s start with the hybrid tech, since that’s the biggest news here. A permanently excited synchronous electric motor is integrated into the GTS’ new eight-speed PDK automatic transmission. It draws power from a 1.9-kWh battery, which also supplies juice for some other features we’ll touch on in a second. That electric motor lends an extra 110 lb-ft of torque and 54 hp to the existing twist and thrust of the engine.

GTS models will be available in rear- or all-wheel drive, and will sport a conventional driveshaft and differential setup to power the front wheels rather than a separate electric motor. This is in contrast to the AWD setups of the Corvette E-Ray and outgoing Acura NSX, both of which make use of standalone motors (one for the Corvette, two for the Acura) to motivate the front axles.

Speaking of which, the 2025 911 Carrera GTS features an all-new flat-six engine that displaces 3.6 liters, a 0.6-liter increase relative to the outgoing 911 Carrera GTS brought about by upsized bore (97 mm vs. 91 mm) and stroke (81 mm vs. 76.4 mm) dimensions. Power from the engine alone jumps 5 hp, from 473 hp to 478, though the engine’s torque output remains the same at 420 lb.-ft.

However, the new flat-six isn’t just bigger, it’s more advanced. The engine now utilizes a single, electronically driven turbocharger rather than two conventionally driven turbos like the outgoing GTS. An integrated electric motor placed between the hot and cold sides of the turbo helps build boost quicker and minimize lag. The motor can also function as a generator, lending up to 11 kW of power back to that 1.9-kWh battery from the exhaust gasses.

The sum of these updates is a drivetrain with 532 hp and 449 lb.-ft. of total system output. Perhaps more remarkably, the high-tech system only added 103 lbs to the car’s curb weight. Performance figures are commensurately improved, too. Porsche claims that the 2025 911 Carrera GTS Coupe can run 0–60 mph in just 2.9 seconds—0.3 seconds quicker than the outgoing non-hybrid GTS. Top speed is a whopping 194 mph.

Keen-eyed readers will note that we’ve not yet mentioned a manual transmission. As of now, the hybrid 911 does not offer a row-your-own option. You were able to get a seven-speed manual on the outgoing version of the 911 Carrera GTS, but alas, this tricky new drivetrain tech mandates that a computer handles the shifting duties. Porsche may choose to offer the manual transmission down the road for certain 911 models, perhaps even hybrid ones eventually, but as of now, that option is not on the table.

The 911 Carrera GTS will also feature rear-axle steering as standard—a first for this model—helping increase high-speed stability while also reducing the car’s turning circle in tight areas. Adaptive sport dampers, which lower the car’s ride height by 10 mm relative to base 911 Carreras, will again be fitted as standard.

While not as dramatic an evolution as the hybrid GTS, Porsche also unveiled the 2025 911 Carrera—the “base” 911, if such a thing exists. That model will not feature the hybrid drivetrain. Instead, it will soldier on with a 3.0-liter, twin-turbo flat-six, though the motor also gets some upgrades. A new intercooler, cribbed from the 911 Turbo, now sits between the engine and the rear decklid. New turbos donated from the outgoing 911 Carrera GTS were fitted as well. Output rings in at 388 hp—up nine ponies from the outgoing version—and 331 lb.-ft. of torque. Porsche says the 911 Carrera can rip to 60 mph from a standstill in just 3.9 seconds (3.7 if you spring for the Sport Chrono Package), down 0.1 seconds from the outgoing version. As with the outgoing model, a manual transmission is not an option; it’s PDK or nothing here, too.

Stylistically, the 2025 911 will get a host of aerodynamic enhancements, including some model-specific ones. All the light functions—brights, fog lights, turn signals, etc.—are now integrated into the standard LED Matrix headlights. Because of this, there’s no need for additional fog lights below, which allows for larger cooling openings on the front fascia. For the hybrid Carrera GTS model, the front fascia will feature vertical air flaps that can open or shut depending on airflow demands. Out back, a new rear light bar with P O R S C H E lettering helps accentuate the wide, low stance of the car. Carrera GTS models get a GTS-specific sport exhaust system as standard.

For the first time, the 2025 911 will offer a fully digital instrument cluster, replacing the part-analog and part-digital cluster that came on outgoing cars. The cluster is highly customizable, but the standard five-dial design that’s been a hallmark of 911 interiors for decades is still a mainstay. Flanking the new cluster is another 10.9-inch screen that handles infotainment and phone mirroring duties.

You can have your 2025 Porsche 911 Carrera in Coupe or Cabriolet form, both with rear-wheel drive exclusively. Order books for both are open now, with the 911 Carrera Coupe starting at $122,095 and the 911 Carrera Cabriolet starting at $135,395. Deliveries for these models are expected to begin in the fall.

If you’re ready to make the leap to the hybrid 911 Carrera GTS, the configuration tree grows substantially. You get to choose from Coupe or Cabriolet form, as well as from rear- or all-wheel drive, and there’s even a Targa version of the GTS, offered exclusively with all-wheel-drive. Prices here range from $166,895 for a 911 Carrera GTS Coupe with RWD, up to $187,995 for a 911 Targa 4 GTS. Porsche says deliveries for these hybrid models will begin at the end of the year.

We knew the hybrid 911 was an inevitability. Now that we know a lot more about the particulars of the car and its complex drivetrain, we’re cautiously optimistic that adding an electric motor won’t sully this icon’s shine. Of course, only time behind the wheel will tell us for sure; stay tuned for that story, which will come at a later date.

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A patent secured by GM Global Technology Operations LLC and published on May 16, 2024, hints that GM is developing a clutch for use on some of its future electric vehicles. The patent describes a method of operating a vehicle’s clutch using an actuator device that relies on measuring fluid pressure to determine the position of the piston within the actuator. The writing is naturally very technical and dense, but we think we’ve managed to parse out the important bits.

Some outlets have speculated that this patent means GM is planning three-pedal EVs so that drivers can shift their own gears. Nothing in the patent document suggests that. On the contrary, the patent includes several inputs for the clutch operation and the driver is only one of them. There’s no mention of a clutch pedal whatsoever.

There are a lot of applications within GM’s current and future EV portfolio for which this patent makes plenty of sense. Permanent magnet electric motors, like the ones GM is currently using on the GMC Hummer EV, Silverado EV, and Cadillac Lyriq, are quite efficient and power-dense. Their drawback is that they don’t allow a vehicle to coast freely when directly linked to the transmission, as the design inherently creates more drag than an induction motor. This patent suggests that GM hopes to use an electronically actuated clutch to decouple the electric motor from a transmission when it’s not needed. The clutch system could link the motor to the transmission for accelerating, decouple for coasting, and reengage for regenerative braking, reducing drag and increasing range. It could also enable the use of multiple gears, similar to the Porsche Taycan’s two-speed gearbox, though how the driver would initiate a shift remains unknown.

Just like in an ICE vehicle, improving EV efficiency can have benefits for the manufacturer and the consumer. We hope that this patent leads to EVs that go further every charge or perhaps go the same distance but with lighter, less expensive battery packs.

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Despite the frenzy of battery-electric vehicles hitting the marketplace these days, internal combustion engines still have a future, according to Toyota, Mazda, and Subaru. The three Japanese automakers have announced a collaborative effort to develop a new family of engines that will aid in the push toward carbon neutrality.

The new engines, according to the joint announcement released today by all three automakers, will be “tailored to electrification,” which almost certainly means these will be the backbone of new hybrid systems that each automaker will seek to employ for upcoming products. Key to the new engine’s eco-friendly goals will be the ability to run on various carbon-neutral (CN) fuels such as bio-fuels, synthetic fuels, and liquid hydrogen.

Toyota has been campaigning a hydrogen-powered race car in Japan for a while now, and no doubt the learnings from that program have helped inform this new family of engines that these automakers will be developing.

Interestingly, these new engines won’t all take the same form. The announcement mentioned that each automaker will leverage the development improvements to create signature engines that “not only represent their respective brands but also cater to their customers’ unique needs and preferences.”

Each automaker shared examples of what their signature engines would look like. Subaru brought a flat-four engine paired with a next-generation hybrid system stuffed inside a camouflaged prototype of its Crosstrek. (The hybrid Crosstrek is available in other markets—albeit with an older version of the hybrid system. It’s not currently available in North America.)

Mazda brought along single- and twin-rotor rotary engines. The company currently uses a rotary engine as a range-extender in the MX-30 and the Iconic SP sports car concept, though the engine has no mechanical connection to the wheels. Perhaps in the future, the rotary could once again spin the wheels directly.

Toyota displayed two new inline fours: A 1.5-liter unit, and a larger 2.0-liter unit. There wasn’t much in the way of details for either, except that Toyota said that each motor “achieves both high output and high thermal efficiency.”

In addition to being more efficient and more powerful, the new engines will also be more compact in nature, helping to improve vehicle packaging. “Smaller engines allow for even lower hoods, improving design possibilities and aerodynamic performance while contributing to better fuel efficiency,” said the release. No arguments there. (Seeing a hood line come down instead of climbing would also be a welcome reversal of a somewhat annoying design trend, though we recognize part of that is driven by pedestrian safety laws.)

There’s no word on a timetable for these engines, but we expect more details to trickle out—including what cars will be the first recipients and the markets where these engines will be offered—in the coming months.

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This should be much-needed shot in the arm for rallying, and specifically the FIA World Rally Championship: Lancia, a legendary brand within the sport, is returning the WRC.

Lancia quit rallying, all forms of motorsports for that matter, in 1992. This past year, the rumor mill has run at full tilt that the company would have a new entry in rallying, something that parent entity Stellantis confirmed on Monday.

The vehicle will be loosely based on the Ypsilon HF, which Stellantis calls “a high-performance version of the first car of the brand’s new era, a 100-percent electric model that will be launched in the market in May of 2025.” Which is kind of confusing, because the rally car, the Ypislon Rally 4 HF, is decidedly an internal-combustion vehicle. It will be powered by a 1.2-liter turbocharged, 212-horsepower three-cylinder engine, mated to a five-speed manual transmission and a mechanical limited-slip differential.

Lancia also announced the revival of the high-performance HF designation with both the new electric model and the rally version of the Ypsilon. Lancia will be introducing an HF version for each of the brand’s new models.

The Ypsilon Rally 4 HF “is the ideal solution for all rally enthusiasts to enjoy,” Stellantis claims, “but is also a serious candidate for drivers aspiring to victory in the Rally 4 class and in the two-wheel drive championships.” The Rally 4 class is essentially an entry point into pro rallying, populated by “young drivers beginning their careers with a passion to become the professionals of the future.”

The Rally 4 class was created in 2019 as part of the “rally pyramid”—a clear blueprint of how a driver and team can climb the pyramid up to Rally 1, the elite class in the WRC.

The Lancia will be competing with models from manufacturers that include Stellantis-owned Peugeot and Opel, as well as Renault. The announcement was made during the WRC Rally Italia Sardegna, Lancia’s home rally and the sixth event on a 13-event calendar.

Despite not competing for more than three decades, Lancia is still the most successful brand in the sport, with 15 World Rally Championships (11 constructor’s titles and four driver’s titles), as well as wins in the Mille Miglia, the Targa Florio and the Carrera Panamericana. Martini Racing teamed with Lancia in 1982 for the then-new Lancia 037 and drivers Attilio Bettega and Markku Alén, creating the famous red, white and blue exterior color scheme.

This could be just the start of a serious effort on Lancia’s part to return to glory on the rally circuit. According to DirtFish.com, it’s possible that Lancia could absorb Citroën’s C3 Rally 2 effort, which is plausible since that company is also controlled by Stellantis. Its customer racing manager Didier Clements “was one of the masterminds of Citroën’s generation of world championship domination with Sébastien Loeb.”

Regardless, it’s a happy day for Lancia enthusiasts, said company CEO Luca Napolitano, in this slightly awkward translation: “Lancia has always been in people’s hearts, also thanks to its competitive soul represented by some iconic models from a past that made the brand the most successful one of all time in the rally world. And that sporty heart is starting to beat again today!”

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The latest research available on the new-vehicle transaction price pegs it at a substantial $47,218. And while that may be down 5.4 percent over the market peak in December of 2022, it’s still prohibitively pricey enough to convince a lot of motorists to hang on to vehicles they already have.

But for how long, though? According to research by S&P Global Mobility, the average age of cars and light trucks in the U.S. has risen to a new record of 12.6 years in 2024, up by two months over 2023.

That means the average car or truck on today’s roads was new in 2011.

“With average age growth, more vehicles are entering the prime range for aftermarket service, typically from six to 14 years of age,” said Todd Campau, associate director of aftermarket solutions at S&P Global Mobility. “With more than 110 million vehicles in that sweet spot—reflecting nearly 38 percent of the fleet on the road—we expect continued growth in the volume of vehicles in that age range to rise to an estimated 40 percent through 2028.”

That should guarantee plenty of work for auto mechanics for a long time. Indeed, according to research posted on Consumeraffairs.com earlier this year, there are approximately 592,000 auto mechanics in the U.S., and the number has been falling, even as the need is growing. “There is an urgent need to recruit and retain new auto mechanics in the coming months and years, as car maintenance and repair will always be a necessity for vehicle owners. Currently, there are approximately 56,000 auto mechanic positions available, and by the end of this year, over 1.3 million technicians will be needed to keep up with demand.”

Certainly there are plenty of vehicles out there. According to S&P, the size of the U.S. fleet was 286 million vehicles in operation (VIO) in January of this year, up two million over 2023.

And the distribution of vehicles by age is changing. Vehicles newer than six years old accounted for 98 million vehicles in 2019; today they represent fewer than 90 million vehicles. “Vehicles six-14 years of age, and even older vehicles, are expected to represent about 70 percent or more of VIO [growth] for the next five years, which will serve as a tailwind to aftermarket service opportunities.”

A specialty in working on trucks and SUVs would be beneficial to new mechanics, as sales of cars, as we all know, is suffering. S&P research bears that out by citing vehicle “scrappage” rates. Since 2020, more than 27 million cars were scrapped, replaced by about 13 million cars. The number of trucks and SUVs scrapped was just over 26 million, while 45 million new trucks and SUVs were registered.

As consumers keep their vehicles longer, proper maintenance is ever more important, as is finding someone qualified to work on your older vehicle. A recent report by the non-profit TechForce Foundation, which is “committed to the career exploration and workforce development of professional technicians,” said that the demand for automotive technicians remains an ongoing issue. “As in past years, the demand from occupational separations far outpaces the demand from new growth. For example, between 2023 and 2027, 406,000 positions will be needed due to operational separations, while only 60,000 will come from new growth.”

But there may be reason for hope. TechForce’s report says that for the first time in 10 years, the number of graduates in the automotive maintenance sector has slightly increased. “We are beginning to close the gap in the transportation technician shortage,” it says.

But that will take a while. Our best advice: Be kind to your current mechanic, if you have a good one.

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BMW picked the world’s most glamorous car show to reveal a new two-seater concept that harks back to past glory without resorting to a retro look.

Unveiled at the Concorso d’Eleganza Villa d’Este on the banks of Lake Como, Italy, the Skytop is a traditional targa with a removable roof that has to be manhandled off and stored in the trunk. Also old school is a proper shark nose and a spine that runs from the hood through the interior to the tail of the car, as previously seen in the Z8.

“The BMW Concept Skytop is a truly unique and exotic design, in the tradition of the Concorso d’Eleganza Villa d’Este,” said Adrian van Hooydonk, BMW Group Design boss. “It offers a combination of driving dynamics and elegance at the highest level, comparable to its historic ancestors, like the BMW Z8 or BMW 503.”

Other design highlights include the slimmest LED lights ever seen on a BMW, mounted on milled aluminum carriers and a unique graded silver chrome shadow paint scheme. The red-brown leather trim inside extends to the integrated roll bar, while door handles are discretely hidden in the shoulders.

The Skytop was the highlight of BMW’s 25th year as the main partner of the Concorso and, like 3.0 CSL that it showed as a concept in 2022, it could make it to limited production.

“We’re not sure whether we’re going to make it but we could, because this time we put all the learnings into the design phase,” van Hooydonk told BMWblog. The 3.0 CSL took just a year to get road-ready after its Lake Como debut, with 50 examples sold at around $800,000 each. The Skytop would be even easier to produce, with parts such as its slimline lighting already road-legal. “From a technical point of view, yes, it’s very very feasible,” he added.

If there’s sufficient demand then a run of 50 Skytops could begin to be built within a year with an estimated price tag of half a million dollars.

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As its namesake would likely appreciate, Mini’s latest iteration of its John Cooper Works model will be seen by the world for the first time on track.

Ahead of its unveiling this fall, the car will compete in the 24 Hours of Nürburgring, held June 1–2. Privateers Bulldog Racing will field the gas-powered version of the car in the SP 3T class (that translates to GT cars with turbocharged engines of 2000 cc or less).

Unlike the racing team, customers will get their pick of powertrain—Mini will offer the upcoming JCW lineup (which cars that entails, it isn’t saying) with either gas or battery power. Mini isn’t the first automaker to offer this either/or choice within one model: Dodge is offering its new muscle car with either a battery pack or a straight-six.

The John Cooper name and Minis go back to 1961, when the racer and F1 constructor of the same name began to modify Minis. His work resulted in the first Mini Cooper, the most famous of which was driven by Paddy Hopkirk to victory in the 1964 Monte Carlo Rally. It remains one of racing’s greatest underdog stories. The number 37 logos on Bulldog’s car nod to that story, though the car will race as #317 when it competes at the ‘Ring next weekend.

When BMW revived the Mini brand, the JCW name appeared on mild performance kits blessed by the factory, which extended the warranty to such modified cars. In mid-2008, the world met the Mini John Cooper Works. The clunky name, often abbreviated to “Mini Jay-Cee-Double-U,” designated not a kit but a distinct model, a variant of the regular Mini. That pattern continues today. There are four JCW models currently available: A two-door convertible, a two-door hardtop, a six-door Clubman, and a Countryman SUV. While you can still order a two-door hardtop with a six-speed manual for the 2024 model year, this new JCW (and all other ICE-powered Minis) will come equipped with an automatic, as we learned last fall.

We’ve known about the company’s plans to electrify the spiciest Mini for a while—as far back as November of 2020, actually. Given our experience with the less-sporty version now in production, known as the Cooper SE, we’re very curious about the JCW version: Of the SE, we pronounced turn-in quick, body roll minimal, and corner exists “a tire-shrieking, wheel-tugging riot.” Batteries and motors instead of tank and engine will likely decrease the driving range of an electric JCW compared to its ICE equivalent, but they are almost guaranteed to lower the center of gravity. Our best hope is that the electric JCW will be the kind of car you keep up at your mountain house and charge overnight when you get there for a morning of corner-carving the next day.

Even with the departure of the manual, we do not lose hope for the ICE version of the JCW Mini, though our fingers are crossed that it will source a better auto than the torque-converter in the outgoing JCW Clubman. Jack Baruth found that gearbox the only flaw in an otherwise delightfully enthusiastic track car. If Mini were to make that automatic more athletic, the Mini JCW might live up to the motorsport intent evident in the location of its debut next weekend. Mini, we really want to believe in you: Don’t disappoint us!

If you’re at the 24 Hours of Nurburgring, give a close listen to the gear changes. Even better, if you know somebody at Bulldog, buy ’em a few rounds and do a little investigative journalism for us.

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Just in time for the Monaco Grand Prix Mercedes-AMG has pulled the wraps off the debut model in its ultra-limited Mythos series.

The PureSpeed is a two-seater barchetta, inspired by the pinnacle of motor racing, and is the most extreme open-topped Mercedes since the spectacular Stirling Moss edition of the SLR McLaren which came out in 2008.

