Volkswagen is planning to move Golf manufacturing to Puebla, Mexico, starting in 2027. With the move, there has been speculation about whether cheaper versions of the Golf may be able to appear in showrooms once again throughout the United States and Canada.

The possibility was raised during comments made by Volkswagen Group of America chief executive Kjell Gruner. Speaking with Automotive News, he explained that building the Golf in North America “opens up opportunities for other variants.” He also pointed to a major obstacle, adding, “A 25 percent tariff for an entry version of the Golf would turn out to be difficult.”

Tariffs sit at the center of the issue. Gruner suggested that a reduction to around 15 percent on Mexico-built light vehicles would provide significant relief for Volkswagen and other manufacturers. At the moment, vehicles produced in Mexico are not automatically exposed to the full 25 percent tariff.

The details become more complicated once USMCA requirements enter the conversation. Vehicles that fail to satisfy trade thresholds face the Section 232 tariff in addition to the standard 2.5 percent United States passenger-car tariff. To qualify under the agreement, at least 75 percent of a vehicle’s net cost must come from North American manufacturing and parts.

Another requirement demands 75 percent regional content for key components such as the body, axles, suspension parts, transmission, engine, and steering system. Missing the threshold in a single core category causes the entire vehicle to fall short. There is also a labor requirement. At least 40 percent of the vehicle’s value must be produced in North American facilities where workers earn a minimum of $16 per hour.

Material sourcing matters as well. Steel and aluminum content must reach a 70 percent threshold. Meeting all four conditions allows duty-free entry under USMCA.

In fact, Puebla currently produces multiple vehicles for North America, such as the Jetta sedan, the Taos crossover and the Tiguan crossover. From 2027 it will be Volkswagen’s worldwide Golf production plant. The transition was planned back in 2024, after an agreement was made between Volkswagen and the IG Metall labor union. The decision comes amid increasing German production costs, growing competition from Chinese makers, and sluggish demand throughout Europe.

Golf hatchback and wagon assembly will leave Wolfsburg for Puebla. Wolfsburg, meanwhile, will devote more attention to battery-electric vehicles, including Volkswagen’s planned electric Golf. That model had been expected in 2028, though Volkswagen Passenger Cars chief executive Thomas Schäfer recently confirmed the ID. Golf has been delayed from its original schedule.

If base Golf models return to North America, they would need hybrid power. The proposed system centers on a 1.5-liter TSI four-cylinder turbocharged engine already used in the Jetta and Taos sold in the United States.

2027 Volkswagen Golf Lineup – Photo Gallery

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The lineup starts with the Eletre X H550. In Germany, this version carries a price of €96,990, equivalent to $112,673 at the stated exchange rate. Further up the range sits the Eletre X H1000. Buyers in the Netherlands face a starting figure of €125,254, or $145,505. Those numbers cover only the vehicle itself. Options, taxes, delivery charges, and specification-related additions remain separate costs.

Before getting into outputs and acceleration figures, the mechanical layout deserves attention. The Eletre X marks the first Lotus built around the company’s X-Hybrid architecture. Rather than relying on a single propulsion source, the system combines a battery, a generator, electric motors, and an internal combustion engine.

A 70 kWh battery forms the center of the setup. On electric power alone, the SUV travels up to 217 miles, or 350 km. Once the gasoline-powered unit joins the process, overall driving distance rises to 746 miles, equal to 1,200 km. Charging times appear unusually short. Connected to a 350 kW DC charger, the battery moves from 20 percent to 80 percent in nine minutes.

The combustion component is a 2.0-liter turbocharged inline-four. Its primary role involves supplying energy to the battery. Lotus also states the Eletre remains capable of operating using fuel from its 13.7-gallon, 52-liter tank.

Performance varies according to version. The Eletre X H1000 uses two permanent magnet electric motors and develops 939 hp together with 935 Nm of torque. Lotus quotes a 0 to 62 mph run of 3.3 seconds. Custom-developed Pirelli P Zero 5 LTS tires handle contact with the road.

The H550 takes a different approach. Output falls to 542 horsepower, though torque remains unchanged compared with the H1000.

One detail remains unresolved. Lotus has not yet published pricing for the American market. The company indicates those figures will arrive later. Meanwhile, British buyers face a longer wait than customers elsewhere in Europe because homologation work for the right-hand-drive version is still underway.

