Akio Toyoda is known for many things, and being a car nut is most definitely one of them. The kin of the world's biggest automaker isn't just an executive; he lives and breathes cars. A dyed-in-the-wool car enthusiast, he doesn't just appreciate the cars that bear his family's name, but also the ones from rivals around the world.

Toyoda-san, also known as Morizo, isn't shy about showing his appreciation for other brands. If there's any need for more proof, the Toyota Automobile Museum in Aichi is a testament to it. The executive is also a massive fan of the Suzuki Jimny and even collaborated with Hyundai to make rallying even more exciting.

Welcoming Rivals

Slowly but surely, U.S-built vehicles from Japanese automakers are being sent to the motherland. Toyota was the first with the Tundra and Highlander, with the Camry soon to follow. More recently, the first wave of American-made Nissan Murano units has landed in Japan.

In a surprise move, Morizo welcomed the arrival of the crossover in Japan, seemingly catching Nissan's own representatives by surprise. The Murano was shown during the recently concluded Fuji 24 Hours race, and he even asked to be filmed with the car. The cherry on top has to be Toyoda-san gleefully waving Nissan flags.

We can't imagine any other executive pulling off this sort of move. This would probably be like seeing Jim Farley or Mary Barra posing and smiling beside their competitor's products.

米国の工場で作られた
新型・日産ムラーノを
うちの会長の豊田章男
（富士24時間レース練習走行後）が
見つけた時の動画です

日産の皆さま
撮影させていただき
ありがとうございました！#豊田章男 #モリゾウ pic.twitter.com/Hl9Pkzlc4R

— トヨタ自動車株式会社 (@TOYOTA_PR) June 5, 2026

Words of Encouragement

Morizo also said a few things about the Murano in the short video. Now, we don't really speak a lick of Japanese apart from the usual customs and greetings, but thankfully, there are translations around.

Directly translated, the executive said, "We have brought an American-made car to Japan. We would love for our Japanese customers to use it. Nissan Murano." Of course, this goes beyond offering Nissan encouragement, as the automotive trade between Japan and the U.S. depends on the success of American-made Japanese cars in the home market.

Akio Toyoda isn't shy about proposing greater unity and collaboration with its fellow automakers. Toyota, Subaru, and Mazda have an agreement in which they'll invest in keeping internal combustion development alive, while partnering with some Chinese companies to further advance their technology and electrification efforts. With that, Toyoda isn't just a die-hard car nut; he's also very much interested in keeping the automotive business afloat - and thriving.

Cicio Performance has a new package for the Corvette Z06 that trades its natural aspiration for boosted performance. The stock 5.5-liter LT6 V8 engine that powers the Corvette Z06 already makes 670 horsepower. The flat-plane crank allows it to reach a high redline of 8,600 rpm, and Cicio Performance's package boosts it even higher.

"The C800 package was engineered to unlock the untapped potential of the C8 Z06 while maintaining the drivability, reliability, and refinement expected from a factory-level experience. Designed around the limitations of the stock fuel system, the C800 package safely and consistently delivers 800+ horsepower using the factory engine and transmission," said Cicio Performance in its Instagram post.

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Drivability and Reliability

An increase of 130 horsepower might not sound that great, but considering that Cicio Performance prioritized drivability, reliability, and refinement says a lot about this kit. Owners who want to buy this kit only need to purchase it. The kit is designed to work around the stock limitations of the engine, transmission, and fuel system, so if you want 800 horsepower, then it's just gonna be one big bill, and you're done.

Speaking of which, Cicio Performance priced this kit at $39,995, installed and tuned. What's more, the brand is offering its first five clients a discounted price of $37,500. There's no need to change out the internals of your engine or beef up your transmission.

Considering the complexity of an aftermarket turbo kit and the amount of work it takes to ensure safety and reliability, $39,995 seems like a good deal. Turbo kits tend to be expensive because they're not all self-contained. The system is intercooled, has two turbos, includes a matched Cicio-spec exhaust system, and has software and tuning done via HP Tuners.

Corvette Blogger secured the dyno sheets for this kit, which max out at 810 horsepower and 637 lb-ft of torque.

'Just' 800 Horsepower

It might not seem worth it at first, but who's to say that there isn't a 'stage 2' over the horizon with this kit? Cicio mentions that the package accounts for the limits of the stock systems, but is there additional performance that can be unlocked?