While that was a tribute to Sir Stirling, his co-driver Denis Jenkinson and their incredible 1955 Mille Miglia-winning 300 SLR, the PureSpeed picks up some features from the latest racing knight’s car. Since 2018 Sir Lewis Hamilton has been protected by the halo system on his F1 car, and now Mercedes-AMG has adapted it for road use.

The aerodynamic arch replaces the A-pillar and runs over the top of the cockpit, separating the driver from passenger, both of whom get custom helmets, because the PureSpeed offers no windscreen or windows to shield them from the elements.

Although the PureSpeed looks quite minimalist there’s actually rather a lot going on design-wise, with a front end modeled on the AMG One, and a nod to the 300 SLR in the design in the form of the flying buttresses at the rear of the car. There’s more racing history in the color scheme which is graduated from Le Mans red to the graphite gray worn by Mercedes when it won the 1924 Targa Florio. Carbon fiber is used extensively throughout, most notably on the halo and the aerodynamic wheel covers. As another homage to motorsport there’s a purpose-designed clock by long-time sponsor IWC Schaffhausen mounted on the dashboard.

“The Concept Mercedes-AMG PureSpeed offers a glimpse of what is probably the most direct way to experience performance and driving pleasure,” says Michael Schiebe, Chairman of Mercedes-AMG. “Radically open, neither a roof nor the windscreen separate the two passengers from the elements. You can experience light, air and passion unfiltered with all your senses.”

Beneath the racy modifications lies an SL, of course, and although AMG hasn’t revealed any technical specification for the PureSpeed at this stage, it’s surely going to be a further-enhanced version of the 816-hp SL63 E. We do know that it will be limited to just 250 examples and, of course, will be suitably expensive.

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To say the Ford Mustang GTD has been eagerly anticipated is an understatement. Ford closed the GTD’s application window in North America for the 2025 and 2026 model years on May 21, with over 7,500 applications filed for the $325,000+ limited-production supercar. It appears that you can’t even buy Mustang GTD merchandise any longer: Everything, including the $80 T-shirt that was offered by Ford, is sold out.

If you missed the North American window on the car itself, there’s one more path left to buying a GTD—but you need to be willing to move to Europe. “Mustang GTD’s arrival in Europe comes as the continent prepares to begin accepting applications from prospective owners,” Ford says. You can’t apply yet, though—details on how you can will be released in June.

Meanwhile, by “Mustang GTD’s arrival in Europe,” Ford means that the car will cross the Atlantic for the 24 Hours of Le Mans, which runs on June 15-16, and then the Mustang GTD “will also take to the roads of Europe for testing that will pave the way for an official timed run in the fourth quarter of 2024 at the famed Nürburgring Nordschleife.”

Last September, Ford essentially promised a sub-seven-minute lap at the Nürburgring, thanks in part to “active aerodynamic tech never before used on a street legal Ford car and illegal in GT3-class race cars. The heart of Mustang GTD’s aerodynamic performance is its Drag Reduction System, which uses a hydraulic system that can change the angle of the rear wing and activate flaps under the front of the car to find exactly the right balance between airflow for speed and downforce for grip, depending on performance conditions,” Ford says. The top speed, according to the company, is over 190 mph.

A certified lap of under seven minutes would likely put the Mustang GTD on the roster of the 10 fastest production cars ever at the ‘Ring, according to this list. The 1049-horsepower Mercedes AMG ONE, with a lap time of 6 minutes, 35.18 seconds set on October 28, 2022, remains the fastest production vehicle on the circuit.

None of the cars on the top-10 list are American-made. The GTD team wants to change that.

“With Mustang GTD, we set out to build a road-going race car with the heart of a Mustang and the will to beat Europe’s best. Since opening applications to North American consumers, we’ve seen customers respond to that motivation,” says Mustang GTD Brand Manager Jim Owens. “Whether they own a rival’s sports car or have another Mustang in the stable, the Mustang GTD’s race-derived performance is registering.”

To that end, “Every surface, body opening and vent on and under Mustang GTD’s body is functional,” says Greg Goodall, Mustang GTD chief program engineer. “Some air is directed for cooling, other for aerodynamics and downforce. All of it to help GTD go faster or stick to the pavement no matter what the conditions are. Our Le Mans drivers would love to have the technology Mustang GTD has for the track and street.”

Of course, having in excess of 800 horsepower available from the 5.2-liter, supercharged V-8 doesn’t hurt, either. “Mustang GTD shatters every preconceived notion of a supercar,” says Jim Farley, Ford president and CEO. “This is a new approach for us. We didn’t engineer a road car for the track, we created a race car for the road. Mustang GTD takes racing technology from our Mustang GT3 race car, wraps it in a carbon fiber Mustang body and unleashes it for the street.” It will be the most powerful street-legal Mustang in the car’s 60-year history.

There are, as we’ve told you before, Brembo ceramic brakes to make it stop, and an eight-speed rear transaxle connected to a carbon fiber driveshaft to make it go. “Recaro front seats optimized for track days are complemented by available 3D-printed titanium paddle shifters, rotary dial shifter and serial plate, all made from retired Lockheed Martin F-22 titanium parts. The rear seating area has been removed to reduce weight and provide cargo space,” Ford says.

The Mustang GTD will be built at the Ford Flat Rock Assembly Plant near Detroit, and then transported to Multimatic facilities in Markham, Canada, where it will be “handcrafted for racing-inspired precision by the Ford Performance and Multimatic teams,” Ford says.

As for that trip to Europe: “We’ve tested the Mustang GTD in North America extensively, including laps at Sebring International Raceway and Virginia International Raceway. This has all been in service of engineering a car that can lap the Nürburgring in under seven minutes,” says Goodall. “Moving onto European roads and dedicated test sessions at the Nürburgring is the next step, ahead of a timed run later this year.”

According to the ever-present spy photographers stationed around the track, the Mustang GTD is already there.

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In 1924 five Bugatti Type 35s made their way 600 miles cross country from Molsheim to Lyons to enter the French Grand Prix. A century later 23 Type 35s have just repeated the journey, accompanied by another 26 vintage Bugattis.

During its incredible racing career the Type 35 secured more than 2500 victories—a feat that’s still unmatched—but this trip was taken at a more leisurely place by the priceless convoy, taking three days to reach the destination.

Beginning at the lavish Château Saint Jean in Molsheim, which was bought by Ettore Bugatti in 1928, the Bugatti Club France brought out six examples of the Little Car Company’s Baby II Centenary Type 35 Edition for the owners of full-sized models to experience.

Then it was time to hit the road, with a first stop at the world’s largest collection of Bugatti cars housed in the Musée National de l’Automobile at Mulhouse. Formerly the private collection of the rather notorious Schlumpf brothers, it’s now owned and operated by the French government who preserve the precious Type 28 and Royale – once the most expensive car on the planet.

The convoy battled the elements with only their goggles to protect the drivers as they crossed the Vosges mountains to the plateau of Lyon. In Lyon they joined 120 pre-war cars to mark the 100 years since the famous race took place, before a final ascent through the switchbacks into the Monts du Lyonnais.

“We are delighted to have brought together Bugatti enthusiasts from across the globe, traveling from nine countries, to celebrate the historic milestone of the Bugatti Type 35” said Olivier Bohin of Club Bugatti France. “For us to have been able to commence our specially curated event in Molsheim, where Ettore’s adventure first started, was simply the perfect way to start the experience. Connecting the past to the present is a value that is intrinsically important for both the Bugatti brand and Club Bugatti France, allowing for our guests to feel the connection and experience emotional moments that will last a lifetime.”

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The mid-cycle refresh for the eleventh generation Honda Civic, which debuted in 2022, has just been released. It sports a more aggressively styled front bumper, tweaked tail lights, and a new hybrid powertrain in the Sport Hybrid and Sport Touring Hybrid trim levels. The hybrid has a combined 200 horsepower and 232 lb-ft of torque thanks to a 2.0-liter Atkinson-cycle four cylinder paired with two electric motors. The result is the most powerful Civic ever, aside from the range-topping Type-R.

The hybrid powertrain is mated to a CVT transmission that provides “vehicle speed-linked rev feel typically associated with a conventional drivetrain shifting gears under acceleration.” Further reading between the lines yields the bigger news: The Civic’s manual transmission, once available in the Sport and Sport Touring trim levels, is no longer available.

The manual, a mainstay in Civics since their inception, will likely still be present in the forthcoming Si and Type R (we can’t imagine the latter without one). And value is still in the Civic’s equation: The cheaper LX and Sport trim levels remain, powered by a 158-horse, 2.0-liter four-cylinder engine and no battery-electric motivators. The simple, ICE-only powertrain is a clear play to keep costs down and retain its younger audience with an attractive price point. For those looking for a more tech-friendly economy car, the top-trim Sport Touring Hybrid has the Civic’s first implementation of Google built-in architecture, promising a seamless experience between smartphone connectivity and automotive interfaces. All models now receive multiple USB-C ports for maximum functionality with modern electronics.

Pricing hasn’t yet been revealed, but Honda expects 40% of Civic buyers to opt for the new hybrid powertrain—a significant amount, but still showing just how bread-and-butter the entry-level trims are. With the bump in power in the middle of the Civic lineup, we’re curious to see what this refresh holds for the Si and Type R. Let’s just hope that three pedals remain in their future.

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On April 15, MotorTrend.com published a story about the 2023 Ford Maverick pickup that the publication bought. “We still love the Maverick,” the story said, but “Ford has sent us a whopping five recall notices since we purchased the truck last year, one safety-related, two regarding emissions, and two for compliance-related problems.” Since that story ran, there have been two more recalls issued for the Maverick, including one for faulty taillights that affects 242,000 of the 2022-24 models.

Still, the very appealing compact trucks are selling well, as they have been since they were introduced as a 2022 model, which mostly went for well over list price. Finally, Ford dealers are seeing the Maverick pipeline filling, and some are offering discounts. According to our local Ford dealer, not much of a discount—$475 on a loaded 2024 Maverick that listed for over $38,000—but a discount nonetheless.

If the accompanying spy shots are any indication, Ford is freshening the truck for 2025, and perhaps offering a sportier version, which may or may not be called the Lobo, Spanish for wolf, of course. Or it might just be called the Maverick ST, although this particular pickup has a Lariat badge on the two front fenders.

The truck shown here its revised headlights, a bigger Ford badge, and a new front fascia, fog lights, and grille, definitely has a hunkered-down look. Its new turbo-style wheels really set the pickup off. The 19-inch wheels are sporting some meaty Goodyear radials. Inside, we’re told that there’s a new 13.2-inch infotainment screen.

Like Motor Trend, we love the Maverick, too. Hopefully by this fall, when we expect to see the debut of this updated pickup, Ford and its Hermosillo plant in Mexico will have solved the problems that have caused these excessive recalls.

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Rule Britannia, Britannia Rules the Roads… that’s the tune that some lucky buyer will be humming as they thunder through the countryside in the world’s only Aston V-12 swapped Range Rover Classic.

The idea for the 1971 three-door Rangie to receive its mighty heart transplant came after the crew at Land Rover specialists Bishops 4×4 spent an evening in the pub pondering. The car had been sitting around awaiting restoration with the wrong engine in, and, with suitable lubrication, a plan was formed.

A crashed DB7 V-12 was bought and then the business of modifying the Range Rover chassis began. It took two and a half years, during which “almost every single aspect has been improved, upgraded or strengthened to end up with a fabulous cocktail of Britishness that will likely never be repeated.”

The front chassis rails had to be cut out and re-welded to accommodate the six-liter, 12-cylinder motor and even then it didn’t fit. The engine was so long that the sizeable engine bay still couldn’t house it and the scuttle had to be modified. The alternator needed to be moved, the drive belts re-routed, and cooling hoses adapted as well. The inlet manifold was tweaked, free-flowing air filters installed, and a custom stainless steel exhaust system was devised. Two tuneable ECUs were used—one for each cylinder bank—while the ZF four-speed automatic transmission was fettled by the experts at Ashcroft.

More rugged Defender axles with beefy springs and Bilstein dampers were bolted on, along with powerful six-piston AP Racing disc brakes. The 18-inch alloy wheels were shod with 285-section Toyo Proxy tires and the wheel arches flared to give them sufficient space.

Other visual changes include twin headlamps, four layers of maroon paintwork for the main body and gray for the roof. Aston Martin badges were added and the car literally flies the flag for Britain with a hand-painted Union Jack on its flanks and hood.

Inside there’s Wood & Pickett trim, a DB9 starter button and a digital dashboard and, as a final touch, a kick plate with the build number AMRR007001.

Described as “brain-numbingly complex” the car sold at Iconic Auctioneers for £50,625 ($64,350) which probably represents a mere fraction of the blood, sweat, tears, dogged determination and stiff upper lip that went into it.

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Simplicity, at least in vehicles, is becoming something of a luxury. As new cars and trucks get seemingly more complex by the moment, it’s no surprise that enthusiasts are turning toward more basic designs to get their kicks. Enter the Expedition Motor Company (EMC) and its latest project, the 1993 Sahara Wolf.

EMC restores early Mercedes-Benz Geländewagens, specifically (though not exclusively) 250GD models. Company founder Alex Levin has a particular passion for this soft-topped, diesel-powered iteration of the G-Wagen, and formed the company in 2017 to give new life to the old rigs.

Born to be a military vehicle but quickly winning favor with users from all walks of life, early G-Wagens were released to the public as incredibly capable but bare-bones utility vehicles. Luxuries like air conditioning and automatic transmissions could be added for those willing to fork out for the extra coin. The U.S. market was still delicate territory for Mercedes-Benz in the ’80s, and since they wanted to burnish their budding reputation for luxury, the durable but spartan Benz truck didn’t make it to American shores. Time, however, and the 25-year import rule, heal all wounds, and the first-generation G-Wagens are now available for import and enjoyment.

EMC’s work on these 30+ year-old vehicles lands somewhere between restoration to original specification and full-beans restomod. You won’t find any LS swaps or exorbitant horsepower under the hood. Instead, there’s attention to detail that highlights the G-Wagen bits that give the truck its personality, and modern amenities that enable some of the most durable and go-anywhere vehicles of the past to be comfortable enough to use as daily driver.

The character of the “Wolf,” the nickname the 250GD received from its time in military service, remains fully present. EMC opted to leave the factory OM602 2.5-liter five-cylinder diesel engine and five-speed manual transmission intact, and while the exterior sports minor modifications, the truck’s essential look is unchanged.

Updates subtly increase the Wolf’s capability and more noticeably up its livability. The main differences are the EMC-designed suspension, a custom front bumper, three-inch LED Pod Lights for better vision when wheeling at night, a Warn Winch, and a snorkel. There is also the addition of a Harman Kardon Infinity sound system, sound proofing, WirelessApple CarPlay and a full array of creature comforts including a refinished interior, air conditioning, heat, and also heated seats front and rear.

The Sahara Wolf presents as a balance of utility and comfort that is tough to create—more than 2100 hours went into this build, and it shows. Such a blend of preservation and modification isn’t cheap: The price tag for this 1993 250GD $180,450. Then again, simplicity is in short supply these days.

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Nissan has announced changes to its R35 GT-R offering for 2024. These include some aero updates to the existing three trims as well as the addition of two special editions featuring heritage colors.

Now in its 16^th year, Nissan’s “supercar for anyone, anywhere, anytime” may be getting a bit long in the tooth, but it has soldiered on with evolutionary upgrades over time, and is still very much relevant in the enthusiast-car discussion, particularly with respect to performance per dollar. The subtle approach continues for 2024 on the 565-hp GT-R Premium ($121,090) and T-spec ($141,090), and on the 600-hp NISMO ($221,090). All three benefit from redesigned front and rear fascias and a reshaped rear wing, enhancing aerodynamic performance through increased downforce and reduced drag.

New to the lineup are a pair of limited-edition GT-Rs. In Japanese, “takumi” is the term used to describe a master craftsman, and the T-spec Takumi Edition pays tribute to the four masters who hand-build each GT-R VR38DETT engine. These cars will feature a gold VIN plate along with a red engine badge to signify an even higher level of attention paid to precise tolerances and balancing during assembly. Outside, each T-spec Takumi Edition will feature Midnight Purple paint—a rare, color-shifting nod to special-edition GT-Rs of the past—while interiors will be done in Mori Green. Midnight Purple is considered one of the most sought-after colors to coat Nissan’s halo car, first appearing on the R33-generation Skyline GT-R and later making its way onto the R34 GT-R V-Spec. 

The GT-R Skyline Edition, meanwhile, pays homage to “the abundant beauty found in skylines across Japan,” according to a Nissan press release. Its special Bayside Blue exterior paint has popped up at different times in GT-R history, first on the R-34 and most recently on the 2019 50^th Anniversary models. According to Nissan, it is inspired by the liveries of victorious Nissan models in the Japan GP racing series, its name taken from Tokyo’s Bayshore Highway, which has long been home to enthusiasts looking to exercise their cars. 

For those more interested in the heritage colors than in the special editions, Bayside Blue is available on GT-R Premium models, while Midnight Purple can be ordered on a regular T-Spec.

Although there is no word yet on when or whether the GT-R will get a more substantial overhaul, the 2024 GT-R is on sale now, while the two special-edition models are expected in the summer. 

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On May 21, 1901, Connecticut enacted the first motor vehicle speed limit in the United States. The law passed the State General Assembly after its initial plan to curtail speed was loosened a bit to allow travel at 12 mph in cities and 15 mph on more rural routes. Anxious drivers have been looking in their mirrors ever since.

There were earlier punishments for speeding, even before specific limits were in place. The History Channel’s website on the new law notes that Jacob German was the first motorist to be arrested for driving too fast. The brief front-page story in The Brooklyn Daily Eagle was published exactly two years prior, on May 21, 1899. According to the story, German was observed driving at “break neck speed” and was pursued as he made his way in his electric taxi cab from Lexington Avenue onto 23rd Street in Manhattan. The police officer was able to apprehend German while on his bicycle, clocking the speeding lunatic at a blistering 12 mph. That was considered fast at the time and would be remarkably fast for Manhattan today, now that we think about it.

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It might be two cylinders down on the Huracàn but the new Lamborghini Temerario is set to pack a V-8 engine with even more power.

The engine is “a clean sheet design,” says Chief Technical Officer Rouven Mohr and it will be coupled with a hybrid system featuring three electric motors which mean it could potentially match the V-12 Revuelto for performance.

“I can guarantee you this twin-turbo V-8 combines the celebrated Lamborghini V-10 emotional progression through the linear torque curve on one hand with a high power and specific torque of a state-of-the-art new generation turbo engine,” adds Mohr.

The four-liter motor is a “Hot V” with its two turbochargers mounted between the cylinder banks, and that’s just the start of its sophisticated spec. There’s a flat plane crankshaft, titanium conrods, central direct injection, and finger follower valvetrain all pushing the redline to a heady 10,000 rpm.

It will sound no less epic than the V-10 it replaces, says Lamborghini. “A crucial element of the design process was to refine the sound, to give the new powerplant a unique and distinctive character and deliver the driver an unparalleled driving experience. The characteristics of the new V-8 intensify in a crescendo that at high revs reaches its peak in terms of volume and frequency content and this, in harmony with the vibrations transmitted to the chassis by the flat-plane crankshaft, creates an all-encompassing sensory experience.”

Peak power of 800 hp (that’s 200 hp per liter) comes in at 9000-9750rpm with 538 lbft of torque available from 4000-7000 revs. Mounted between the engine and the dual-clutch transmission is an axial flux electric motor throwing a further 110 kW (150 hp) and an extra 300 Nm (221 lbft) into the mix.

Two additional electric motors will be fitted to the front axle, and if they’re the same units as on the Revuelto they’ll boost overall power by another 300 horses. That would put the Temerario comfortably ahead of rivals such as the Ferrari 296 GTB and McLaren Artura.