2027 Lotus Eletre X – Photo Gallery

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The company plans to position the GR GT as its flagship performance model and the most expensive production Toyota ever sold. Pricing is expected to begin around $225,000, placing the car above the Century SUV, which starts at $200,000. Toyota views the model as a halo vehicle, but access to ownership will not depend solely on financial means.

A similar battle has played out before. Ford famously pursued legal action against actor and wrestler John Cena after he sold his Ford GT shortly after taking delivery, despite agreeing to a no-resale clause. Tesla attempted to discourage flipping during the early Cybertruck days, though secondary-market activity quickly took over. At one point, a Porsche dealership in Orlando reportedly paid $244,000 for a Cybertruck and listed it again at $290,000 only days later. Rolls-Royce adopted an even stricter stance. Former chief executive Torsten Muller-Otvos warned that owners who flipped a Spectre might lose access to future Rolls-Royce purchases.

Toyota now appears ready to follow its own version of that approach.

Jeff Ball, Director of the Sports Car Program for Gazoo Racing, said Akio Toyoda wants the GR GT placed in the hands of people who understand the car and intend to use it. According to Ball, the chairman does not want buyers storing the vehicle while waiting for resale values to climb. Instead, he wants owners putting miles on the odometer.

The selection process sounds unusually selective. Ball described a lengthy procedure designed to identify the most suitable customers and connect them with one of the brand’s GR Masters. He added that the process will involve extensive vetting and may feel more like an interview than a traditional purchase.

Those accepted will receive a front-engine, rear-wheel-drive sports car powered by a twin-turbocharged 4.0-liter V8 working alongside an electric motor. Combined output reaches 641 horsepower, or 650 metric horsepower, while torque stands at 627 pound-feet, equal to 850 Newton meters.

Performance targets place the car firmly among modern supercars. Toyota expects the GR GT to accelerate from 0 to 62 mph, or 0 to 100 kph, in under 4.0 seconds. Top speed is projected to exceed 199 mph, or 320 kph. Even with hybrid assistance, the package will weigh around 3,858 pounds, or 1,750 kilograms.

Sales in Japan will flow through Gazoo Racing. Buyers in the United States, meanwhile, will order the GR GT through Lexus dealerships. Toyota has experience handling exotic machinery through the Lexus LFA program, although that model left production back in 2012.

Toyota GR GT – Photo Gallery

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A few years ago, Ferrari publicly rejected the idea of building a fully electric car. Later, the company reversed course, much like the earlier decision involving the Purosangue SUV. The Luce eventually arrived as Ferrari’s first EV, bringing four electric motors, a dedicated platform, a dramatic cabin design, and output figures reaching 1,050 horsepower. Pricing climbed into another league entirely, starting around €550k, or roughly $640k based on current exchange rates.

Ferrari Centro Stile worked together with LoveFrom on the production model. LoveFrom, founded by Jony Ive, handled the styling direction alongside Ferrari’s internal design division. The article describes the finished result as radically different from previous Ferrari concepts and renderings seen across recent years of automotive CGI culture.

Some observers rejected the design immediately. Others embraced parts of it. Meanwhile, digital artists quickly joined the conversation with alternative visions.

One proposal arrived from “car.design.trends,” led by designer Ewoud Luppens, known online as “ewoud.luppens.” His background includes work connected to Audi and Guerrilla Games. Rather than openly criticizing the Luce, the designer released an independent electric Ferrari sedan concept almost simultaneously with Ferrari’s official presentation.

The unofficial project carries the Fioritura name and surfaced roughly a week before Ferrari formally introduced the Luce. According to the article, the timing made side-by-side comparisons unavoidable. The CGI sedan leans toward a more traditional silhouette, mixing limousine proportions with a long hood and broad cabin layout. The rendering also includes illuminated fake exhaust outlets and a futuristic interior presentation.

The article argues the Fioritura carries more personality than Ferrari’s production EV. Its shape follows more familiar Ferrari-inspired themes rather than the cleaner industrial direction adopted by the Luce. At the same time, the writer admits reactions will split people right down the middle.

Beauty still depends on individual taste. Some viewers will dislike the exaggerated sedan proportions or the illuminated rear details. Others appear ready for Ferrari to begin a different chapter with electric cars, especially if future EV projects retain stronger emotional styling cues than the Luce.