Could this mean that with a few more choice upgrades, more performance can be extracted? Perhaps an upgraded Z06 with additional improvements could match the Corvette ZR1, which makes 1,064 horsepower or more with a tune. Plus, considering that the Z06 can be had for about $80,000 less than a ZR1, the $40,000 twin turbo kit doesn't sound too shabby.

What I want to know now is whether or not Cicio's performance has other plans for this kit. Will it make hybrid horsepower figures with the right improvements? Or will going overboard simply wreck the engine and transmission?

The Return Of The T-Top

Nissan enthusiasts have been left T-topless for about three decades now, leaving buyers with traditional coupes and convertibles instead. According to Scherr, the new Z T-top is a "modern interpretation of what a factory-inspired T-top Nissan Z could look like in 2027." While removing sections of the roof inevitably reduces chassis rigidity compared with a fixed-roof coupe, T-tops offer a unique driving sensation by allowing occupants to enjoy fresh air without sacrificing the protection of a permanent center roof structure, similar to Porsche's Targa cars.

Celebrating Nissan's Weird Side

The T-top Z will headline what Scherr calls the "Open Air Collection," a trio of unconventional Nissan builds that celebrate some of the brand's more unusual ideas. Joining the sports car will be a reimagined version of the Murano CrossCabriolet, one of Nissan's most infamous niche vehicles, as well as a one-off convertible interpretation of the Juke crossover. Scherr says the collection is intended to showcase the creativity and enthusiasm that exist within the Nissan community.

Nissan's Sports Car Still Has Untapped Potential

Now that the Toyota Supra and BMW Z4 are discontinued, there are very few sub-$50k sports cars left on the market. Despite the lack of competition, Nissan isn't finished evolving the Z just yet. The Z uses a twin-turbocharged 3.0-liter V6, producing up to 420 hp in Nismo spec. Yet Ponz Pandikuthira, North America Senior Vice President and Chief Planning Officer, sees room for additional performance upgrades in the future.

While additional power could attract performance-minded buyers, Scherr's project taps into a different part of the enthusiast market. The current Z already pays tribute to its ancestors through its styling, color options, badge, and manual transmission; a T-top conversion would push that nostalgia even further. Whether it remains a one-off build or inspires similar projects, the concept injects old-school Z-car into the latest Z car. That alone should be enough to put it on the radar of enthusiasts around the world.

Because of advancements in surveillance networks and in-car security technology, car theft has become increasingly difficult, contributing to a decline in theft rates. So when a Koenigsegg One:1 was allegedly stolen earlier this year, it made for a fascinating story, though subsequent reports suggest the theft claim was false.

Nonetheless, the story adds another layer of intrigue to the sale of this 2015 Koenigsegg One:1, which is believed to have been at the center of the controversy. RM Sotheby’s has listed the vehicle for sale, one of just six customer examples produced, with only 4,233 km (2,630 miles) on the odometer.

Conflicting Accounts

Previous reports suggested that this One:1, the third customer car and bearing chassis number 7108, had belonged to former Formula 1 driver Adrian Sutil before it was allegedly stolen by the Wagner Group. Newer reports, however, claim the car was never Sutil’s and was seized rather than stolen.

The listing appears to support that clarification. Stolen cars are either difficult to sell openly or can suffer a hit in value due to concerns over possible parts swapping and a more complicated provenance. This example, however, is expected to sell for $9.5 million to $11.5 million and comes with maintenance records, including a fresh service and factory updates completed in preparation for the sale.

One of the One:1’s most distinctive characteristics is its 1:1 power-to-weight ratio. It is powered by a 5.0-liter twin-turbocharged V8 producing 1,360 horsepower while maintaining a dry weight of just 1,360 kg (2,998 pounds) thanks to its extensive use of carbon fiber. That is about the same weight as a Honda Civic Si.

The 1:1 power-to-weight ratio allows the ultra-exclusive car to get from zero to 400 km/h (248 mph) in 20 seconds.

A 1:1 Masterpiece

Other notable features include a 7-speed dual-clutch transmission, an active rear wing, carbon-fiber Aircore wheels, and lightweight carbon-fiber seats. The car also comes with China Pink accents on the exterior and interior, which likely contribute to it being one of the most recognizable One:1 examples.

The auction is scheduled for July 4, 2026. Beyond its exclusivity and outright performance, the car also grants its next owner access to Koenigsegg’s Ghost Squadron community, which offers owners greater access to the brand through factory events, international driving tours, and exclusive automotive gatherings.