The Temerario is expected to make its debut in August with an appearance at Monterey Car Week looking very likely.

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On June 1,  Tim Kuniskis will step down from his position as CEO of Dodge and Ram, ending a 32-year career with Chrysler/FCA/Stellantis. His time with Stellantis began in sales and distribution in 1992. He worked up the ranks until he became the head of Fiat in North America in 2011. In 2013, he took up the reins at Dodge.

During his tenure at Dodge, Kuniskis greenlit some of the brand’s most famous muscle cars. He’s best known for putting the supercharged Hellcat V-8 into just about every platform it would fit: The Challenger, Charger, Grand Cherokee, Durango, and Ram 1500 each received versions of the Hellcat, and they were all better for it. As if 707 horsepower wasn’t enough, Kuniskis also pushed for two iterations of the Demon. The performance car world was abuzz for weeks when the Demon launched, as its outrageous drag race performance punched way above its price range. Not every auto exec would have the guts to suggest a drag-ready car with more than 1000 hp and a trans brake, let alone build one.

The many Hellcat variants democratized high-power performance, but it wasn’t just massive powerplants that came to define Kuniskis’ tenure. The constant changes to trim and powertrain kept the rest of the Challenger and Charger fresh over a long lifespan, and Kuniskis deserves a lot of the credit.

The departure of such a respected figurehead means there are some well-worn race shoes to fill at both Ram and Dodge. Christine Feuell, the current head of Chrysler, will be adding the role of Ram CEO. Matt McAlear, the current senior vice president of Dodge and SRT global marketing, will be the new CEO of Dodge.

“I want to take the opportunity to warmly thank Tim for his passion, commitment, and contributions to Stellantis and in defining the vision of the future electrified Ram and Dodge brands. I wish him well in his retirement,” said Stellantis CEO Carlos Tavares. “I am confident that Chris will continue the work of Tim in leading the iconic Ram brand. Matt will bring a fresh perspective while continuing to draw on the heritage of our iconic Dodge brand and leading the transition of the brand toward a sustainable future.” 

Stellantis is turning a corner and leaving the Hellcat era behind. We wish Feuell and McAlear well as they carry the torch for the Mopar faithful during the transition. The future looks promising, and we’re fans of the Hurricane engines replacing the Hemi V-8. Still, Kuniskis and the V-8s he championed will be a hard act to follow. He’s the kind of enthusiast you’d want in charge of your favorite brand. We wish him the best in retirement.

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Yenko is one of those storied names by that never fails to evoke strong images and stories from days gone by, at least among the bow tie and muscle car faithful. The dealership, the man, and the cars—along with the story behind them—are truly larger than life.

Though Yenko Chevrolet closed its doors in 1982, the name lives on with machines from Specialty Vehicle Engineering, itself a company with deep roots in the world of automotive performance. (Known prior to 2014 as Street Legal Performance, or SLP, they were the company behind the third- and fourth-generation Camaro SS and Firebird Firehawk, among others.) SVE’s latest Yenko-branded project, the Yenko/SC Corvette, combines looks and horsepower in that classic Yenko way but on a very modern platform.

The eighth-generation Corvette has been nothing if not polarizing to fans of America’s sportscar, but it’s nonetheless been wildly popular and has succeeded in bringing a younger audience to the model. From a performance perspective, it’s an obvious choice to get the Yenko treatment, even if the younger folks among those lusting after C8s might not be as familiar with the name. In a form consistent with older Yenko products as well as the existing lineup of Yenko/SC vehicles that SVE produces, this Corvette packs some serious performance.

The cosmetic treatment includes forged wheels and contrasting graphics that highlight the C8’s edgy styling. Like the stripes on Chevelles and Camaros of yore, these decals merely hint at the heavy work that’s been done under the hood. SVE turned the LT2 engine into a 1000 horsepower monster with a pair of turbochargers that pressure-feed the V-8 all the fresh air it can handle. To handle the boost, SVE upgraded the internals of the engine with a forged steel crankshaft, forged H-beam rods, forged 2618 aluminum pistons, ARP high strength head and main studs, CNC-ported high-flow cylinder heads with upgraded valvetrain, proprietary ground camshaft, custom intercooled intake manifold, custom valve covers with integrated oil separators, and an upgraded fuel system to support it all. According to SVE, the Tremec DCT transmission also receives upgrades, though the exact details are not in the promotional materials for the package.

It’s hard not to embrace the cool factor of a 1000-horsepower mid-engine Chevrolet—the eighth-generation Corvette already posted supercar performance metrics, so a 100% boost in power effectively makes the car a land-based rocket ship. Whether the exotic-looking C8 benefits from the nostalgic Yenko stripes is up for debate, but there’s no question that this build certainly lives up to the Yenko mythology. Pricing starts at $99,995, plus the cost of a new Corvette, of course. SVE will only build 10 Yenko/SC Corvettes in 2024 and another 50 in 2025. If you’re interested, you’ll need to head down to your Chevy dealer. This time around, a COPO form won’t be necessary.

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General Motors has made it clear that when it comes to EVs, the company is fully committed (this story is from 2021), with a pivot in 2024 to being just sort of committed.

And while GM is pivoting, we wonder: Is this year’s last-call model truly the Camaro’s swan song? Was this really, truly, THE END?

For a Camaro powered by gasoline and tiny explosions, yes, totally. For a Camaro running on chemical reactions and whirring motors, we’re only getting started, suggests GM president Mark Reuss.

Ford certainly raised a few eyebrows when it rebooted the Mustang as the all-electric Mach-E crossover, with many owners of those eyebrows decrying the end of the world, calling for heads on pikes, or both. But the Mach-E has been a somewhat familiar way for Ford to help ease buyers into EVs, even if there’s not much pony-car about it. An EV Camaro won’t be a pony car in the classic sense either, but if Reuss has his way, it absolutely won’t be a crossover. 

Speaking to Motor Trend last week, Reuss indicated he wants to see the Camaro return as a car that appeals to all buyers, not just the model’s diehard enthusiasts. We often tend to forget that millions of happy customers were attracted to the look of the Camaro over its multiple generations, rather than what powered it, so Reuss’ focus on a broad appeal makes sense. 

Though there has been no mention of a production timeline and details are thin, Reuss said a Camaro EV could be priced in line with the upcoming 2024 Equinox EV, a compact crossover that will start at $34,995. A $7500 federal tax credit would knock that down to a price point below the outgoing entry-level Camaro, which could make an electric Camaro quite compelling for first-time EV shoppers, particularly those less interested in the head-snapping performance of thousand-horsepower equivalents. That said, it’s difficult to imagine we wouldn’t eventually see some sort of hardcore, tire-shredding, track-focused EV Camaro.

Given that two-door car sales are insignificant in today’s market, it is also hard to imagine an all-new Camaro EV would come equipped that way. So, not a crossover and not a coupe. That could leave us with a low-slung four-door, perhaps something from the Porsche Taycan school of sexy EV design? Not a bad option, but since we can’t read Reuss’ mind it could end up a seven-door, double-decker tuk-tuk when all is said and done.

In the meantime, we presume GM will continue to refine the Ultium EV architecture that underpins that upcoming Equinox, as well as the behemoth Hummer EV 3X, in order to package it for whatever the next Camaro might be. 

So long as they make it look good, with a pony car bent, an affordable Camaro EV could be a downright electric proposition.

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German tuning shop Manhart has built the 1990s M8 that BMW never managed.

A prototype of the most powerful E31 8-Series was developed by BMW with a six-liter, 640-hp V-12 squeezed under the hood but it never made it into production. Instead the most meaty 850CSi made 380 hp.

Now, over 30 years later Manhart has replaced that car’s five-liter V-12 with a similarly-sized but more potent V-8 engine originally fitted to the E39 M5. Dropping four cylinders is no loss, with the S62B50 engine producing 420 hp and weighing less than the 12-cylinder, to further aid performance. Manhart’s Performance Classic division has fettled the motor with its own stainless steel sports exhaust system and mated it to a six-speed manual transmission. The resulting restomod is known as the MH8 and just five are to built by the Wuppertal-based firm.

While the 8-Series was always more of a GT Manhart has worked wonders on the suspension to give the big BMW sports car handling. There are shorter H&R springs and Bilstein B6 dampers, while the track is widened with Manhart’s own wheel spacers. The wheels are the tuners’ own Concave One diamond polished 20-inch items and the brakes are upgraded to 340 mm (13.4-inch) discs with four-piston calipers.

External modifications are relatively subtle, with the car featuring the front apron and rear bumper from the 850CSi plus M-spec mirrors, and the interior is stylishly re-upholstered in leather with Alcantara for the steering wheel, handbrake and gear-shift trim, as well as the headliner, sports seat shells and rear parcel shelf.

It took almost three years to restore and develop the MH8 and the first example is currently for sale at €149,000 ($162,000). If you want to raise eyebrows at RADwood it could be just the ticket.

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Although it has spread around the world, the culture surrounding highly customized and personalized lowriders began in Southern California. It’s only fitting that the Petersen Automotive Museum, the premier automotive museum in Los Angeles, pays homage to the vivid paint, ornate engraving, and luxurious interiors of lowriders. Best in Low: Lowrider Icons of the Street and Show, a wonderfully curated exhibit, takes up most of the museum’s ground floor as it spills into the lobby and into the parking structure. Bicycles, motorcycles, trucks, and more than a dozen cars were selected to showcase the spectrum of lowrider customization, and each of the vehicles is a brilliant representative.

“The lowrider displays are always a fan favorite, and we are excited to open the most comprehensive lowrider exhibit in the museum’s history,” said Petersen Automotive Museum executive director Terry L. Karges. “This exhibit celebrates the rich history of lowriders and will give visitors the opportunity to learn about their impact on the automotive world, the culture at large, and the history of car customization.”

This is not the first time the Petersen has highlighted lowriders, as several examples of the genre could be found in past exhibits celebrating a variety of custom styles, and the Vault also seemed always to have at least one piece of lowrider eye candy to explore. This current exhibit, however, is the first of its kind since the Petersen’s total renovation and reopening in December 2015. The scale of the exhibit, combined with the artwork and the information provided, makes for a stunning and intriguing display.

“This lowrider exhibit will be a new chapter exploring the craftsmanship of lowriders and the impact of this culture on the customization scene,” said Dr. Denise Sandoval, guest curator at the Petersen Automotive Museum. “We will also highlight the diversity of the culture through the region for the first time, including cars and motorcycles from Northern California, New Mexico, Texas, and Japan, as well as feature cars owned and worked on by women.”

The exhibit space is filled with the aforementioned cars, which each deserve several minutes of inspection to discover the extent of the craftsmanship, but it also includes information on the history of lowriders. At several points in the exhibit, videos go into detail to show how the various aspects of lowriders are created, including intricate engraving. Several artists contributed painted and airbrushed panels for Best in Low, and other lowrider art is spread throughout the displays.

Ever-changing, the Petersen Automotive Museum always offers a fresh experience, and this vibrant, ambitious new exhibit seems to be a hit already. Best in Low will be open through March 2025, and we highly encourage anyone in the Los Angeles area to visit the Miracle Mile and stop by the Petersen to take it all in.

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Chevy’s hybrid, all-wheel-drive, mid-engined C8 Corvette E-Ray will serve as the Indianapolis 500 pace car later this month at the hallmark event’s 108th running.

The E-Ray is Chevy’s quickest Corvette ever, with a claimed 0–60 time of just 2.5 seconds. It pairs a 6.2-liter, naturally-aspirated, 495-horse V-8 turning the rear wheels with an electric motor on the front axle that motivates the front wheels. The combined system output is a meaty 655 horsepower, and that electric drive unit alone is good for 160 hp and 125 lb-ft of torque.

We first rode in the E-Ray back in January of last year and quickly discovered that this was a very unique experience within the Corvette world. It was the first all-wheel-drive Corvette to reach production, and the first to employ hybrid tech in service of greater performance.

Then, last fall, we finally got behind the wheel of the E-Ray and confirmed that the hybrid drivetrain had serious performance potential, while also feeling like the ideal grand touring Corvette of the C8 pack.

The Artic White E-Ray should shine brightly leading the pack of speedway-spec IndyCars. It’s a clever nod from the series to choose a performance-oriented hybrid to lead the lineup, especially since the series finally announced that it will incorporate a hybrid component into the race cars’ drivetrains beginning in July.

The E-Ray will join a long list of Corvettes that have paced the greatest spectacle in racing; to date, no model has lapped ahead of the IndyCar field more than a Corvette. We’ve seen that past iterations of Corvette Pace cars have become sought-after collectibles, so we’re just warning you: Don’t be surprised if some sort of commemorative E-Ray Pace Car edition pops up at your local dealership soon after the race.

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Billed as the cheapest example on the market, a 1972 Ferrari 246GT Dino could be yours at a bargain price. There’s just one slight problem—it’s a fire-ravaged wreck.

Gullwing Motors of New York describes the car as having been “completely burnt.” There are gaping holes in the hood, tail and rear quarter panel as flames ate through the steel bodywork, which is now almost entirely covered in surface rust. The interior is totally gone but the 2.4-liter V-6 engine seems to have mostly survived, although anything that isn’t metal has melted.

Before the fire the car was finished in Marron Colorado with tan leather and is U.S. specification, having been delivered to Luigi Chinetti Motors in New York from the factory. Power windows and cromodora wheels (now destroyed) were fitted.

“This car clearly needs complete restoration,” notes Gullwing Motors, adding “This deal is on fire!” and “The Dino market is hot and shows no signs of cooling.”

All jokes aside, if the car can be recovered then it could well be worth the effort. In 2022 a 1974 example set an all-time auction record at $858,000, we picked it out as a rising star in our 2022 Bull Market, and Dinos are now even outselling Daytonas.

“Driving the Dino was like no other experience,” says past owner Wayne Carini. “From how well the car fit me, to the perfect balance front to rear, as well as the car’s overall balance of power, handling, braking, and shifting from the five-speed manual transmission.”

If you’re tempted to rescue this destroyed Dino then make sure you read our guide first and check the latest value with our valuation tool.

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In a recent Linkedin post, Volkswagen CEO Thomas Schäfer offered the first teaser of what is expected to be a special edition Golf GTI created in celebration of the Golf nameplate’s 50th anniversary. (Note: This is just the Golf name, not the GTI; the latter debuted in 1976, while the Golf debuted in 1974.)

The video teaser shows a blurred-out white Golf GTI cruising around the Nürburgring Nordschliefe’s famous Karussell corner. A “50 Years of Golf” slide appears at the end, giving us our clue as to what the occasion is.

In the post, Schäfer writes, “We are returning to the Nürburgring for the 24-hour race to celebrate the world premiere with the fans.” That race takes place the weekend of May 31, and VW’s newest Golf GTI will debut at 10:30 a.m. ET that day.

Note the small text that reads “concept car” at the bottom of the video. We’re a little surprised that’s on there because although the car pictured is a bit blurry, it doesn’t really look all that different from the current eighth-generation Golf GTI. However, part of the GTI’s ethos has always been somewhat understated exterior styling; the magic of a hot hatch like this is the ability to blend in when needed, but then to spark joy on a back road with an athletic chassis and an eager engine.

So what exactly is going to be special about this 50th-anniversary car? It’s tough to say, but the internet hivemind thinks we could be looking at a new version of the Golf GTI Clubsport. The Clubsport was a European-market version of the GTI unveiled in late 2020 that removed the rear seats, upgraded the turbocharger on the 2.0-liter engine to boost output to 300 hp, added an electronically locking front differential, and introduced a host of suspension tweaks to make the car more track-worthy. Then, in 2021, VW also dropped a limited-run Clubsport 45 model that added an Akrapovic exhaust and a roof spoiler among other bits to celebrate the 45th anniversary of the GTI nameplate. Sadly, neither model was offered in the North American market.

And while we’d love to hold out hope that this new model will make it stateside, the chances of that feel slim. European markets always get the hottest versions of VW’s everyman hatch, while U.S. enthusiasts often get short shrift. A shame, that—despite all the CUVs flooding our roads, there are surely enough V-Dub hot hatch faithful to scoop up every last example of a limited-run model.

But we digress—there’s another piece of context that makes this debut significant: This could be the last gas-powered version of the Golf GTI, period. Last year, Schäfer told German publication Automobilwoche that the eighth-generation GTI would be the last to feature gasoline-burning powertrains, meaning that all future Golfs would likely be electric.

If this is indeed the gas-powered GTI’s swansong, let’s cross our fingers and hope for something truly special. Then go ahead and cross your legs, arms, and whatever other body parts you can manage, too, in hopes that it will somehow wind up stateside.

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It goes without saying that you shouldn’t be scrolling through your smartphone when you’re driving, but your passengers are probably making themselves unwell as they scan their devices on the move.

Research by Apple suggests that motion sickness is most often caused by a sensory conflict between what someone sees and what they feel. It’s that difference between what your eyes and your gut tell your brain that prompts problems. According to several reports EVs are making car sickness even worse as they also lack audible cues to help passenger gauge speed, while strong regenerative braking can be unsettling.

Studying car sickness has led Apple to develop a new iOS feature called Vehicle Motion Cues. “With Vehicle Motion Cues, animated dots on the edges of the screen represent changes in vehicle motion to help reduce sensory conflict without interfering with the main content,” says Apple. “Using sensors built into iPhone and iPad, Vehicle Motion Cues recognizes when a user is in a moving vehicle and responds accordingly. The feature can be set to show automatically on iPhone, or can be turned on and off in Control Center.”

Vehicle Motion Cues is set to be introduced as part of iOS 18, launched in September, along with an updated version of CarPlay which will feature voice control to make navigating its features easier for drivers without taking their eyes off the road.

While it’s good to see Apple offering solutions for passengers and drivers alike, we can’t help but think they’ve caused the problems in the first place. The best way to avoid both motion sickness and distracted driving? Switch your phone off and pay attention to the road ahead.

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Midsummer in the English countryside. The smell of fresh-cut grass hanging in the air and the buzz of pollinators zipping through brightly-colored fields. It’s a time of balmy evenings, chilled cider, and warm conversations at the local pub. It was on just such an occasion that the idea of a collaboration between Morgan, the 115-year-old British sports car maker, and Pininfarina, the nonagenarian Italian design house and coachbuilder, was born.

In all those years Morgan had never looked beyond the picturesque Malvern Hills for inspiration, but with recently-installed Italian CEO Massimo Fumarola at the wheel the timing was perfect.

“Massimo was formerly at Ferrari, and he had a good working relationship with Pininfarina so he arranged a visit,” explains Morgan design boss Jonathan Wells. “The Chief Design Officer at the time was a British guy who lived near Malvern but had never been to the factory. He visited with some of his young design team and we spent the day walking around the factory with my designers and his team. His designers loved to see how my designers interface with the guys in the shop floor. We started talking about what could we do together? How would we approach it? What can we celebrate? And we went out that evening to the pub (to discuss further).”

“They then returned the favor and Massimo and I went over with our designers to Pininfarina. We saw how they practice car design and use digital environments. They operate with mixed reality and for my guys it was amazing to see design best practice.

“I like to think we were both offering each other something throughout the journey. And it really was a collaboration, they came to the project with an eye on where we were going. And we decided in those two visits to work on what we believe is the sweet spot for the traditional open roadster. We wanted to make it all about driving experience which lends itself to a barchetta.

“Every Morgan has a very cab-rear seating position, you look through the windshield down the bonnet at the louvres and you can see the top of the wheel arches. We wanted to really embellish that driving posture and experience, but, moreover to celebrate coachbuilding. We obviously use a wooden frame today, which dictates the form of the aluminum body panels. But that wood often gets hidden and you don’t see a large element of craftsmanship in the final aesthetic. So a big driver for us was to expose some of these core elements of coachbuilding in the aesthetic as well.”