For now, the Fioritura exists strictly as an unofficial digital exercise. Still, the concept entered the conversation at exactly the right moment, and many readers already treat it as an alternative answer to Ferrari’s controversial EV debut.

Ferrari Fioritura Concept EV Renderings

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The incident started inside a blocked construction section on a freeway. According to the report, a remote operator first attempted to guide the robotaxi away from the restricted area. Something then went wrong. The vehicle accelerated through traffic cones and reached what the rider described as “highway speeds” while police pursued the Jaguar-based robotaxi.

The passenger involved, @Elliot_slade, also known as QuietLight on X, posted several messages online after the ride ended.

“Just saw death flash before my eyes in a @Waymo.”

“I use these a lot in the city, but tonight we took the freeway, and the road was closed.”

“Waymo freaked out and sped up to highway speeds through construction trucks, and police chased us.”

“Genuinely thought we were about to die.”

Another post added more detail. Elliot wrote: “The Waymo blasted through cones, swerved huge trucks, and sped away from the cops.”

He also stated: “Was kinda freaking out, had my girl in the seat next to me. You can get the sirens.”

Waymo stayed away from direct comments about the event itself. Still, the company confirmed the freeway pause in a statement sent to the San Francisco Standard.

“We have temporarily paused freeway operations, as we work to integrate recent technical learnings into our software and expect to resume these routes soon.”

The suspension arrived only days after another major action involving the robotaxi fleet. Waymo recently recalled almost 3,800 autonomous vehicles after incidents in Georgia and Texas where robotaxis entered flooded areas and became stranded. Separate service pauses also affected Atlanta, Dallas, Houston, and San Antonio, though those interruptions were described as unrelated.

The company has faced repeated scrutiny tied to unusual road behavior. Previous incidents involved collisions with vehicles, gates, and telephone poles. Reports also mentioned erratic driving around school buses.

Federal investigators are watching closely, too. The NHTSA opened an investigation after a Waymo vehicle struck a child near a school in Santa Monica in January. The child suffered minor injuries.

Back in December, another disruption hit San Francisco after a power outage froze multiple robotaxis in traffic. Some blocked intersections. One vehicle reportedly obstructed a firetruck responding to an active fire.

The article notes Waymo’s safety data has shown better safety results compared to human drivers. Even so, difficult conditions such as standing water, heavy rain, and unusual road situations continue to create problems for autonomous driving systems.

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The yacht is 600 feet long and carries a 47-suite layout. Sinot Yacht Architecture & Design handled the styling work, while construction continues at the Italian T. Mariotti shipyard. Aman describes the vessel as an extension of its long-running “peaceful luxury” philosophy. Even the naming follows the same direction. Aman translates to “peace” in Sanskrit, while Amangati refers to “peaceful motion.”

Several hospitality companies have already stepped into sea-based luxury travel. Aman arrives later than the Ritz-Carlton and Four Seasons, though the company appears focused on a different tone. Smaller scale. More privacy. The ship targets intimate cruising instead of massive passenger capacity.

And yes, the onboard layout leans heavily into exclusivity. The Aman Spa acts as the centerpiece of the entire concept, pairing open-air serenity spaces with private treatment suites. Elsewhere, the yacht carries eight dining and lounge venues. Hiori and Akari stand out due to their Japanese-inspired dining experiences.

The largest accommodation onboard carries the Aman Suite name. Occupants receive nearly 2,000 square feet, or 183 square meters, together with an even larger private terrace. Wrap-around windows surround the suite, and the space includes a marble-clad bathroom plus a private sauna. Hard to call such quarters a cabin anymore.

Amangati also introduces dual-fuel propulsion technology. According to Aman, the system combines conventional fuel with green methanol, making the vessel the first of its kind to use such a setup. Another unusual element sits outside normal cruise operations. Although functioning as a cruise ship, the yacht also supports private charter bookings for guests seeking a more isolated experience at sea. Interested clients gain access to a digital charter brochure through direct request.

The launch schedule already exists. Amangati’s maiden voyage is planned for early May 2027, beginning with a Mediterranean route running from Palma de Mallorca to Nice.

The timing feels deliberate. Luxury hospitality brands continue drifting toward sea travel, though Aman appears less interested in scale and more interested in controlled atmosphere. Quiet spaces. Smaller guest counts. Long terraces overlooking open water. The entire project follows that same direction from top to bottom.