The new model’s name, Midsummer, comes not just from the time of year best suited to driving a barchetta but also from the nearby Midsummer Hill—used by HFS Morgan in the earliest days of the company to test his vehicles up its steep incline.

It’s an evocative moniker for an evocative Morgan. Pininfarina’s input is subtle, but the more you look the more you see. The swooping fenders are re-profiled to make them appear wider and more purposeful, yet the effect contains no added aggression. There’s a revised grille and a totally new take on the traditional hood louvers. The tail is longer, angled more gently and its surface curved instead of being flat.

Of course, the most obvious feature is the beautiful, exposed wood throughout the cockpit. Whereas a traditional ash frame is hidden beneath the aluminum curves, what’s open to the elements is marine-quality teak, made by hand from hundreds of laminate layers by Morgan’s in-house artisans to replicate the prototype parts 3D-printed by the designers.

There’s no weather protection, save for two small aeroscreens, but Pininfarina’s aerodynamicists have carefully managed the airflow to reduce buffeting while also using it to help stick the car to the ground.

Sitting on Morgan’s now tried-and-tested aluminum CX platform—with BMW’s 335-hp, 3.0-liter inline-six and eight-speed automatic from the Plus Six—the Midsummer has been designed to be a real driver’s car, despite the lack manual shifting. Weighing in at just 1000 kg (2200 pounds) and fitted with Nitron adjustable dampers and the lightest wheels Morgan has ever made, sublime handling is promised to the fortunate 50 customers who have put their names down.

With a price north of £200,000 ($251,700) depending on how each Midsummer is specified, it’s Morgan’s most pricey model to date. The barchetta sold out of its 50-unit run immediately, and that customer response will lead the way for further developments, says CEO Fumarola. (None of the 50 customers are in the U.S., but the Midsummer is eligible for import as a Show or Display car limited to 2500 miles per year.)

“We have lots of projects in the pipeline, a very detailed plan,” he says. “It paves the way for new things as well, for sure. It really represents a moment in time that I think will become clearer over the next five years. You’ll soon see how it all ties in.”

Fumarola says that among those plans he’s open to further collaborations with Pininfarina. In which case, no doubt, they’ll be back to the pub.

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In May of 2019, IndyCar announced that it would be moving to a hybrid powertrain. That August, IndyCar finalized its plans, confirming that the hybrid system would debut in 2022.

The new system was expected to do three things: First, it would allow drivers who stall out on track to re-start their cars and rejoin the race, rather than have to bring out a caution flag and summon a safety team to drive to the stalled car and re-start it. Second, it would boost the powertrain’s total output to over 900 horsepower.

And third, certainly having the real-world relevance to hybrid power in passenger cars would attract a much-needed third manufacturer to sign up for the IndyCar series, joining Honda and Chevrolet.

On Tuesday, five years after that original announcement, IndyCar said that the hybrid package would debut at the Honda Indy 200 race at Mid-Ohio Sports Car Course, which is set for July 5-7. Obviously, it has been delayed multiple times.

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Addressing IndyCar’s expectations of the new hybrid systems: The drivers will indeed be able to re-start their cars without the aid of the safety team. This will mean fewer caution flags.

Second, in Tuesday’s announcement, IndyCar said the hybrid system would boost horsepower to “800+ for the first time in two decades,” and though it did say more power might be possible down the line, it’s still short of the promised 900.

That 800-horsepower figure will be achieved when the driver presses two buttons: One will deploy the available electricity to supply additional power. The other is the existing Push to Pass feature, which lets the turbochargers briefly increase the boost, itself worth about 50 hp. (Push to Pass has been around since 2004, when the competing ChampCar series introduced it on its Ford Cosworth engines.)

The two power enhancers come with different rules. Push to Pass will still have a restriction on amount of time per use and total time used over the course of a race. Rules for the hybrid power unit will limit the amount of energy deployed per lap based on track length. Drivers will be able deploy the electric boost on all the circuits that the series visits. They will be able to combine it with Push to Pass on road and street circuits, but not ovals since Push to Pass is not available on those tracks.

The new hybrid system, jointly developed by Chevrolet and Honda, was more of a challenge than they were expecting, but the end result is a low-voltage, 48-volt unit that stores energy in 20 ultracapacitors instead of batteries. Capacitors work well for storing energy for brief periods, but aren’t great at long-term energy storage, which is fine for this application.

The hybrid equipment, called the ERS for energy recovery system, weighs in at about 120 pounds, a significant increase given the cars weigh 1630 pounds on most tracks, slightly less on ovals. It is contained in the bellhousing, located between the 2.2-liter, twin-turbocharged V-6 engine and the gearbox. IndyCar has done 23,518 miles of testing on hybrid-equipped cars, with more planned at the Milwaukee Mile in June.

Oh, and that third thing the hybrid system was supposed to do? Attract at least one more OEM, or original equipment manufacturer, besides Honda and Chevrolet to the IndyCar series? Hasn’t happened.

“This technology is very important to our current OEM partners, Honda and Chevy,” IndyCar President Jay Frye told the Indianapolis Star in 2019, “so if it’s important to them, then you can logically conclude it’s important to other OEMs.”

Perhaps, but it seems only IMSA, the sports car series, has been able to attract many new manufacturers, as it currently has 18. The competing SRO series, in the GT3 sports car class alone, has nine.

So we’ll see if another manufacturer will sign up for IndyCar. Regardless, the series is pretty strong now, and excitement is building for the 108th Indianapolis 500 on May 26. Maybe the hybrid system will keep IndyCar in the conversation well after its biggest race.

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Earlier this week, the National Park Service (NPS) announced that a historic salt tram tower in the Saline Valley, part of Death Valley National Park, had been damaged. The suspected culprit? An overlander using a winch to extract their vehicle out of deep mud.

The 113-year-old tower was reportedly pulled over sometime between April 1 and April 24. The tower was part of a 13-mile aerial tram system constructed by the Saline Valley Salt Company in 1911 to transport salt from the Saline Valley to the Owens Valley in-period. This remarkable feat of engineering climbs over 7000 vertical feet, sometimes at grades of up to 40 percent.

Because of its age, length, steepness, preservation, and scenic setting, the tram system is listed on the National Register of Historic Places. The first four towers of the tram are within the boundaries of Death Valley National Park, while the remainder of the tram’s towers sit on land managed by the Bureau of Land Management (BLM). Tower #1, the fallen structure, is in Death Valley National Park.

Per the NPS report, “nearby tracks show that a vehicle drove a short distance off the legal roadway and got stuck in the mud. Park rangers believe that someone used the nearby tower as an anchor to pull their vehicle out of the mud. The tower toppled over, pulling its concrete footings out of the ground.”

The incident marks another strike against the growing population of folks who want to use their vehicles to explore vast and untamed places. In other parts of the country, such as Moab, Utah, the damage done by vehicular exploration has sparked lawsuits and trail closures that have frustrated many overlanders who feel they’re being unfairly punished for the behavior of a few bad apples.

Though the focus of the tension between vehicular explorers and those who worry about ecological conservation has focused primarily on habitat risk, the destruction of a national landmark ratchets things up a bit—and not in favor of the overlanding crowd.

A salt tram stabilization project was already in the works before this unfortunate event. However, the project manager has not yet determined if that funding can cover the re-anchoring of tower #1.

“I have hiked along sections of this tramway and am amazed by the tenacity it took to build,” said Death Valley National Park Superintendent Mike Reynolds. “I hope the person responsible for this damage will contact us so we can discuss restitution.”

Park rangers are asking anyone with information on the incident to call the NPS-wide tipline at 888-653-0009 or to go to the online tip website and pass along your information there.

This should be obvious, but it apparently bears repeating: So we can all continue to enjoy the outdoors with our vehicles, stay on the marked trails, people.

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Famously adored by Britain’s Princess Anne, who has reportedly owned a total of eight examples, the Reliant Scimitar GTE is now the subject of a sensational update.

Retropower is rebuilding the Reliant from scratch, creating its own rigid tube-frame chassis with double wishbone suspension all round to replace the original Triumph-derived trunion system.

Under the hood will be a four-liter Cosworth GAA V-6, built by Ric Wood Motorsport and delivering over 420 hp, compared to the 140 horses offered by the original three-liter Ford Essex unit. A Getrag 265 five-speed gearbox will replace the four-speed-plus-overdrive transmission.

Most radical of all, however, will be the bodywork. Retropower has 3D-scanned the shooting brake in order to recreate its own, subtly wider version in carbon fiber. It will be “sympathetic to the shape of the original,” says Retropower.

“We at Retropower have long thought the Scimitar GTE to have vast reserves of untapped potential, and so everyone who works here was overjoyed when, late in 2023, an inquiry concerning the feasibility of a resto-modified example came our way. Better still, the car in question came with a story attached to it, having been owned almost from new by the same family.”

When it arrived at Retropwer HQ in Leicestershire, U.K., the Scimitar was in a state, however.Despite the family having kept the car for sentimental reasons it had been left outside to rot in a hedge for 30 years.

It’s going to be a long process to reimagine the Reliant, and you can follow its progress on Retropower’s YouTube channel, but the end result looks like it may well be fit for a princess.

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Screech!

That noise you heard today was the Biden administration trying to put the brakes on the sale of Chinese EVs in the U.S. by quadrupling the existing tariff from 25 percent to 100 percent. The White House has also slapped a 25 percent tariff on Chinese-made batteries that are used in electric vehicles. The tariff was previously 7.5 percent.

As he announced the EV tariffs, President Biden accused China of unfair labor practices. “It’s not competition. It’s cheating,” he said, during a ceremony in the White House Rose Garden.

So what will be the immediate effect?

“It’s not going to make much of a difference at the moment,” said Sam Fiorani, vice-president for global vehicle forecasting at AutoForecast Solutions. “The current level of tariffs was already preventing most vehicles from coming in from China, and raising it isn’t going to make much difference. There are some companies in China that are targeting the U.S. at any cost, and it’s likely their plans will be delayed as they find alternate routes. But in the near term, there will be little to no effect.”

“Alternate routes” could be assembling vehicles outside China, and then importing them to the U.S. “Presuming the government doesn’t find some way to prevent Chinese-branded vehicles from coming in, they are likely to find factories in Mexico or South Korea or some other friendly nation in order to bring their vehicles into the U.S.,” Fiorani said.

The added tariff on Chinese-made EV batteries may be an issue for U.S. manufacturers that use them, which includes Tesla and Ford. “There are a number of vehicles that are using Chinese batteries,” Fiorani said, “and it will hamper the profitability of those vehicles, and potentially speed up the production of batteries sourced from other countries.”

Chinese-built electric vehicles may not be an immediate threat to the U.S. automotive industry, but in the future, that may not be the case. An Associated Press story was distributed May 13 with this headline: “Small, well-built Chinese EV called the Seagull poses a big threat to the U.S. auto industry.”

The story is about a car manufactured by the Chinese company BYD, which stands for “Build Your Dreams.” The Seagull sells for about $12,000 in China, has a range of 252 miles, and is available with six airbags, disc brakes, and electronic stability control. It has “American automakers and politicians trembling,” the story says.

A company named Caresoft Global, which does automotive benchmarking, imported a BYD Seagull and dismantled it at their Livonia, Michigan, facility. The company president, Terry Woychowski, was so impressed with the quality of the Seagull that he told AP it should be a “clarion call” to U.S. manufacturers. “Things will have to change in some radical ways in order to be able to compete,” he said.

A Reuters story cited federal data that said only four vehicles presently sold in America are made in China. They are the Lincoln Nautilus, the Buick Envision, the Polestar 2, and Volvo’s S90 sedan. Polestar and Volvo are “affiliates” of Chinese automaker Geely, the story says. Geely also has a controlling stake in Lotus and multiple other brands.

We’ve tested the China-built 2025 Volvo EX30, a small electric SUV that was supposed to come to market in the U.S. by the end of this year at a base price of $36,245. No word yet on how Volvo is reacting to the new tariff. The company will build the EX30 in a plant in Belgium beginning in 2025, but early models will come from China unless Volvo’s plan changes.

Make no mistake, said analyst Fiorani: Tariff or not, “The Chinese are coming. It may take a third country, but the U.S. market is so desirable by any nation whose economy relies on the automotive business. These vehicles are going to find their way here.”

That’s because America is “the goal market” for the Chinese, Fiorani said. “To bring a vehicle into the U.S. shows that you have made it.”

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The Friends of Laguna Seca, the nonprofit organization tasked with managing the historic Monterey County racetrack, has named Lauri Eberhart as CEO. Eberhart has a long history of motorsports management, including running Charlotte Motor Speedway. She began her motorsports career as an assistant to Michigan International Speedway’s public relations director when she was still in high school.
 
“Lauri brings a wealth of legal, sports, and entertainment industry experience and expertise to FLS,” said Ross Merrill, president of Friends of Laguna Seca. “Her skillset melds perfectly with our existing resources and partnerships as we step into the long-term concession at the Laguna Seca Recreation Area. FLS is extremely excited to welcome Lauri to our team.”

We spoke with Eberhart about her new role and how she and the rest of the Friends of Laguna Seca hope to reestablish the speedway. Eberhart, who currently lives in Charlotte, North Carolina, “right in the heart of NASCAR Country” as she put it, will soon be moving west. “With this type of job, and with the plans that the Friends have with the facility, you need boots on the ground,” said Eberhart.

“From my first interaction with Lauri it was obvious that she shared our passion and vision for the future of Laguna Seca,” said Bruce Canepa, vice president, Friends of Laguna Seca. “Her background includes a wealth of motorsports experience that will lead us to a greatly improved Laguna Seca that will benefit the community, motorsports, and fans.”

“To go to one of the most beautiful places in the country and run a speedway is really an exciting project,” said Eberhart. “The Friends of Laguna Seca is looking to restore, revitalize, and reinvent the raceway, and work with the community so that everybody can take pride in what’s happening at Laguna Seca,” she said. That three-pronged strategy first involves restoration, which means making up for years of deferred maintenance and lack of investment. Phase two of the plan is revitalizing the space by improving some of the basic infrastructure, like parking and hospitality. “I want to see Laguna Seca, the physical structure and the infrastructure of the facility, be the showcase that it is, on the international stage,” said Eberhart.

The final phase will be reinventing the space by expanding the venue’s appeal and modernizing the track’s business model based on what the community wants to see there. Eberhart said that when the time comes to design the new construction, the community will be involved and that modern sports facilities like professional football stadiums or ballparks might be considered for inspiration. “We also have to take inspiration from the local community,” said Eberhart. “There’s a certain vibe in Monterey. There’s a certain personality. We have to be mindful that we’re incorporating those real, native assets of the raceway itself.”

With the recent litigation in its rearview, Friends of Laguna Seca sees a promising future as the locals sense a positive shift in momentum. “I’m feeling a lot of love from the local community for this project and for the vision that Friends of Laguna Seca have for the raceway,” said Eberhart.
 
“Laguna Seca is one of America’s most historic race circuits. I am excited and honored by this once-in-a-lifetime opportunity to lead the charge as Friends of Laguna Seca reimagines and reconstructs this incredible raceway to begin a new chapter,” said Eberhart. “I look forward to partnering with our neighbors, the greater community, the raceway staff, and Monterey County to ensure the raceway’s success benefits the community and the entire racing world for decades to come.”

As fans of motorsports in general and Laguna Seca in particular, we’re excited to see the historic facility get this much-needed attention from a team led by such an accomplished motorsports executive. We’re looking forward to seeing the next evolution of Laguna Seca unfold.

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First discovered by CarBuzz, a new filing with the United States Patent and Trademark Office gives us our first hint at a potential active aerodynamic setup for the front end of the forthcoming Dodge Charger Daytonas. While the new Charger Daytonas will be offered in both gas-powered and all-electric versions, this bit of tech seems more suited to the EV version, which doesn’t need as much airflow through front-mounted heat exchangers.

Filed by FCA US LLC, a legal entity within the larger Stellantis organization, the patent shows images of adaptive flaps placed on the nose of the new Charger that can adjust to improve front-end downforce. We’ve seen this sort of tech in high-end exotics such as the Pagani Huayra before, but never in a more mainstream application like Dodge’s muscle car.

According to the patent filing, the design of the front airfoil features actuators that could “change lift and drag to suit different driving conditions and aid in braking (e.g., a high drag position.) For example, the airfoil section may be adjusted to a single angle of attack or a dual angle of attack.”

To make sense of this, recall how the new Charger’s nose—dubbed “R-Wing”—has openings under the uppermost horizontal line of the rectangular front end, allowing air to pass through the nose and flow over the curved hood. The design is a clever nod that visually hearkens back to the rectangular face of second-generation Chargers while also enabling more efficient airflow. Since the Charger Daytona EV doesn’t have a radiator, the air that would have been previously routed toward a grill can be directed up and over the car. By enabling air to pass through the nose rather than smack against the upright surface and create a pileup at the car’s tip, drag and front lift can both be reduced, which should help with range.

Now, as far as those trick active elements in the patent are concerned, picture that airfoil divided into two parts, each adjusted independently to optimize front downforce for the driving conditions. In high-speed corners, perhaps one side flips up a bit to increase downforce on the outside front wheel that’s fighting for grip as it redirects the heavy vehicle. In heavy braking moments, both pieces of the active aero system could flip skyward (think the rear wing of the McLaren Senna or the new Porsche 911 GT3 RS) to increase downforce onto the nose, helping it scrub speed more efficiently.

While this active-aero setup appears to be in its development stages, the potential for such tech to arrive on Dodge’s revived muscle car is real. Dodge and the Charger are no strangers to innovating a car’s front end for aerodynamic purposes. The pointed nose fitted to the front of the 1969 Charger Daytona was part of an aero kit that enabled those winged wonders to brake records on track, and they are now some of the most sought-after collectible cars extant. While we’re not insinuating that the new EV versions will be instant collectibles, the parallels on the engineering side are obvious.

With Dodge already hinting that a higher-performance version of the Charger, dubbed the “Banshee,” is in the works, we’re excited to see just how wild an active-aero muscle car can be. It’s certainly too early to call this a guarantee, but Dodge, you have our attention.

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The 1991 Jordan in which seven-time World Champion Michael Schumacher made his Formula 1 debut is changing hands once more.

Jordan 191 chassis number six is one of the most significant cars in F1 history thanks to Eddie Jordan’s decision to give a young German driver the chance to prove himself at the 1991 Belgian Grand Prix. Jordan, unexpectedly, had a spare seat thanks to Bertrand Gachot being imprisoned for spraying CS gas at a London taxi driver and, rather than put an established pilot alongside Andrea de Cesaris, he called in the 22 -year-old Schumacher.

“Schumacher was available this weekend, he had no other commitments. I’ve seen him in Formula 3 and I have this, well the team has this attitude, to give youth a chance. We think it’s a progressive way to see what the potential of Schumacher is for the future,” said Jordan at the time.

It immediately proved to be a wise move, with Schumacher seven tenths of a second faster than de Cesaris in pre-qualifying in a car he’d never driven before at a circuit that he’d never lapped. de Cesaris wasn’t happy and swapped into the spare car, but was still unable to match the young gun, who finished the day in eighth position.

Schumacher didn’t actually race this chassis, with it being handed over to de Cesaris who had placed 7th in the previous Hungarian Grand Prix. He then ran as high as second around Spa before being forced to retire. Schumacher, meanwhile, managed less than a lap in chassis number five after destroying the clutch at the start.

Chassis number six served as the spare car for the rest of the season having done its job of launching Schumacher’s stellar career. In 2021 it was brought out of retirement and driven by his son Mick in an emotional piece for TV’s Sky Sports F1. “Feeling and knowing that my dad raced this car as his first race car, is very special,” said Schumacher junior.

Despite its incredible provenance previous buyers haven’t held on to the car for long, and it doesn’t appear to have been the profit machine that they may have hoped for. In 2021 it sold for £1.2m ($1.65m) and then again in 2023 for €1,495,000 ($1.63m).

Schumacher’s Jordan is now for sale with the price on application at DK Engineering in Hertfordshire, U.K.

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NASCAR is hoping to drive fans to some new television partners in 2025 by instituting a mid-season bracket tournament, with the winner taking home $1 million.

The sport’s new TV deal has the first 12 NASCAR Cup series races of the season televised by Fox Sports. The final 14 races will appear on NBC Sports. It’s the 10 races in the middle of the 36-race season that figure into the bracket tournament—the first five will air on Amazon Prime and the second five on TNT.

The drivers will compete for race wins and points as they do now, with the bracket tournament being a separate component. Here’s how it will work: The bracket will feature 32 drivers. They will be determined by how they do in races 15 through 17, aired on Amazon Prime. The actual competition among those 32 drivers will take place in races 18 through 22, aired on TNT. Drivers will compete head-to-head, with the top-finishing driver of each race advancing over five rounds.

NASCAR has not yet announced its 2025 season schedule, so it isn’t known what tracks will be represented in the 10 races airing on Amazon Prime and TNT.

“With the launch of our new media rights partnerships in 2025, we were excited to partner with Prime Video and TNT Sports to collaborate on fan engagement concepts that drive storylines in our sport and innovation from a production perspective,” said Brian Herbst, NASCAR senior vice president for media and productions.

“The idea of an in-season tournament has been discussed within the NASCAR industry, and as we started to focus on adding promotional elements that drive interest throughout the season, we were excited by the opportunity to leverage the marketing weight of Amazon and TNT Sports to bring this concept to life,” Herbst said.

The new seven-year TV deal is reportedly worth $7.7 billion, which includes an agreement with The CW network to air the entire 33-race NASCAR Xfinity season each year from 2025 to 2031.

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The celebrated salvation of Detroit’s massive, long-abandoned Michigan Central Station can trace its abstract roots to the Great Irish Potato Famine, which began in 1845 and lasted for eight years. Potato blight resulted in the death of a million people, and caused another two million to flee the country. Many came to America.

And many of those came to Detroit. A substantial percentage ended up in a neighborhood less than a mile southwest of downtown called Corktown, so named because many of the new residents migrated from the Irish county of Cork. One of those famine-era immigrants from Cork was 20-year-old William Ford, the father of Ford Motor Company founder Henry Ford. And yes, that’s important to our train station story.

Michigan Central was logically located in Corktown, the oldest surviving neighborhood in Detroit, listed on the National Register of Historic Places. As with multiple neighborhoods in urban Detroit, Corktown has had its problems, perhaps with the most recognizable sign of distress being the 18-story eyesore Michigan Central had become.

The train station opened in 1914, designed by the same architects responsible for New York City’s Grand Central Station. As rail travel sagged, so did Michigan Central, until it finally closed in 1988, quickly becoming a larger-than-life example of how grim things had become in the city. Looters and vandals and the inevitable graffiti artists descended. “At one point there wasn’t a single unbroken window in the place, and water filled the basement,” said a story on Hagerty.com published in September 2022.

Now, Michigan Central will soon be a leading example of Detroit’s resurgence, thanks to Ford Motor Company in general and executive chairman Bill Ford in particular. In 2016, the company began buying property in Corktown, including vacant land, a book depository, and a former factory. Within two years that factory became the home of Ford’s electric vehicle and autonomous vehicle business teams, signaling the plans Bill Ford had for a high-tech, 30-acre Corktown campus called the Michigan Central Innovation District.

In June 2018, Ford Motor Company announced the purchase of Michigan Central for $90 million, perhaps a tenth of what Ford has reportedly spent on a total renovation of the station in the past six years. It will include 640,000 square feet of retail, hospitality, community, and office space when work is completed.

It has been a labor of love. For years, Bill Ford drove past the decaying Michigan Central on his way to work. “I kept staring at the train station thinking, ‘What if? Wouldn’t that be amazing?’” he told the Detroit Free Press in 2018. “If all we did was to restore this fabulous building and make it sparkle, that would be great. But we’re going to do much more than that. It’s really about creating the future of transportation. And doing it in Corktown.”

From June 6 to 16, an event called “Michigan Central Open” will welcome the public to celebrate the rebirth of the Michigan Central, including an opening night concert featuring “iconic Detroit performers,” followed by a 10-day open house to tour the first floor of the revitalized landmark.

“This is a milestone we can all celebrate,” Bill Ford said. “Michigan Central Station was once a symbol of Detroit’s decline, and now it is going to represent its renewal and bright future.”

William Ford, who died in 1905, two years after his son founded Ford Motor Company, would be proud.

For more information, log onto VisitDetroit.com.

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Mercedes-AMG has pulled a U-turn and will fit the upcoming CLE 63 with a twin-turbo V-8 motor instead of the four-pot plug-in hybrid installed in the C63 and GLC 63.

The 670-hp electrified powertrain may have made those cars faster than ever, but sales have been slower than expected, with numbers lower than their eight-cylinder predecessors. According to Autocar that’s resulted in the highest performance edition of the CLE being swapped back to V-8 power. Under the hood will be a 585-hp four-liter twin turbo with mild hybrid technology.

Despite the PHEV four-cylinder making more power the concept of having a four-cylinder model at the top of the range was confusing to customers, admitted head of Mercedes-Benz’s R&D Markus Schäfer. “But we explained the concept, the rationale and where it came from, especially with reference to F1, and they started to understand what the idea behind it was.”

Nonetheless for the CLE, buyers seeking the very best in the line-up will see the V-8 63 sitting above the six-cylinder, three-liter 53.

“We decided for the C-Class to go with the four-cylinder and a strong electrical side,” said Schäfer. “We decided for the GT and the S-Class to go with the eight [-cylinder] with the same electric side. We have to see what the customer ultimately decides.”

Autocar reckons the CLE might be just one of several AMG models to switch back to V-8 power, with Mercedes closely watching sales of the C63 and GLC 63. “We will stay close to the feedback of people and customers, and then we will go from that,” added Schäfer.

Power to the people!

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Porsche has concluded development of its very first 911 hybrid model. Ever the perfectionists, the engineers in Stuttgart are now satisfied that 3.1 million miles of relentless testing in an array of demanding environments have left them with a car worthy of the badge, and its unveiling will be broadcast to the world on May 28 at 9 a.m. ET.

“We left nothing to chance during development and tested the new 911 under all sorts of conditions all over the world,” said Frank Moser, vice president of the 911 and 718 model lines. This included high drivetrain loads up steep mountain passes and the slog of stop-and-go traffic in urban environments, Moser added. “The new 911 has mastered even the most difficult challenges with aplomb. From the freezing cold to scorching heat, as was the case during the final stages of testing in Dubai.”

As previously reported by Hagerty, the new hybrid model is expected to complement the lineup of ICE-powered 911s, not replace them. Although there has been no mention of an all-electric variant, Porsche is committed to the technology across the rest of its lineup: The Taycan is EV-only, while an electric Macan is newly available alongside the ICE model. Plans are afoot for electrified versions of the 718 by mid-decade and an EV Cayenne will follow that, with another electric SUV positioned above the Cayenne to debut not long after.

For now, at least, the hybrid powertrain represents the biggest leap in the 911’s powertrain in the car’s illustrious 61-year history. “This innovative performance hybrid makes the 911 even more dynamic,” Moser said. 

So dynamic, in fact, that in the hands of former racing driver and current Porsche brand ambassador Jörg Bergmeister, the hybrid lapped the Nürburgring in 7 minutes and 16.934 seconds—8.7 seconds faster than its ICE predecessor. “We have more grip, significantly more power, and the spontaneous response of the performance hybrid is a great advantage,” Bergmeister said. 

No details have yet been released with respect to the hybrid powertrain’s specifics, though certainly much R&D has trickled down from the company’s on-track efforts with the 963 endurance racer it has campaigned at Le Mans and elsewhere. We fully expect all that will be covered at the big reveal later this month, which you can watch live at newsroom.porsche.com, and on Porsche’s YouTube channel.

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How the almost-mighty have fallen.

It was a different time then, in 1990: Auto shows were at the peak of their popularity, and manufacturers, from the smallest to the largest, recognized the value of putting their best foot forward in front of the massive audiences and prodigious media coverage that the shows received.

The car companies typically had a separate budget for the four major U.S. car shows, which were, and still are, in Detroit, Los Angeles, New York City and Chicago. And part of that budget usually included show cars—from barely-disguised upcoming models, to fanciful ground-up concepts designed to test out new ideas in front of what was often one of the world’s largest focus groups. Some concept cars made it to production, and some were forgotten almost as soon as the show’s doors closed.

That was the fate of the Cadillac Aurora, a sedan that was presented to the audience of the Chicago Auto Show. Founded in 1901, the Chicago show may have lacked the global credibility of the North American International Auto Show in Detroit, which was inevitably bolstered by its proximity to Ford, General Motors and Chrysler, but Chicago, in terms of crowd size, has long been the country’s largest.

The fact that the Cadillac Aurora was assigned to Chicago in February, instead of the Detroit show a month earlier, may have demoted it a bit in the eyes of the attending media, but it guaranteed that it would be seen in person by the most attendees.

The Aurora concept was a car taken very seriously by Cadillac. In a series of GM-sourced photos available on Carstyling.ru, the entire design process is chronicled, from the initial freehand sketches of the car, to the full-sized clay model created to see what the Aurora would look like in the flesh.

Unlike many concept cars of the era, which may have had darkened windows because the manufacturer didn’t take time to design a proper interior, or be displayed with the hood closed because they used some generic powertrain, the Cadillac Aurora was presented as though it was ready for the showroom.

The engine was a 200-horsepower, 4.5-liter V-8 that was mounted longitudinally to better package an all-wheel-drive system, complete with advanced traction control. The clean, functional interior was decidedly ahead of its time. The tapered rear is awfully busy and dates the car, with lights that extend from one side of the car to the other, contained in 30 separate horizontal bars, atop dual exhausts.

Its exterior styling eschewed the angular, now-dated look of multiple GM sedans from the period. It recalled a variety of GM influences that both post- and predate the 1990 concept, from the EV1 electric car to European Opels to the 1992 Oldsmobile Achieva, which shared the horizontal body line across the top of the rear wheel, even more pronounced on the Cadillac Aurora. Its prominent world debut occurred atop a revolving platform at the Chicago show, beneath a sign that read “Cadillac Style.”

Though the Aurora name was subsequently deeded over to Oldsmobile for the handsome sedan that would become the brand’s four-door flagship upon its debut in 1994, none of the prominent styling cues from the Cadillac Aurora would carry over.

We mention all this because a series of photos surfaced this month that show the Cadillac Aurora in line at a junkyard, presumably waiting its turn to be crushed. Manufacturers were turning out concept cars at a prodigious rate in the 1980s and ‘90s, and if a concept wasn’t important enough to merit a place in a museum, there was a good chance it would be destroyed, rather than take up warehouse space. The Aurora was obviously treated roughly: It’s scratched and dented, has a big hole in the driver’s side door, and sits on a nearly flat left rear tire.

The Cadillac Aurora did at least get a brief post-show moment in the sun, when it was a bit player in the 1993 film Demolition Man, the Sylvester Stallone police pic that was set in the future. A photo posted on Imcdb.org shows the silver Cadillac Aurora, right down to its stylish custom wheels, in a background shot in the movie, and it does indeed look futuristic for the time.

And now, even with its haphazard placement in the junkyard, squeezed in next to a Buick LaCrosse and a Chevrolet Malibu, this show car still evokes an emotion: Sadness. But we guess you can’t save ‘em all.

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When we last left the saga of Elvis’ airplane, a 1962 Lockheed 1329 Jetstar that had been abandoned for decades at a New Mexico airport, it had been auctioned off for a gavel price of $260,000 at the 2023 Mecum auction in Kissimmee, Florida. The new owner disassembled it, loaded it on a huge flatbed trailer, and the plane, in pieces, headed for a warehouse in Plant City, Florida.

You may be interested in what has happened since.

To recap: YouTube personality James Webb, responsible for the Jimmy’s World video channel, was the unlikely buyer. Jimmy’s World typically shows Webb searching out long-abandoned airplanes, buying them, fixing them up and flying them. Usually. There have been a few failures. If this sounds like too much inside-aviation, it really isn’t; Webb’s eccentric sense of humor and a near-childlike fascination for his online mission propels Jimmy’s World into the mainstream—he has 463,000 subscribers.

Webb typically rescues small single- or twin-engine Cessnas and Pipers, along with the occasional MiG 15. But when he learned that a 60-foot-long, 42,500-pound business jet once owned by Elvis Presley was up for auction about two hours from his home in Tampa at Mecum Kissimmee, he was interested. He noted that a startling number of people watched a short pre-auction video that Mecum posted about the jet. “I thought if that video can find a big audience, it might be something I should look at.”

So he registered as a bidder, and drove to Kissimmee. That was January 8, 2023. He had $100,000 to spend. Mecum wisely hadn’t provided an estimate of the value of the dilapidated plane, but in 2018, for one of two previous unsuccessful attempts to sell the Jetstar, GSW Auctions estimated the value at between $2 million and $3.5 million. The other auction was in 2008, when Kruse International said it was worth between $700,000 and $2 million. “I knew it wasn’t going to go for that kind of money,” Webb said. “There was no way.”

The atmosphere inside the auditorium at Osceola Heritage Park that day was a little surreal. It was Elvis’ birthday, and Mecum had arranged for Elvis’ widow, Priscilla, to appear. She gave bidders a pep talk, urging high bids to honor Elvis on what would have been his 88th birthday. Minutes later she was hawking Cilla, her brand of skin serum, selling on the premises for $75 a bottle. Elvis’ jet, of course, was not on the premises, and the buyer would be responsible for moving it.

Webb started the bidding at $50,000, “and it immediately went to $150,000. It sort of stumbled around until it went over $200,000.” Webb kept bidding, up to $230,000, unsure where he’d get that extra $130,000, but he’d worry about that later. But when bidding reached $260,000, Webb bowed out. A telephone bidder had won the plane. “So I walked away. My emotions were all over the place.”

An hour into his drive home, his cell phone rang. It was a Mecum executive. “He said, ‘Hey, the phone bidder backed out, do you want it?’ And I told him sure, for the right price.” Negotiations ensued, until the Mecum employee mentioned that they’d have to cut the seller a check for $234,000. The call ended.

A few minutes later, the phone rang again. It was Dana Mecum, the auction house’s founder and president, trying to save the deal. “I told him that I was willing to spend $100,000 on the plane. I said, ‘If you’re willing to carry the rest of it, I’ll give you the hundred thousand and I’ll buy it for $234,000, but you’re going to have to finance it, and give me some time to pay it back.’ And he said, ‘Yep, done.’ That way they saved face—they sold the Elvis jet!—and I was able to get my terms on the financing for my business.”

Wait, what is his business, exactly?

It’s all YouTube, producing at least one airplane video a week, usually more. Webb only got his pilot’s license in 2020, during the pandemic, primarily so he could fly up to Jacksonville once a month, where he had to report as a member of the Florida Air National Guard. The drive is almost five hours one way, but it’s a one-hour flight. Webb bought a Piper Cherokee 180, sight unseen: “I had never even sat in a little airplane before.” He took his training in the Piper. Aviation gas was “crazy cheap” during the pandemic, he said. “I was flying three, four, five times a week.”

He was far more taken with flying and airplanes than he expected to be. He bought his first zombie airplane, planning to fix it up and flip it, something he’d done with classic cars. “I took a video of me, not thinking anything of it—‘Hey, if you want to see me go bankrupt fixing up old airplanes, stay tuned!’—and people seemed to like it. That video led to another one, then another, but I still never thought anything about it. That was in January of 2021.”

Shortly after, Webb was trying to decide what to do to earn some money. He had a roofing and construction company when he lived in Colorado. The company had grown dramatically after a promotion in which he offered customers an AR-15 rifle with each new roof. He changed the name of his company from Weather Proof Roofing to GetaRoofGetaGun.com. Business boomed. He sold his company and moved his family of five to Florida to be near beaches and close relatives.

Then, in May of 2021, “I was having dinner with a guy who was running a big podcasting convention. I was looking for another business to buy, trying to figure out what I wanted to do when I grow up, and I told him I had poked around and put a few videos on YouTube. He looked at them and said, ‘Forget trying to find another business, you need to focus on YouTube.’ Never in a million years did I think somebody could make an actual living doing that stuff. I thought YouTube was just cat videos and pranks.”

Initially, Webb gave it six months to make a profit. “In the first month I took it seriously, worked at it, and it brought in decent money. The next month it doubled, and it doubled again the third month, and it doubled again the fourth month. I thought, ‘Holy cow! Maybe there is something to this.’”

There was indeed, but not enough to live on and still pay the note on the $130,000 he had borrowed on the derelict Jetstar. But he wasn’t worried. “I don’t have a quarter of a million bucks to dump on something without a plan to make money on it. This was a business investment.”

The plan was never to get Elvis’ plane back in the air—it was simply too far gone. Among the missing parts were its four engines, probably Pratt & Whitney JT12s or Garrett 731s turbofans, and either would be expensive to replace. And even if he could find them, they are too loud to pass the FAA’s current sound requirements.

One of Webb’s multiple videos that was shot at the Roswell, New Mexico airport, where the Jetstar was parked, featured two aviation experts from Aero Design, an engineering company, who, for fun, added up what it would take to get the 62-year-old jet flying again. Their total was $5.7 million.

So Webb announced he would mount the plane’s fuselage on a truck chassis, and turn it into an RV. Like his AR-15 promotion, that received its share of publicity, too, including a story in the New York Post titled, “YouTuber ‘destroys’ Elvis’ private jet to turn it into a motorhome.” Judging from the reaction, the idea was not unanimously well-received. “To cut up a piece of history to make money is insane and selfish!” wrote one Post commenter.

“I’ve learned that you either love the idea, because it’s so crazy, or you hate it because I’m destroying a piece of Elvis history,” Webb said. “I haven’t found too many people in between. But plenty like the fact that I’m at least doing something with it, otherwise it would have continued to sit outside and rot away, and eventually be chopped up and sent to the grinder. Doing it this way, I get to tour the country, and hopefully bring it to tens, or even hundreds of thousands of people. I think that would be fantastic.”

And to pay off the loan, Webb is carving up parts of the plane’s exterior—such as the wings and outboard fuel tanks, for which he has no need—“into collectible medallions, each one serial-numbered.” The oval medallions come with a certificate of authenticity, a photo of the plane (when it was in one piece), and a copy of the airplane’s bill of sale. “We’ve sold just under 500 of them, which is really great, especially at the price point, because they’re not cheap, 300-something and 500-something dollars,” Webb said. “But this is all that will ever be made, based on how much material we have.

“We have to sell a thousand of them to break even on the entire project. Less than a year in and we’ve already sold half, so that’s a pretty good return. I think more of them will sell when we get the RV done and it goes on the road.” The less expensive version of the medallion, at $329, is offered on Webb’s website.

It should be noted that Elvis never actually flew on this Jetstar, unlike another Jetstar (the “Hound Dog II”) and a big 1958 Convair 880 (the “Lisa Marie”) that are on permanent display at Graceland, Elvis’ tourist-attraction mansion in Memphis. The bill of sale, to Elvis from Omni Aircraft Sales for $840,000, was signed on December 22, 1976. Elvis died on August 16, 1977. The Jetstar in question was sold that year, and had several more owners before it was dumped in Roswell.