Amangati Cruise Ship – Photo Gallery

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The German brand once looked ready to accelerate its EV transition. Volkswagen launched the ID.3 in 2019 as its first dedicated electric model, though software troubles slowed deliveries into late 2020. Those problems spread across the wider EV program afterward, while the MEB architecture stayed in production longer than initially expected.

Last month, Volkswagen technical development boss Kai Grünitz told Motor1 Spain the all-electric Golf Mk9 sat at “96-97 percent done” and said the design “has been finalized.” Back then, the SSP-based hatchback still targeted a 2028 debut. A few weeks later, the timeline shifted again.

Speaking in London on Wednesday, Schaefer confirmed Volkswagen no longer intends to launch the ID. Golf in 2028. “We have a fantastic lineup now that we do not need an electric Golf in 2028,” he told attendees. He added another statement explaining the company’s current position: “We are well set with what we have in our portfolio with our vehicles.”

The delay appears tied to broader SSP platform issues inside Volkswagen Group. According to recent reports mentioned in the source material, Audi and Porsche will receive priority access to SSP development, while Volkswagen-branded models wait longer in line. Schaefer addressed the rollout plan directly: “SSP, we will roll it out across the brands. We will start with the premium brands first… It will start with Audi, then Porsche, then us, and on and on.”

Volkswagen recently introduced the ID. Polo and refreshed the ID.3 Neo, while preparations for the ID. Cross continue. There is another pressure point too. Schaefer admitted stronger competition from Chinese manufacturers forced Volkswagen to rethink EV pricing and “redo the math” surrounding platform investments and material costs.

At this stage, uncertainty still surrounds the combustion-powered Golf Mk9. The ICE version and the electric ID. Golf had originally been scheduled for a simultaneous market arrival, though both vehicles use different platforms and separate production sites. The gasoline-powered Golf rides on the MQB Evo architecture and will be built in Mexico. Production of the SSP-based electric model is planned for Wolfsburg.

For now, Volkswagen appears more focused on stabilizing its existing EV lineup than rushing another major launch into production.

Volkswagen Golf GTI Mk9 Renderings

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The project targets people who grew up fascinated by highway rigs and still want one parked outside their house decades later. Lil Big Rig currently sells two separate packages called Lil’ Kenny and Lil’ Pete. Both convert donor trucks into extra-small 18-wheelers, though each setup works with different platforms.

Lil’ Kenny entered production first. The package fits full-size Chevrolet pickups built between 1973 and 1987, along with two-wheel-drive Dodge 1500 and 2500 trucks produced from 1994 through 2003. Lil’ Pete heads toward Ford territory instead. The body kit works with two-wheel-drive Ford F250 and F350 models built from 1994 to 1998, provided they carry the 7.3-liter diesel engine.

And yes, the company helps buyers locate donor trucks if needed. Buyers still pay separately for the base vehicle, though the sourcing process itself does not fall entirely on the customer.

Pricing climbs quickly. The entry-level Lil’ Pete package starts at $17,950. Selecting every available option pushes the figure to $38,550. The article compares the final number to the combined cost of two basic Hyundai Venues, which says enough by itself.

Lil’ Kenny costs slightly less. Buyers spend at least $18,950 before extras. A fully-optioned version reaches $26,460. The cheaper setup apparently lacks some of the visual drama carried by the miniature Peterbilt-style build, though the smaller bill probably softens the disappointment a bit.

Optional equipment stretches far beyond cosmetic trim pieces. Customers add extra windows, exhaust stacks, sleeper-door assemblies, A/C systems, mirrors, gauges, tandem axles, and pre-installed wiper kits. The company also welcomes visitors at its Nashville shop, though appointments remain necessary before showing up.

Then there is the community surrounding these trucks. Owners formed a private Facebook group where builders exchange installation advice and discuss problems during assembly. Helpful detail, honestly, because a scaled-down semi-truck conversion sits far outside normal driveway projects.

The article closes in a strange direction. Grandchildren, nephews, nieces, Christmas wish lists, even Santa’s sleigh enter the discussion at one point. Still, the underlying point stays clear enough. Few people own a miniature Kenworth or Peterbilt-style pickup conversion, and Lil Big Rig built an entire business around exactly that idea.

Lil Big Rig Trucks – Photo Gallery

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The Italian tire manufacturer said production will be at its plant in Rome, Georgia. The site is already capable of manufacturing up to 400,000 tyres annually, but Pirelli hasn’t revealed how many Cyber Tyre units will be added to current production.