Proving how far Webb will go out of his way for a video: As the Jetstar was being ferried from New Mexico to Florida, Webb talked Tim, the hired truck driver, into detouring to Memphis. The enormous rig steered into a parking lot at Graceland where Elvis’ other two planes are parked. “It was the first time all three of his airplanes have been in the same place, at the same time,” Webb said. “Of course we didn’t have permission, and Graceland security went nuts. I thought it would be a neat thing to have them all together, but they didn’t see it that way.” (“You want to pay to park?” asked a security guard on the video. “It’s gonna be $15.”)

Meanwhile, the plan to put the Jetstar RV on the road is progressing. The project is located in a warehouse at the end of a dirt road outside Plant City, 23 miles east of Tampa. Webb and his small crew, which is mostly a helper named Grizzly, acquired a moldy 38-foot motorhome, a Coachmen Class A diesel “pusher,” meaning the Cummins engine is in the rear. The body was removed by an enormous diesel fork lift.

The remaining chassis needed some repair. “We changed out some suspension parts, fixed the brakes—the motor and transmission were about all that worked on it. It was not usable as a motorhome, but ironically, it is the perfect size for this. You talk about serendipity.”

As for the Jetstar, it may look like junk—or souvenirs—on the outside, but it’s remarkably well-preserved inside, especially the red velvet upholstery on the couch and six seats. That amazed Webb. “You’d think that after all that time sitting in the desert sun, this would have turned to dust,” he said. “It’s the best part of the airplane.” Even the entertainment system is in place, including the VCR.

As daunting as all this sounds, Webb didn’t go into the airplane-RV combination effort completely blind. Gino Lucci, an airplane parts broker in Nashville, Michigan, mounted the fuselage of a vintage DC-3 on an International truck chassis and turned it into a handsome RV. “Before I even went to bid on this plane, I called Gino. I said, ‘Hey, I’m thinking about doing this—how hard was it to do what you did?’” Lucci said Webb’s plan was definitely in the realm of possibility, and told Webb that he even considered using a Jetstar for his own RV before he found the abandoned DC-3 sitting on its belly in a field in Missouri. With that, Webb proceeded on the path that led him here, working in an un-air-conditioned warehouse in Florida’s unseasonably hot May.

Webb isn’t entirely sure what it will take to get the vehicle registered and insured. “My understanding is that since this is already tagged and titled as a 1999 Freightliner motorhome, that should carry over. I just have to make sure it has all the safety equipment—lights, horn, brake lights, that kind of thing. And it’s privately owned, it’s not a commercial vehicle, it’s not for hire. And it still has a working bathroom. Ironically, that was one of the weird things—in order for it to be considered a recreational vehicle, it has to have a working bathroom.”

Webb set a tight deadline to finish his RV: He announced on another aviation YouTube channel named Taking Off that he plans to debut the Elvis motorhome at the huge Experimental Aircraft Association AirVenture in Oshkosh, Wisconsin, which is July 22–28. The vehicle presently moves under its own power—“The most sketchiest thing I’ve ever driven in my life,” Webb says on the inevitable video—but there’s still a lot of work to be done.

And once he’s finished, “I really have absolutely no idea what I’m going to do with it. Some Elvis impersonators have contacted me about taking it on the road for their tours,” Webb said. “That sounds about as good as anything.”

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If you own the GT4 RS variant of Porsche’s 718 Cayman, you already have an immensely capable, road-legal track car. But it’s hard for track rats to leave well enough alone, and Porsche knows that. As a result, If you want double the downforce, more range of adjustment in the struts, and 20 percent more spring rate, the company is now offering a kit produced by Manthey Racing, and it’s available to order in the U.S. this summer.

At $53,946 without tax or installation fees, the Manthey goodies are a pricey proposition. However, it’s marginally cheaper than the first Manthey kit offered here in the states, a similar set of aerodynamic and suspension changes for the 992-chassis 911 GT3; that one cost $57,300.

The main reason you’d consider spending 33 percent of the MSRP of a Cayman GT4 RS on this kit, other than the preservation of the factory warranty? Manthey is not your run-of-the-mill race shop. After DTM, Germany’s premier touring-car series, stuttered in 1996, the magnificently mustachioed DTM racer Olaf Manthey turned his focus to back to a pair of one-make Porsche series: Carrera Cup, which he had won in 1990, and Supercup. Manthey Racing’s home track is the Nürburgring Nordschleife. Automakers other than Porsche love to tout lap times at this infamously long, intricate track, but Manthey’s claim to ‘Ring fame is iron-clad: Olaf, with 30 victories to his name, has won more races at the track than anyone else since 1977. His team also holds the top spot: With 57 wins at the track, they are the winningest outfit at the ‘Ring.

Manthey Racing has fielded Porsches on behalf of the factory in the FIA World Endurance Championship since 2013, the same year that Olaf merged his team with race-car developer and builder Raeder Motorsport GmbH, a merger that Porsche quickly blessed by acquiring a 51 percent stake in what became Manthey-Racing.

If you need another reason to be impressed by the name of Manthey, the team won its class (LMGT) in 24 Hours of Le Mans in 1999. It was the first time Manthey had ever attempted the storied race. And yes, it won with a Porsche.

As Porschephiles will remember from last summer’s announcement of the Manthey Kit for the top-tier Cayman, Manthey succeeded in beating the ‘Ring time of the stock Cayman GT4 RS thanks to the help of longtime Porsche GT racer and current Porsche ambassador Jörg Bergmeister, who also set the benchmark lap for the stock Cayman GT4 RS. The time difference? A smidge more than six seconds: 7:03.121 with the Manthey upgrades, compared to 7:09.300. (Yes, we can assure you, both Porsche and Manthey care about that “over six seconds” statement, even if “over” means a mere .179 seconds more.)

The Manthey kit for the 718 Cayman GT4 RS comes in two versions: One for cars with the optional (from the factory) front-axle lift and one for those without. Whichever version you require, you’ll be receiving a set of steel-jacketed brake lines, a new set of coilovers adjustable to four positions, stiffer front springs (20 percent higher spring rate), front aero flaps, a carbon underbody with diffusers, a carbon-fiber engine-cover panel, aerodiscs for the rear wheels, and an additional position for the new rear wing, which has been widened by 85 mm. When set to the track-intended Performance position, the wing increases downforce from 196 to 372 pounds at 124 mph.

Of course, if you have a bit more cash to splash, the goodies go on. You can add a carbon-fiber attachment to the fixed spoiler (it adds another four percent or so of downforce, if you have the swan-neck wing set to max attack) and replace the front fender louvers with carbon-fiber ones for $5890. You can order race-spec brake pads from Manthey. You can jazz up those aerodiscs with stickers, and spice up the interior with illuminated door panels bearing the Manthey logo in red and white.

While you can test-drive a Cayman GT4 RS with (and without) the Manthey Kit at the Porsche Experience Centers in Atlanta and in L.A., the kit can only be installed by a Manthey-authorized Porsche Center. After reaching out to Porsche, we now know that Manthey’s site, which shows Houston as the only option, is not up to date: You can find the full list of Manthey Certified Porsche Centers here, organized by region.

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We’ve learned a bit more about the powertrain in the next Bugatti hypercar since our last update, and it seems that turbocharging is no longer in the equation for this exclusive brand. The V-16 in the upcoming Bugatti will be naturally aspirated, offset with a hybrid power pack. The end result chimes in with some impressive numbers: a 9000-rpm redline, three electric motors, and a combined power output that could reach 1800 horsepower.

This amazing engine is claimed to make 1000 horsepower on its own, which is no small feat for a naturally aspirated mill. The news comes directly from Bugatti-Rimac chairman Mate Rimac, announced during the Future of the Car Summit in London (via Motor1). The annual conference features a wide variety of guest speakers from automobile and automobile-adjacent industries, and Rimac’s news was likely a shock to everyone in attendance.

Motor1 also reports that two of the three electric motors are likely to drive the front wheels. This layout is similar to that of the Ferrari SF90. The third motor assists the V-16 at the rear, likely with an eight-speed dual-clutch automatic putting the power down. Motor1 is also reporting that “Bugatti’s engineers are cramming in a 24.8-kWh battery good for 37 miles of electric range.” That could ensure the next Bugatti earns the right to drive in congested parts of Europe with the same freedom as a modern EV.

A congested city isn’t exactly the best place to enjoy an 1800-horsepower Bugatti, but don’t we all need to catch a show and eat at a Michelin-starred restaurant every now and again? The next Bugatti promises the best of all worlds, and it might just provide the naturally aspirated thrills you see and hear in this V-12 McLaren F1 video. Fingers crossed on that.

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As its supercars become increasingly digitized Lamborghini has released the ultimate analogue experience: an LP record of the most spectacular-sounding V-12s in its history.

The special 12-inch picture-disc carries an image of the wheel and tire of a Revuelto, and etched into the vinyl surface are the sounds of the 400GT 2+2, Miura SV, 25th Anniversary Countach, Diablo 6.0 SE, Murciélago LP640, and Revuelto. The playlist includes engine start up and revving plus recordings of these incredible cars being driven at speed on a circuit.

As you’d expect from Lamborghini the album is an exclusive offering and the only way to get hold of a copy is to purchase a new Technics turntable designed in collaboration with the Ranging Bull brand.

The Technics for Automobili Lamborghini SL-1200M7B Direct Drive Turntable System is based on an existing high-end model, but the design includes elements of Lamborghini’s Y-shape pattern, while the orange, green and yellow colors are legendary Lambo hues.

Audiophiles will appreciate the turntable’s coreless direct drive motor, two-layer platter, and rigid cabinet designed to minimize vibration, and the high sensitive S-shaped tonearm for reduced stylus jumping. It even has a kind of traction control system, with starting torque and brake speed adjustment, and a pitch control system for ultimate tracking performance.

If you can’t get hold of one of these limited edition discs then, like all great albums, there’s sure to be a bootleg version.

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As of November of this year, the Chevrolet Malibu is officially dead.

GM representative Kevin Kelly confirmed that the sedan has been discontinued because Chevy needs to retool the plant that builds it, in Fairfax, Kansas, to build the new, Ultium-based Bolt EV. Production of the other GM vehicle built by at Fairfax Assembly, the Cadillac XT4 crossover, will be paused two months later, in January 2025. Chevrolet doesn’t say for how long, but it does admit that there will be layoffs among the 2230 employees, and that those affected will be provided for under the UAW-GM agreement.

The changeover to Bolt production is part of a $390 million investment, less than half (accounting for inflation) of what GM spent in 2014 to add a new paint shop and stamping press, changes that supported the production ramp up of the now-defunct-in-the-U.S. Buick Lacrosse. Sales of that sedan paled in comparison to those of the Malibu, that modern fleet staple, of which Chevrolet has sold over 10 million units globally since 1964. (Yes, the company counts the years that Malibu denoted a trim level, not a car.)

Sedan sales have long been waning, and last year Chevrolet sold 130K Malibus—a decent number on its face but far below the last peak figure of roughly 228K in 2016. Many of those were fleet sales, an ignominious end to a nameplate once fondly remembered as a trim package on Chevelles and subsequently as competent if not scintillating transportation.

CAFE standards may also have played into the decision: Even though the 2023 Malibu is more fuel efficient (30 mpg combined) than the XT4 with which it shares an assembly plant (26 front-wheel drive or 24 for all-wheel drive), the new Bolt doesn’t consume gas and the XT4’s lower sales volume means that it’s not as much of a contributor to the average mpg rating for GM’s passenger cars and light trucks.

There’s no word whether the name will re-emerge, so for now at least, it’s farewell, Malibu. If you’d like to dwell on Malibus past, we’ve got you covered. Here, our design-savvy Sajeev Mehta analyzes the surprisingly handsome 2023 model. Here, one of our members tells the story of an ’81 Malibu that was an Iraqi Taxi … we won’t give any spoilers. If you remember when Malibu denoted a trim level, not a model, you’ll probably enjoy this article by our own Tom Klockau on an SS454 wagon.

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What’s a company like Cadillac doing in sports car racing?

Winning, mostly.

Since Cadillac joined the International Motor Sports Association series in 2017 in the top prototype class, it has earned four championships and won the Rolex 24 at Daytona four times. 

But changes have come to sports car racing—In 2023, IMSA introduced a total redesign of the cars eligible to compete in its premiere GTP class, including a new body, chassis, and revolutionary hybrid power.

An added incentive came with that new GTP package: The specifications for IMSA’s fastest class meant that the cars were now eligible to enter the 24 Hours of Le Mans, the most prestigious sports car race in the world. Manufacturers from all over the globe come to Le Mans each June to compete, and Cadillac received three invitations to enter the 2023 race, celebrating the 100^th anniversary of the event. Three teams were dispatched to France to race the Cadillac V-Series.R in the Hypercar class.

A documentary team followed Cadillac as they embarked on their ambitious return to Le Mans, and the result is “No Perfect Formula,” which premieres May 31 at 7 p.m. EST, on the Hagerty channel 1194 on the Samsung TV Plus app on Samsung Smart TVs, Galaxy Devices, and on the web. Global audiences can view the documentary on Hagerty’s Facebook page.

Want a sneak peek? You can view the official trailer for “No Perfect Formula” below.

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Citing a report from the Japanese car magazine Best Car, Forbes reports that Toyota is developing a compact sports car that would slot below the existing GR86 and take on the Mazda MX-5 Miata.

Toyota’s tiny sports car will allegedly get the name S-FR—not all that creative. The letters supposedly signify ‘Small,’ ‘Front-engined,’ and ‘Rear-wheel-drive,’ which alludes to the sporting personality such a car would have. The S-FR is reported to be based on a svelte concept revealed at the Tokyo Motor Show in 2015, which boasted a 2+2 layout draped over a rear-drive platform.

Toyota is no stranger to 2+2, rear-drive cars: Look at the GR86 and the Supra, both already available here in the States. Interestingly, both cars were developed in partnership with another automaker—Toyota teamed up with Subaru for the GR86, and with BMW for the Supra. Like its two larger brethren, the S-FR would reportedly also be the byproduct of a collaboration between Toyota and another automaker—two, in this case: Daihatsu and Suzuki. Daihatsu already makes a little runabout roadster called the Copen, and its recently revealed concept called the Vision Copen certainly carries the same silhouette as the 2015 S-FR.

According to the report, the S-FR will be powered by a 1.3-liter turbocharged three-cylinder engine producing around 150 horsepower. While there’s no explicit mention of a manual gearbox in the Forbes article, the 2015 concept certainly featured one (pictured above), and we don’t see any reason why that would change. (Toyota, along with Mazda, proudly remains one of the few automakers still offering manual-equipped cars here in the U.S.)

The S-FR will reportedly debut sometime in 2026 for Asian and European markets. Any potential for such a little spitfire to reach U.S. shores is, for now, optimistic speculation.

Let’s speculate, then! The three-cylinder engine may be a bit off-putting to some folks, but Toyota has already proved the efficacy of a three-pot to stateside buyers with the snarly, rally-bred GR Corolla. That car has a 1.6-liter three-cylinder; the S-FR would allegedly use a smaller, 1.3-liter version. Given how common it has become for automakers to engineer the same engine block for different displacements, there’s a decent chance the hypothetical powerplant would share most of its componentry with an engine already sold in the states, a huge plus in the regulatory environment.

While making assumptions on pricing for a car that isn’t A Real Thing yet is a stretch, the Forbes article does note that Best Car expects such a car to cost around 3,500,00 yen, which at current exchange rates would equate to roughly $22,500. The GR86 starts just a smidge above $30K, so that pricing hierarchy would certainly hold water, if we put ourselves in the shoes of Toyota product planners.

As for the supposed rival of the S-FR? Mazda squeezes 181 hp from the current Miata’s free-breathing, 2.0-liter inline four; that would put it around 30 ponies north of the Toyota. However, when it comes to torque, the Miata is rated for a mere 151 lb-ft, a figure which the S-FR may be able to beat with a turbocharged powertrain.

But if a North American version of the S-FR were to get the 1.6-liter three-pot from the GR Corolla? Hooooo buddy, that changes the calculus. The GR Corolla’s engine is rated for a whopping 300 hp and 273 lb-ft of torque, stats which handily trounce those of the Miata.

Let’s pump the brakes; that was, after all, pure speculation. When we asked a Toyota North America spokesperson about the rumored development of the S-FR and the potential of it coming stateside, the response was: “Toyota has no product news to announce at this time.” About what we were expecting to hear, then.

Fine by us. Dreaming is free.

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When does five come after two but before three? When you’re BMW, and you’re introducing the CS special editions.

CS stands for Competition Sport, and since the 2019 model year, the acronym has designated a performance version of a BMW car (not SUV, thankfully) that slots above the venerable M variant but below a barely street-legal version. (When BMW rolled out the first CS model, that top dog was the M4 GTS. More recently, in the M4 hierarchy, it’s the CSL.)

Today, we meet the latest Competition Sport model, and the second M4 to wear the CS badge: The limited-run, $124,675, 2025 M4 CS. (It follows the M2 CS, which we met in 2019; the M5 CS, in 2021; and the M3 CS, in 2023.)

Like all the hottest M4s, the two-door is powered by a twin-turbo straight-six. Like all other CS models (in the 2-, 3-, and 5-Series lineups), its roof and hood, along with the rear spoiler and diffuser, are made of carbon fiber to lower the curb weight below that of the M-badged Competition version. Unlike the hottest M4, the CSL, the CS is only available with an eight-speed automatic transmission.

Yes, it’s an expensive proposition: $40,500 more than the M4 Competition. However, if the recent proliferation of limited-run, special-edition performance cars from BMW tells us anything, it’s that the brand’s customers will pay dearly to have a BMW performance car that the masses can’t get their hands on. And a price gap of over $40K from an M4 Comp is a remarkably effective way of ensuring a smaller audience.

Compare the 2025 M4 CS to its 2019 predecessor, and you can see how BMW has refined the CS recipe. Most obviously, CS now means all-wheel-drive. The more recent version is also far more powerful: 543 hp and 479 lb-ft of torque, vs 460 hp and 442 lb-ft. Those differences combine for a remarkably quicker ‘Ring time: 7:21.99 versus 7:38.

Adjusted for inflation, the G82-generation CS costs about $2500 more than the F82 one, but the gap between it and the next M-badged version down the ladder is slightly larger: 20, rather than 10 more horsepower; and 77, rather than just 33 pounds, lighter. From a cursory look at the interior through the press photography, BMW doesn’t seem to have stripped back the door panels to such spartan levels as it did for the first M4 CS: On the doors of the 2025 version, you’ll be touching black leather, not “compacted natural fibers.” You even get door handles this time—real ones, with hinges, not pull loops! Take that, Porsche.

A note, for track rats: The 2025 M4 CS now comes standard with the less aggressive tire, reversing the order strategy of its predecessor. If you want the “ultra-track” option, which from this press photo appears to be a PS Cup 2, BMW will swap them out at no cost.

Orders for the 2025 M4 CS open at the end of this month, and production starts in Germany at the Dingolfing plant in July.

BMW collectors, give us your thoughts: Does the 2025 M4 CS belong in a stable of significant modern M cars?

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The fastest car in the world is a hire car, or at least it is according to PJ O’Rourke—and the folks at Hertz are doing their best to live up to this claim by adding a new Shelby to the rental roster.

Despite the firm shedding Teslas like there’s no tomorrow, the latest addition to the fast fleet is all-electric in the form of the Shelby Mustang Mach-E GTH. In signature black with gold striping, just 100 examples of the 480-hp crossover are to be made available at select Hertz locations.