For a while, the project looked vulnerable.

Pirelli is owned by the Chinese state-owned company Sinochem, which holds 34.1 percent of the company. As Washington turned an eye to China-related technologies, doubts arose whether the Italian company would continue to be granted permission to make sensor-equipped tires for the U.S. market.

Those concerns were focused on Pirelli’s Cyber Tyre system. The technology consists of in-tire sensors that collect data and interact with the vehicle’s electronics, such as ABS and stability-control systems. The idea is to enhance safety and driving dynamics by collecting real-time data.

Italy eventually stepped in. Using national “golden powers” protections reserved for strategically important companies, the Italian government imposed limits on Sinochem’s influence over Pirelli. Authorities stated none of the eight board members previously appointed by the Chinese shareholder would retain access to top executive positions such as chairman or chief executive.

Italian officials also instructed Sinochem not to interfere with company operations. Pirelli, meanwhile, would no longer need to share sensitive corporate information with the Chinese group.

Those decisions cleared an important obstacle for the American rollout. The move also arrives during a tense trade period between the United States and China. Tariffs continue affecting automotive suppliers, and Pirelli acknowledged American production helps soften part of the pressure linked to those import costs.

Connected tire manufacturing in Georgia now appears ready to begin soon. Pirelli North America chief executive Claudio Zanardo described the development as a major step for the company’s American operations. He said, “The start of Cyber Tyre production in our Rome, Georgia, plant is a significant milestone for Pirelli in this country.”

Zanardo added another statement tied directly to the expansion plans in the United States. “It reflects our commitment to bringing advanced technologies like Cyber Tyre closer to the market, further strengthening our industrial footprint and innovation capabilities in the United States.”

The broader story sits beyond one factory in Georgia. Tire companies increasingly want products linked directly with vehicle software systems and electronic safety features. Pirelli’s approach places sensors inside the tire itself instead of relying entirely on external monitoring systems.

Earlier concerns suggested those tires might need production outside the United States. That scenario no longer appears necessary. After intervention from Rome, the company secured a path forward inside America’s own market.

The post Pirelli Cleared to Build Smart Cyber Tyres in Georgia After Italy Curbed Chinese Influence appeared first on MotorExclusive - Automotive Industry News and Reviews.

The idea does not appear in isolation. Audi has recently revisited its past by reconstructing a record-setting machine from the 1930s, the Auto Union Lucca, which exceeded 203 mph in period. The restored Silver Arrow, completed in England by Crosthwaite and Gardiner, now fills a missing chapter in Audi AG’s motorsport collection. The brand is also stepping into Formula 1 this year. That broader context matters, even if indirectly.

Back to the RS Q8.

Arellano’s approach begins with familiarity. He mentions having driven the model before, describing it as a “do-it-all” SUV. From there, the direction changes. Instead of refining the original formula, he reshapes it.

The concept follows a pre-runner theme, drawing from off-road racing trucks rather than traditional performance SUVs. A widebody aerodynamic package defines the stance. The proportions shift. It does not look subtle.

Design complexity becomes part of the process. The artist explains it clearly: “the shapes on the Audi are quite complicated compared to a normal baja truck.” That observation guides the build rather than limits it.

At the front, the surfaces carry multiple cuts and layered forms. Lines intersect. Panels fold into each other. The result adds depth, though it also makes the structure harder to simplify.

The rear moves in a different direction. The bumper is cut away, leaving the suspension and the dual oval exhaust visible. As the creator notes, this solution “displays the rear suspension and dual oval exhaust completely.” It is a deliberate exposure, not an oversight.

Color choice shifts again. The livery references IMSA Quattro race cars, though simplified into a yellow base tone. It reads cleaner than expected.

At one stage during development, the shape took on a different identity. Arellano admits, “I had the whole thing modeled and put together, I noticed it kind of looks like an RS3 hatchback, which is cool in a way.” The comparison stays, even if unintended.

Lighting details complete the exterior. A set of six rally lights sits at the front, inspired by the Audi Sport Quattro S1. The reference is clear.

For context, the production Audi Q8 range in the United States starts at 75,600 dollars. The SQ8 begins at 99,700 dollars, while the RS Q8 reaches 138,300 dollars. The latter uses a 4.0-liter twin-turbo V8 rated at 631 hp and 627 lb-ft of torque.

This version, though, remains on screen only.

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