The GT-H comes with a racy bodykit, with a new lower splitter, front grille, and lower door trim made from carbon fiber. The hood is also fabricated from the lightweight material, while there are special forged alloy monoblock wheels with GTH center caps, and the ride height is lowered.

The cabin is decked out in black leather, with contrasting gold stitching, “Shelby GTH” inlaid in the headrests, floor mats and kick plates, plus a dash plaque carrying Carroll Shelby‘s signature and the car’s chassis number.

Shelby’s additions save a little weight and enhance the Mach-E GT’s styling, but don’t add any extra performance, except in one area: sound. There’s a switchable Borla simulated exhaust, adding to the audio appeal with an imitation V-8 soundtrack.

If you want the real deal then you could always rent a 900-hp Mustang GT500-H instead.

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Frank Stella, the abstract painter and sculptor who was the second artist after Alexander Calder to design a BMW Art Car, died Saturday at age 87. The New York Times said that Stella had been battling lymphoma.

Stella loved racing—both automobiles and horses—and had many friends in both communities. His 1976 contribution to the BMW Art Car Project was a white BMW 3.0 CSL overlaid entirely by small black checkers, resembling graph paper. Over that base he painted thin geometric outlines in black. The car, driven by Brian Redman and Peter Gregg, raced in the 24 Hours of Le Mans, but didn’t finish the race due to an oil leak in hour five.

Stella also designed the exterior of an “unofficial” art car—it is not considered one of the official works commissioned by BMW—in 1979 at the invitation of his friend Gregg, the sports-car racer who had a class win at the 24 Hours of Le Mans and five victories at the Rolex 24 at Daytona. Gregg bought a BMW M1 Procar, used in the one-make racing series created by the automaker, and had Stella paint it. The car was displayed in the Guggenheim Museum.

Stella considered the M1 part of his “Polar Coordinates for Ronnie Peterson” series, which he created to commemorate his friend Peterson, the Formula 1 driver who died in a crash at the 1978 Italian Grand Prix, when his Lotus collided with the car of James Hunt. Gregg and Stella, who often traveled to races together, were present at the Grand Prix to watch Peterson and his Lotus teammate, Mario Andretti.

Stella was the passenger in a car driven by Gregg in 1980 en route to the Le Mans circuit when they collided with an oncoming car outside Paris. Both were injured but recovered, but there was damage to Gregg’s vision, which never improved and ended his racing. Seven months later, Gregg took his own life.

Stella was considered a major contributor to the freewheeling abstract expressionism movement that began after World War II, swirling around mostly in the art community of New York City, where Stella lived. In its definition of abstract expression, the Guggenheim points to Jackson Pollock as the movement’s leading artist, “who placed his canvases on the floor to pour, drip, and splatter paint onto them and to work on them from all sides, which set him apart from the tradition of vertical easel painting.”

Stella’s “Black Paintings” are his most famous work. They consist of mostly geometric shapes on a white canvas, using black paint.

“Stella was courtly, charismatic and formidable,” wrote Washington Post art critic Sebastian Smee, in Stella’s obituary. “Even when he wasn’t speaking, a terrific intelligence came off him like steam.”

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South Carolina’s ban on the “Carolina Squat” goes into effect on May 9. Though the term perhaps conjures images of a lewd dance or some new-fangled way to poop in the woods, the Carolina Squat is really just a dangerous mod on trucks and SUVs whereby owners lower the rear end and raise the front. The effect resembles a motorboat at speed. Cruising across open water with a bow partially obstructing your view is one thing. Cruising the streets of the Palmetto State, crowded as they are with people and other cars, is something else entirely. Obstructed views over the nose of these vehicles have led to vehicle collisions and pedestrian deaths. Hence, the ban.

The trend is already outlawed in North Carolina and Virginia. In South Carolina, the legislation began working its way through the hands of lawmakers in the House and Senate early last year, gaining near-unanimous support from both chambers, before being put to Governor Henry McMaster last May. The language of the law states: 

It shall be unlawful for any person to drive a passenger motor vehicle, including vehicles commonly referred to as pickup trucks, on the highways of this State if, by alteration of the suspension, frame, or chassis, the height of the front fender is raised or lowered four or more inches greater than the height of the rear fender. For purposes of this subsection, the height of the fender shall be a vertical measurement from and perpendicular to the ground, through the centerline of the wheel, and to the bottom of the fender. As contained in this item, “fender” means the pressed and formed part mounted over the road wheels of a motor vehicle to reduce the splashing of mud, water, or similar substances.

Another section of the law addresses any passenger vehicle “which has been elevated or lowered, yet still leveled, more than six inches by a modification, alteration, or change in the physical structure of the vehicle.” Pickup trucks are exempted from this law, however. 

The ban went into effect November 12, 2023, but gave Carolina Squatters a 180-day grace period to remedy their skyward rides, with officers issuing warnings only. That grace period ends May 9, after which time violators face fines of $100 for a first offense, $200 for the second offense, and $300 plus a one-year license suspension for the third offense. 

Although we generally accept the maxim that racing improves the breed, clearly, sometimes it just makes things dumber. In this case, the Carolina Squat has its origins in Baja off-road racing, where desert trucks often employ negative rake as way to help absorb bumps and hard landings in their long-travel front suspension. From there originated the “California Lean,” and it was only a matter of time before the trend spread via social media.  

Famously, the Concorde supersonic jet overcame the issue of obstructed views with an articulated nose, which lowered 12.5 degrees during take-off, landing, and taxiing, to allow the pilots to see clearly. There’s been no word yet on whether some enterprising customizer has sought to circumvent the long arm of South Carolina law by installing hinges on the front end of a Tahoe, but if we hear of anything, we’ll keep you posted. 

The post South Carolina to Ban the “Carolina Squat” This Week appeared first on Hagerty Media.

The first-generation Dodge Viper was an instant icon, both adored and feared by owners and fans. The car lacked anti-lock brakes, boasted a monstrous 8.0-liter V-10, had no roof, and had side-exit exhausts that had a penchant for searing the calves of those exiting inattentively. This was a menacing machine, a rolling ball of obscenities that was uniquely American and loved because of it.

When the second-generation Viper rolled out in 1996, some of those character flaws—such as the searing side-exit exhausts and the lack of a roof—were remedied, but calling the car “tame” was still a misrepresentation.

How do you make a second-gen Viper even wilder than it already was? Try adding a few yards of bodywork between the wheels, upping the seating capacity from two to 10, and tossing in a kickin’ sound system. Behold, this 1996 Dodge Viper Limo, currently offered for sale on Hemmings by Gateway Classic Cars.

This brute was originally built by Unique Movie Cars Las Vegas, a shop that specializes in film and TV cars that also handles the occasional custom build in its spare time. You’ve probably seen at least one of their cars on screen before: The massive list of movies and shows their vehicles appear in include A Few Good Men, Back to the Future, Indiana Jones and the Last Crusade, Ocean’s 11, Smokey and the Bandit, and Knight Rider, just to name a few.

The Viper limo, however, appears to have been a custom project rather than something for the silver screen. According to the listing, the car can seat up to 10 occupants comfortably; you’ll have two up front, two in bucket seats at the very rear of the car, and then six sharing two benches that face each other running the length of the middle. Every occupant does get a seatbelt, which feels like a definite plus.

There’s also a pretty serious-looking sound system in the car, which is a must for a party-hardy ride like this. Note that trunk photo, which shows two Optima Red Top batteries tucked into the corners, presumably to power the speakers and amps, the latter of which we can see a few of residing on the bottom of the trunk.

Aside from the obvious additional bodywork, the most noteworthy modifications come up front in the driver’s area. Although we noticed what appears to be a manual shift lever, the listing reports (and photos of the pedal box support) that this Viper limo has been converted to an automatic—an option that was never offered on any Viper generation from the factory.

Even more significant, and possibly a bit disappointing? The 450-hp, 8.0-liter V-10 has been dumped in favor of a carbureted 360-cid V-8. The V-8 is actually a version of Dodge’s LA small-block, which is the engine architecture that the Viper’s formidable V-10 was eventually based on.

Are we a little bit bummed that these occupants won’t get to experience the tractor-like fury of a V-10 doing its best to separate the rear tires from their alloy wheels? Maybe a little. Do we also understand the need to make something this unconventional behave in a little bit more civilized fashion? Begrudgingly, also yes.

As far as handling goes, this Viper limo does retain power steering and power brakes, which ought to make transporting your guests a bit less tiresome. What’s more, with that long of a wheelbase, any slides that break the rears away will probably be felt in three to five business days.

The asking price for such a creation? $169,000. If a Viper Limo is something you’d like to see in person, we’re sure the folks at Gateway Classic Cars would welcome you into their St. Louis, Missouri, showroom.

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More than 200 people gathered at Reno’s National Automobile Museum this past April for Music & Motion, an event that raised funds to benefit the Parkinson Support Center of Northern Nevada. The Parkinson Support Center of Northern Nevada aids the more than 5000 people in the High Sierra region living with Parkinson’s disease. Music & Motion was presented by Drive Toward a Cure, a nonprofit that has raised more than $1 million since 2016 to support research and patient care for those suffering from Parkinson’s disease.

Vanessa Williams, the multi-award-winning singer/actress/producer, moderated a discussion with notable luminaries including Dr. Deanna Brown Thomas, the daughter of “The Godfather of Soul” James Brown; Rasheda Ali Walsh, the daughter of “the Greatest,” Heavyweight Champion Muhammad Ali; along with professional off-road athlete Shelby Hall, a Reno native and granddaughter of Rod Hall, the most decorated off-road racer and Hall of Fame inductee. Both Ali and Hall struggled publicly with Parkinson’s disease.

The open discussion and forum included personal memories from each of the panelist’s family members. Automotive-centric anecdotes featured Mr. Ali’s Rolls-Royce Corniche convertible, in which he would gather all his children for rides through Los Angeles, to James Brown’s 1941 Lincoln and various Cadillac convertibles. Shelby Hall recalled how she, together with her then near-80-year-old grandfather, competed and completed the NORRA Mexican 1000 in 2016, an adventure rally with competitors from racing icons to current stars. The event was the last in which Hall was able to drive his beloved Bronco, despite having to be lifted into the race-prepared truck due to his own debilitation from Parkinson’s.

Among the automotive highlights of the evening was the rare Jaguar C-type driven by the legendary Phil Hill, America’s first Formula One champion. Hill also battled Parkinson’s for a number of years and died from its complications in 2008 at the age of 81. The foundation’s association with Hill dates to the early beginnings of Drive Toward a Cure and was the inspiration for the organization first teaming Cars and Camaraderie to raise awareness for Parkinson’s.

All proceeds from the evening’s event and silent auction will go directly to the Parkinson Support Center of Northern Nevada. Since its inception in 2021, the center has embarked on a financial journey to raise $500,000 over the next five years to create a facility that will continue to bring together the Parkinson’s community in northern Nevada with expanded support services, educational programming, and continued advocacy. For more information, to volunteer or join the local Reno area Parkinson’s community, view www.pscnn.org

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BFGoodrich All-Terrain tires have seen just about every kind of road, mud, dirt, and sand you could imagine and have earned a solid reputation among those who have tested them to their limits and beyond. The tire’s latest iteration is launching with a new tread pattern and compound that promises improved grip and wear performance on varied surfaces including gravel, mud, and snow. Its long-wearing tread compound also remains flexible in the cold, helping it earn the Three-Peak Mountain Snowflake severe-snow rating.

We’ve seen BFG All-Terrains on rock-crawling Jeeps and desert-running trucks, and many of their buyers swear by their tough sidewalls and grip-everything tread. Changing them in such a significant manner was no small undertaking. The current All-Terrain T/A KO2 was unveiled in 2015 and represented an evolution in the much-loved tread design while improving the tread compound. The KO3 is a further evolution, and while it keeps a similar interlocking tread, it promises better durability on gravel, improved snow traction, and better wear performance, all with a 50,000-mile warranty. According to BFGoodrich, the KO3’s 3D locking sipes help add extra bite while “mud-phobic” bars shed sticky mud to grab on the next go-round.

We’d love to put these new tires to the test and it looks like we won’t have to wait long. Buyers have 13 sizes to choose from now, with popular sizes in the 33-35-inch range fitting 16-, 17-, 18-, and 20-inch wheels. More than 100 sizes will be offered over the next 24 months, with 22 additional sizes due by the end of this year.

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BMW will lose its long-standing ‘i’ appendage from the names of gas-powered models. Instead, the ninth letter of the alphabet will be reserved exclusively for the German brand’s electric line-up.

For 55 years since the introduction of the 2000 tii in 1969 an i on the trunk lid of a BMW has meant it was fuel-injected, but that all changed when the all-electric i3 made its debut in 2013, when BMW realized that innovation was also began with i.

This mixed use of the letter could arguably cause some confusion, so the company has decided to simplify the situation.

Bernd Körber, Senior Vice President BMW Brand and Product Management, Connected Company told BMW Blog, “Historically, even though our interpretation of BMW i was always different, it’s more innovation, not necessarily only electric, and we historically had injection at the end [of the badge], we said, we would like to keep ‘i’ as an asset, and we would like to keep it as a signature to indicate you’re driving an electric car and that was the logic that we had.”

On the subject of logic in model numbers, it was always easy to identify BMW specs from their three-digit codes, but that also went awry a while back. For decades it was obvious that a 318i was a 3-Series with a 1.8-liter engine, a 520i was a Fiver with two-liters and a 750i was a 7-Series with a full five-liters, but these days a 330i packs a two-liter, while a 340i gets a three-liter engine. These numbers come not from engine size or power output, but from the motors’ internal codenames.

If BMW is looking at clearing up its nomenclature then it certainly wouldn’t hurt to rethink this, too.

The post BMW Axes the ‘i’ from Combustion Cars appeared first on Hagerty Media.

Coinciding with the 70th anniversary of Ferrari’s arrival in the U.S. market is the latest in a long line of front-engined V-12 stunners.

It must have been tempting to revive the America (or even SuperAmerica) moniker for the occasion, but instead the new coupe, and its spider sibling, will simply be called 12Cilindri.

The name is very fitting, as it will no doubt be the last series production Ferrari to run a naturally-aspirated V-12 unencumbered by forced induction or electric motors. And what an engine it is. Based on that of the 812 Competizione, the 6496cc, 65-degree V-12 revs to 9500 rpm, delivering 830 horsepower along the way.

Ferrari focused on shedding weight on the engine internals to reach this heady rev limit, using titanium con rods, a unique alloy for the pistons and installing a lighter, rebalanced crankshaft. The valvetrain features F1-derived sliding finger followers made from steel with a special Diamond-Like Carbon coating to reduce friction. Also new is some engine software called Aspirated Torque Shaping, which can modify the maximum torque to suit the gear. It has “allowed the Maranello engineers to sculpt the torque curve in third and fourth gears using sophisticated electronic control that improves perception of the torque without impinging on acceleration,” explains Ferrari.

The intake and exhaust systems have also been optimized to celebrate the sound of the V-12, with equal-length exhaust tracts and six-in-one manifold for each cylinder bank, while “the geometry of the forms and curves of the exhaust system was also perfected to guarantee the very purest notes of the signature Ferrari sound all the way to the limiter.”

Mated to this marvelous motor is an eight-speed dual clutch transmission that made its debut on the SF90, albeit with shorter ratios that help deliver more torque at the wheels. A hard launch will see the 12Cilindri reach 62 mph in 2.9 seconds and 124 mph in 7.9 seconds. Top speed is north of 211 mph.

The 12Cillindri sits on a shorter wheelbase than the 812 Superfast, gets the rear-wheel steering system from the Competizione and a brake-by-wire system called ABS Evo. Driver aids include Virtual Short Wheelbase and Side Slip Control. Active aerodynamics allow for a low drag or high downforce configuration, depending on the positioning of the car’s rear flaps, plus there are three vortex generators in the front underbody and the whole underside has been sculpted to channel air to the rear diffuser.

Most of that you won’t see, of course, because you’ll be salivating over the styling. There’s a move away from the aggression of the 812 to a softer and more sophisticated look. It’s a design direction that began with the Roma, but is perhaps even more elegantly executed here. The 12Cilindri’s haunches are muscular, without being excessive, while the rear end has something of the breadvan about it. Its curves are much more complex, but still there’s something nostalgic in the proportions and the way metal and glass interact. Ferrari calls it “monolithic.”

The spider opts for twin buttresses at the rear and a retractable vertical window between the cabin and rear deck, which opens to swallow the fold-away hardtop and is no less beautiful as a result.

Inside there’s a dual cockpit architecture that also stems from the Roma, but with a new three-screen setup, with an additional display for the co-driver. It goes without saying that it’s all lavishly trimmed and near-infinitely personalizable.

Even if it wasn’t for its last-of-the-line status the 12Cilindri is a sure-fire future classic. Invest your $400,000 now.

The post Ferrari 12Cilindri Twins Replace the 812 Superfast appeared first on Hagerty Media.

Aston Martin has a 25-year tradition of powering its flagship model with a V-12 engine, and apparently that will continue. The British manufacturer has released some details about a new twin-turbocharged V-12 that will debut in Aston’s upcoming flagship, which apparently will be called the Vanquish, reviving a name first used 23 years ago.

The new engine, Aston says, pumps out 824 horsepower and 738 lb-ft of torque. That’s 64 more horses than you’ll find in the company’s most powerful current V-12, used in the limited-edition DBS 770 Ultimate. ”One last tour before extinction,” says the Aston Martin website for the 770 Ultimate, so get it while you can. Actually, you can’t, at least from Aston: The 300 coupes and 199 convertibles Aston is producing are already sold.

The new V-12 uses a strengthened cylinder block and connecting rods, redesigned cylinder heads with new camshafts, plus new intake and exhaust ports. Spark plugs were repositioned, and there’s new higher flowrate fuel injectors.

“The V-12 engine has long been a symbol of power and prestige, but it is also a statement of engineering passion and technical prowess,” said Aston Martin chief technical officer Roberto Fedeli. “This unparalleled engine represents nothing less than the dawn of a dazzling new V-12 era for Aston Martin.”

The flagship that will be powered by the new V-12 apparently won’t be the Vanquish Vision Concept that the company displayed in March of 2019 at the Geneva Motor Show. That car, which Aston told us “previews the design language of Aston Martin’s first series production mid-engine supercar,” has apparently been shelved, along with its planned V-6 turbocharged hybrid engine. The upcoming Vanquish, we hear, will be a conventional front-engine, rear-wheel-drive GT car. It’s expected to break ground later this year.

It’s likely no coincidence that word of the new V-12, and its accompanying mention that a fresh flagship model is on the way, arrives about the same time Aston Martin’s first-quarter financial report was released. It shows that Aston, according to Reuters, “made fewer cars and burned more cash than analysts anticipated, sending its shares 7 percent lower.”

In fairness, that reflects in part the downtime required to change over from one model to the next, as Aston has been busy building new or freshened models this year. According to Motor Trend, by the end of this year, “Aston Martin will have on sale four models that will have been redesigned or heavily refreshed in the previous 18 months.”

“Our first-quarter performance reflects this expected period of transition,” Aston chairman Lawrence Stroll said. According to Forbes, fashion mogul Stroll has a personal net worth of $3.9 billion; with that Aston Martin the car builder, and Aston Martin the Formula 1 team, should be on firm ground, though it’s rumored he’d like to sell 25 percent of the latter.

Regardless, we can’t wait to see what Stroll has up his sleeve for Aston Martin, both in the showroom and on the track.

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Enigmatic TVR boss Peter Wheeler was nothing if not ambitious. Under his helmsmanship the small British sports car firm designed and built its own straight-six, V-8 and, V-12 engines, and even had its sights set on Le Mans’ GT1 class at one point.

However, a dominant performance on the road and on the track wasn’t enough for Wheeler who wanted to conquer the water as well. Enter the Scamander with a name that would suit a Bond villain and a suite of abilities that even Q might have struggled to come up with.

Wheeler’s blueprint required the Scamander to be lightweight and entertaining to drive on the road, have room for three in comfort and be able to cruise at eight knots.

“I created it for me, to be honest,” Wheeler told EVO’s Harry Metcalfe in 2008. “I enjoy shooting, sailing and driving on track, so I wanted something that could cover all these elements. I call it an RRV, for rapid response vehicle.”

Graham Browne, who styled the TVR Tuscan, T350 and Sagaris was given design duties and came up with the brutal bodywork, which combined a jet-fighter-like sliding canopy, a boat-like hull and a pickup bed. Quite the mash-up.

Initially the Scamander was powered by a two-liter motor and later fitted with a more gutsy 275-hp Ford V-6, driving the rear wheels via an automatic transmission. Mounted amidships, there was even the potential to fit TVR’s mighty 450-hp, 4.5-liter AJP V-8.

When Metcalfe drove the Scamander off road he noted, “There’s no real need to slow down—the supple, long-travel suspension softens the ride beautifully, as does the long wheelbase. It all feels so unconventional; a Defender would have you hanging on for dear life along here, but not the Scamander; the ground clearance must be twice as good as the Land Rover’s too. With a potent V-8 installed mid-ships, this thing could give a Bowler Wildcat a run for its money.

“A few minutes later there are gasps of amazement as the RRV starts up and drives into the water, splashing its way to the middle of the lake. I’ve seen everything now.”

Sadly Wheeler passed away in 2009 at the age of 65, before the Scamander was truly finished, but now, thanks in part to Metcalfe, it has been re-comissioned and is set to make its public debut at the London Concours from June 4-6. Metcalfe has also documented the car’s resurrection and a video will appear on his Harry’s Garage YouTube channel on May 5.

The post This Amphibious TVR Is About to Resurface appeared first on Hagerty Media.

It’s official: Adrian Newey is leaving the Red Bull Formula 1 team next year to do—what? Now that he has made his departure formal, that’s the big question: Where will the greatest engineering mind in F1 go next?

According to Red Bull, Newey will pack up and go sometime in the first quarter of 2025. Newey is not a job-hopper—he has spent 19 years at Red Bull and has presided over up and downs, with substantially more triumphs than disappointments. Since he joined the team in 2006, Red Bull has won seven F1 Drivers’ and six Constructors’ Championship titles, with 118 race victories and 101 poles. There’s no question Red Bull driver Max Verstappen is a genius behind the wheel, but an unknown percentage of his winning equation is that he is driving an Adrian Newey car.

Until he leaves, Newey, Red Bull says, will focus his attention on the two-seat, 1100-horsepower hybrid RB17 track-only hypercar that Red Bull is developing. Production is expected to begin for 50 well-heeled customers in 2025. Reportedly, the car’s price will be about $6.4 million. “The final stages of development of RB17 are upon us,” Newey said in a statement, “so for the remainder of my time with the team my focus will lie there.”

After that, the motorsports world is Newey’s oyster. Every F1 team on the grid would love to have him, and some heavy hitters have made it known that they’d be willing to pay him big bucks for a contract. At the top of the list is Ferrari, which would be delighted to pair Newey with the newly hired Lewis Hamilton, the seven-time champion hoping to reinvigorate his career.

Not far behind Ferrari in the Newey lottery is Mercedes, which is on its own rebuilding program after losing Hamilton to Ferrari. And then there’s the perennially rebuilding Aston Martin, helmed by the uber-wealthy Lawrence Stroll, who, like Ferrari, has ostensibly made Newey an offer.

Somewhat less likely is that Newey, 65, would simply hang up his calipers and retire, a suggestion bolstered by the news that he has special-ordered a sumptuous yacht. Or, given the obvious pleasure Newey has taken in designing the world-beating RB17, there’s a chance that he could sign with an automobile manufacturer to build more road-going vehicles.

If you take one of his departing statements literally—“I feel now is an opportune moment to hand that baton over to others and to seek new challenges for myself,” he said—retirement doesn’t seem to be in the cards quite yet.

The smart money seems to be on Ferrari. Joining them in early to mid-2025 would arguably put him there too late to have much of an impact on the 2026 F1 car, which will be built under a new set of regulations, but he may be there in time to leave some famous Newey fingerprints on the car.

The F1 community waits with bated breath.

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This story has been updated to provide additional clarification based on a conversation Hagerty had with Ben Marquart, Chief Technical Officer of DeLorean Motors Reimagined.

According to a report from the San Antonio Current released earlier this week, DeLorean Motors Reimagined (DMR), the Texas-based company that owns the DeLorean trademark, has shuttered its San Antonio headquarters. Signage at the company’s Port San Antonio building was removed earlier this week and the offices appeared abandoned.

However, in a conversation with Hagerty, Ben Marquart, DMR’s chief technical officer, clarified that the company was not shutting down its headquarters, but simply moving to a new location. The now-defunct space was part of a longer-term agreement between DMR and a group that planned to build a new tower in the San Antonio area aimed to be a hub for all things tech. “[The now-shuttered facility] was just a temporary location, and it was about a two-year or so plan,” explained Marquart. He expanded further, saying that the new location placed DMR more centrally within San Antonio, and closer to the airport.

The initial report from the San Antonio Current noted that the outlet had attempted to call both of the numbers associated with DMR at the time, but that both numbers were disconnected. According to Marquart, those dead numbers were the result of a confluence of moving HQ and shifting phone providers at relatively the same time. “We moved phone provider, and there was an issue with the porting,” he explained. Because of said issue, the company had to abandon the number entirely. “It made it look a lot worse, like a thing that it wasn’t,” he admitted. (As of this update, the number listed on DeLorean Motors Reimagined’s website is still down, but Marquart said that the site would be updated with the new number soon.)

It’s an awkward look considering what’s been going on at DeLorean Motors Reimagined, one of two fledgling companies associated with the DeLorean name. (The other outfit is owned by the daughter of John Z. DeLorean, Kathryn, who is planning to build a car based on the platform of the C8 Corvette.)

Founded in November of 2021, DMR has already weathered legal strife. Texas Public Radio reported in September of 2023 that a lawsuit filed by Karma Automotive against DMR alleged that former employees—including then-CEO Joost de Vries—stole trade secrets during their time at Karma and used them for the benefit of DMR. The lawsuit was settled out of court, according to TPR‘s report. The financial hit may well have been quite substantial for the fledgling firm; since the firm is privately held, we don’t have any way of checking the health of the company’s books.

The company had planned for an initial run of 88 cars (a nod to Back to the Future, the film that immortalized the DMC-12) targeted at collectors, who would put down $2500 or $3000 deposits for an NFT (non-fungible token) hosted on a blockchain owned by a third party, NFT IQ, that would secure their spot on the delivery sheet.

The plans all sounded grand, as they often do for startup automakers, and when DMR announced intentions to relocate to San Antonio, it pledged that the move would create hundreds of high-paying jobs. In return, the local government promised about $1M in tax credits, according to the Current. However, according to another report from the San Antonio Current in October of 2023, the company’s LinkedIn information showed just 18 people on staff.

The failure to make good on hiring promises was one of several concerning developments in recent months at DMR. For one, there had been no updates on vehicle production for quite some time, adding fuel to the fire.

Marquart admits that “the business plan and the strategic product rollout are modified from the original plan, which includes an update to timing.” Updates to both are “imminent” and the first people to hear of them will be reservation holders: “They deserve it, they’re our customers, and we want to give them the first peek.”

Those tax incentives have since dried up—presumably because DMR didn’t hire enough people in time—but DMR has evidently made its peace with the lost savings.

Marquart was candid about the company’s reasoning. “With the refocus of the business plan, part of that was knowing that the funds—budgeted funds from the local governments—were something that we weren’t going to be able to utilize in the immediate future,” he explained. DMR therefore surrendered the incentives. “When we are ready, we can come back to [city officials] and show them an updated plan, what’s been firmed up, what we’ve announced, and what we’re looking for in terms of help.”

Concerns reached new heights on Monday morning as several depositors said on Facebook that they no longer had access to their NFTs. Ken Brackins, who spent $5000 on two build slots, confirmed to the Current on Monday morning that he no longer had access to his tokens. “I’m sure somebody will come up with some kind of class action suit, but I wouldn’t expect to recover anything,” Brackins told the Current in an interview.

After our chat with Marquart, it appears that concerns about access to the NFTs may be short-lived. Marquart explained that DMR is in the process of migrating the NFTs to a hosting platform for the NFTs, and claimed that reservation holders had been notified of the move in a community letter sent out recently.

(Indeed, the owner of the original blockchain, NFT IQ, appears to not exist anymore, according to Google: The company’s Twitter has not posted since October of 2022, back when tech bros the world over were heralding Web3 and NFTs as the next frontier.)

“We do recognize that it has been a challenge; however, we’ve taken all of these issues very, very seriously. The rollout has taken a bit longer than we had expected, but that’s because we’re not going to have this problem again. It was more important for us to get [the relaunch of the blockchain market and the NFT reservations] right than it was to rush it and have issues again.”

We’ll have to sit tight and wait to hear about the particulars of this re-focused timeline and strategy that now guides DeLorean Motors Reimagined.

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The “featured classified” today on the overlanding community site Expeditionportal.com is a 2021 EarthCruiser FX, a go-anywhere lux RV built on the Mitsubishi Fuso 4×4 platform. With just 9300 miles on the clock, it could be yours for the low-low price of $300,000, which is essentially half the cost of a new one. Such a deal.

Elsewhere on the site, however, there is much ballyhoo about the company behind the beastly truck, EarthCruiser. Based in Bend, Oregon, since opening its doors in 2008, the firm quite suddenly announced last week that it was closing its doors, effective April 25. So, get ’em while you can, I guess?

In a release posted to the company’s website, EarthCruiser stated that “changing market dynamics and economic challenges have made it increasingly difficult to sustain operations going forward.” The high-end overlanding market has indeed changed, as the “Head for the hills!” panic buying that allowed well-heeled work-from-homers to commission exotic builds and then hit the road during the height of the Covid-19 pandemic has mostly disappeared. 

Supply-chain issues have taken their toll on the business, as have the changing economics involved in the purchase of machines such as these; the pool of people willing to plunk down 20 percent with long-term (read: 20-year) financing at, say, 7 percent interest, on an overlanding house that depreciates faster than you can air down those 37-inch tires has become a much harder proposition. And, as with nearly every sector, costs are up. Except, in this particular sector, they’re way, way up. In 2018, for example, a base EarthCruiser FX started at $255,000. By 2024, the starting price was $595,000. The Ford F-350–based Terranova model, meanwhile, once around $100,000 now starts at $350,000.

“Our journey over the past years has been extraordinary,” company founder Lance Gillies said in the release. “Although this decision marks the end of an era, we are proud of our legacy and impact on the world of travel, automotive innovation, and overlanding. We hope our vehicles, our customers, and their stories will continue to inspire the adventurous spirit in all of us.”

EarthCruiser is not the only name in this space, of course, with dozens of niche manufacturers doing their best to cater to the existing customer base and adapt to the way it has changed, particularly as used vehicles at big discounts continue to flood the market. It will be interesting to see whether more dominoes fall as this segment continues to contract.

The post Overlanding Mainstay EarthCruiser Calls It Quits appeared first on Hagerty Media.

You may not be aware that history was made last weekend, but apparently quite a few techno-geeks did: It was the inaugural event of the Abu Dhabi Autonomous Racing League at the Yas Marina road course, with eight driverless formula cars from around the world competing, or trying to, as the event revealed that autonomous racing isn’t quite ready for prime time.

That said, the Autonomous Racing League claims that 10,000 spectators watched the event in person, while over 600,000 watched it online. Since the broadcast was more than three hours long, and the actual race was just eight laps among four cars, with two that actually finished, it took some stamina to watch the whole show.

That broadcast was decidedly of the rah-rah variety, including contributions from American broadcaster Amanda Busick, absent from her usual role as pit reporter for the NHRA drag racing. It was a “stupendous weekend!” for the Autonomous Racing League’s inaugural event, Busick posted on her Instagram account. “Hard to verbalize how professionally satisfying this experience was.”

Competing were modified versions of the Dallara Super Formula SF23 car, which is described in the press release as being “the fastest open-wheel race car in the world after Formula 1,” which is probably surprising to IndyCar given these SF23s are powered by a 2.0-liter, four-cylinder engine.

In one time-filling segment, former Formula 1 driver Daniil Kvyat raced against one of the autonomous cars, provided by the Technology Innovation Institute, and beat it by 10.38 seconds. That would normally be a substantial margin, but the Autonomous Racing League described it as “a narrow victory.”

There were multiple qualifying sessions, in which one autonomous car simply turned right into a barrier along a straightaway, and another car locked up all four wheels and braked to a dead stop as it approached a left-hand corner. “It appears to be a coding error,” we were told repeatedly when a car misbehaved.

By the time the eight-lap race was ready to run, only four cars made it to the starting line, and two of them seemed to disappear from the broadcast, as cameras concentrated on the race between TUM, the car entered by the Technical University of Munich, and an Italian entry named UNIMORE. TUM passed it on the last lap when UNIMORE simply stopped on the track, right in the racing line.

Still, the organizers were jubilant. Said H.E. Faisal Al Bannai, Secretary General of the Advanced Technical Research Council: “Through the Abu Dhabi Autonomous Racing League, we’ve sparked a race revolution … This event isn’t just a race; it’s a transformative moment where technology, imagination, and ambition converge.”

Much can be excused for an inaugural event of this sort: The technology, though unreliable, was impressive, and it’s easy to imagine it improving dramatically over the next few years. But the question remains: Can you get excited by a race with cars driven by AI instead of a person?

You can watch the three-hour, 12-minute Autonomous Racing League broadcast here.

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German Porsche perfectionist RUF built just one example of its RCT (RUF Carrera Turbo) on a lightweight RS chassis and, three decades later, it could be yours.

The regular RUF RCT was made between 1992 and 1997 based on the Carrera 2 or 4, but fitted with the firm’s own 3.6-liter turbocharged and intercooled flat six boosting power to 370 hp. Also installed was RUF’s six-speed transaxle and a bespoke exhaust.

In 1994 RUF tried something even more special, building just one RCT from a 964 RS donor car. Starting with a more rigid seam-welded body, aluminum hood, rolled fenders and thinner window glass meant that this RCT was the lightest of the lot. It eschewed electric windows, air conditioning and rear seats in the quest to save weight.

The exterior was finished in Polar Silver Metallic paint, with 18-inch Speedline alloys, and whale tail spoiler, while the car’s cabin was trimmed in a mix of black leather and tartan cloth. Sporty Recaro Pole Position seats were installed, along with green VDO instruments, and a Blaupunkt Montreaux audio system.

RUF used the car as a development vehicle and press demonstrator before selling it to an enthusiast in Heinsberg, Germany who kept it until 2017. In 2021 the car was imported to the U.S. and is now being offered for sale on Bring A Trailer with 41,000 km (25,476 miles) on the clock and plenty of documentation, including its original Porsche factory books and RUF build certificate.

Although Porsche made close to 2300 964 RS models this is the only example to be re-imagined by RUF, giving it true unicorn status. That’s reflected in the bidding, which at the time of writing had reached almost $600,000 with nine days still to go.

Should your best bid fail to win the auction then you can order a ‘new’ RCT from RUF which now offers an EVO edition with more than 430 horsepower, and many more creature comforts than the original. If you’re worried about weight there’s even a carbon fiber body option.

The post RUF Reimagined Only One 964 RS and Now it’s For Sale appeared first on Hagerty Media.

Complain about journalism in America if you want to, but compared to journalism in Europe, we are the arbiters of accuracy and fair play. That’s why it is so much fun to see what publications across the pond are saying about the apparent departure of Adrian Newey—the man who began working as an engineer and designer for Red Bull in 2006 and has guided the team to Formula 1 greatness. Driver Max Verstappen, undeniably, has aided his success.

According to the European F1 media, Newey is either leaving Red Bull tomorrow, or at the end of 2026, or someplace in between.

Regardless, there’s no question that Adrian Newey is Formula 1’s current prom queen, apparently being asked to the big dance by a variety of well-heeled suitors.

There’s Lawrence Stroll, head of Aston Martin, who reportedly (these Newey stories use the word “reportedly” a lot) offered Newey $100 million to leave Red Bull.

There’s Ferrari, which reportedly is willing to match Stroll’s offer to have Newey come to Maranello and reinvigorate the career of driver Lewis Hamilton.

And there’s Mercedes, which is the quietest of the key suitors, but there’s no question it would welcome Newey with open arms and an open checkbook.

Since Newey is 65, the subject of outright retirement has come up. What does he have left to prove?

A little background on Newey for readers who aren’t F1 geeks: In 1980, after he graduated from college, he began working in Formula 1 for the Fittipaldi Formula 1 team. The next year, he moved to March, and began designing race cars. His initial project was the March GTP car, which won the IMSA championship twice.

In 1984, he went to work on the March IndyCar. His design won the 1985 and 1986 IndyCar championship and the Indianapolis 500 both years. He returned to March’s F1 design team, but moved to Williams in 1991, where Newey’s star really began to rise. In 1992, Nigel Mansell drove Newey’s FW14 chassis to a constructor’s championship, Newey’s first of many.

His time with Williams ended in 1997; he departed with a solid record, though, of 59 wins for his cars, and four world championships.

Next up was a long stint with McLaren, from 1997 to 2005 with titles in 1998 and 1999, and very nearly in 2000. The later years were less productive, and Newey departed for Red Bull in 2006. His influence was felt early on, but the team did not become a genuine contender until 2009, with Red Bull finishing a close second in the constructor’s championship.

In 2010, Red Bull won the constructor’s championship with driver Sebastian Vettel. In 2011, Newey’s car took 18 of 19 pole positions, and won 12 races and the constructor’s championship. Repeat championships came in 2012 and 2013.

Starting in 2014, Newey’s car suffered from using Renault’s turbo V-6 engines, and it wasn’t until the 2019 switch to Honda power that the team became competitive; in 2020, Red Bull was second in the constructor’s championship.

In 2021, it all came together again. Newey’s design, paired with driver Max Verstappen, won the driver’s championship, and they’ve been dominant ever since. At this point in the season, Verstappen and team driver Sergio Perez lead the standings in driver’s points, and Red Bull leads Ferrari 195 points to 151 in the constructor’s standings.

So why would Newey want to leave Red Bull? Reportedly—there’s that word again—he is upset about the internal handling and investigation of a complaint lodged by a female employee against team principal Christian Horner for alleged inappropriate behavior. An internal inquiry dismissed the charge. Is that so upsetting to Newey that he would leave a place he was worked, with great success, for 18 years?

According to the European media, yes. Apparently Newey is under contract with Red Bull until the end of 2025, and there are multiple reports that there’s a 12-month no-compete stipulation included in that contract, so Newey wouldn’t really be available to work for a new employer until the 2027 season.

Yet “Wow! Adrian Newey is reportedly leaving Red Bull,” reads the headline on Top Gear. And “Red Bull stunned by shock news F1’s top designer Adrian Newey to leave,” in The Guardian. And “F1 rumor: Adrian Newey decides to leave Red Bull ahead of formal resignation.”

Oops, that headline is from Sports Illustrated.

Regardless, the F1 media must have some sort of soap opera underway 12 months out of the year, and it’s Adrian Newey’s turn under the microscope now. No one denies that his departure, imminent or otherwise, is Big News in racing, but until he decides his next move, it’s just fodder for dozens of talented headline writers.

Stay tuned, bloke.

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