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The rapid acceleration of electric vehicle adoption brings a steep learning curve for first responders and consumers alike. A recent instructional video from the YouTube channel StacheD Training highlights exactly why treating a lithium-ion battery fire like a standard combustion-engine blaze is a recipe for disaster. The expert host points out that using traditional smothering tools like standard foam or simple dry chemicals fails entirely to stop the underlying event. That event is a violent chemical reaction known as thermal runaway.

Instead of simply removing oxygen from the environment, emergency crews must aggressively cool the dense battery pack with thousands of gallons of water. The video forcefully emphasizes that if the cells' core temperature remains critical, the overarching danger persists indefinitely. This oversight often leads to highly dangerous situations in which an apparently extinguished vehicle suddenly reignites, with chemical reactions sparking back to life long after the initial response team has packed up and left the scene.

The Cost of Inadequate Preparation

StacheD Training makes it abundantly clear that applying the wrong approach does much more than just delay putting out the flames. Using inadequate cooling methods allows intense heat to spread rapidly to surrounding structures, highly flammable debris, and adjacent vehicles. Furthermore, the intense off-gassing of highly toxic smoke poses a severe hazard to anyone attempting a misguided civilian rescue or relying on standard fire blankets without proper secondary water-cooling strategies.

The real-world consequences of ignoring these specialized emergency protocols are undeniably severe. We have already witnessed catastrophic property losses across the globe, including entire commercial facilities burning to the ground when EV battery risks are profoundly underestimated during an active emergency. The StacheD Training video serves as a stark and urgent reminder that modern automotive shops, residential parking garages, and fleet managers must immediately adapt their internal safety measures.

The Lowdown

The transition to EVs is inevitable, but the current rollout of safety measures is fundamentally flawed. Automakers are eagerly pushing millions of heavy, battery-powered cars onto the roads well before local fire departments have the necessary budgets or specialized training to handle them. The StacheD Training video perfectly illustrates the terrifying gap between cutting-edge automotive technology and our currently lagging municipal emergency response tactics.

Fortunately, the automotive industry is not sitting completely idle while these complex vehicles burn. Top engineers and battery scientists are heavily invested in developing cutting-edge suppression systems that aim to neutralize thermal runaway before it can aggressively breach the outer battery casing. Until those vital innovations become standard in every new model, practical education and proper heavy-duty equipment remain our only real defense against a very stubborn kind of fire.

Automakers such as Toyota and Hyundai have already expanded their hybrid lineups in the U.S., where demand remains strong following a slowdown in electric vehicle adoption. That trend raises the question of why Volkswagen, one of the world's largest mass-market automakers, still does not offer a single hybrid model in the U.S. today.

According to Automotive News, Volkswagen wants to introduce hybrid models to American buyers, but it is currently facing several hurdles, primarily related to production and supply-chain development. The automaker aims to localize key components such as batteries and gearboxes in North America, a process that requires suppliers to ramp up tooling and production capacity. Testing and validation of the hybrid powertrains for U.S. market conditions will also be part of the process.

Building The Bridge

Hybridization has become so widespread in the U.S. that the Toyota RAV4 is now offered exclusively with hybrid powertrains. Volkswagen, meanwhile, plans to introduce hybrid systems across its crossover lineup, including the Tiguan, Atlas, and Atlas Cross Sport. The hybrid powertrains are expected to arrive as part of the models' mid-cycle refreshes, likely before the end of the decade.

Both the Atlas and Atlas Cross Sport hybrids will be built in Chattanooga, while the Tiguan hybrid could be assembled in Mexico. Although that could expose it to tariffs depending on future trade policy, producing the vehicle there may help Volkswagen offset the higher production and labor costs associated with manufacturing in the U.S.

“We would like to have them [hybrids] yesterday,” Gruner said. “That’s our customer feedback and very clear dealer feedback. Yes, we hear you. We accelerate as much as possible.”

A Change In Direction

One of Volkswagen’s earlier strategies for the U.S. market was to lean into EVs, which seemed like a sound idea at the time given the rising demand for electric cars. However, that strategy has lost momentum for several reasons, including shifting policies that once heavily favored EV adoption and are now becoming more technology-neutral, allowing buyers to choose the powertrain that best suits their needs. The brand's current EV lineup is limited to the ID.4, as the ID. Buzz has skipped the 2026 model year and is expected to return for 2027.

As such, it will be interesting to see how Volkswagen performs sales-wise once its lineup becomes more aligned with U.S. market demand through new hybrid models. In addition, the decision to move Golf production from Germany to Mexico could open the door to more affordable variants for American buyers, potentially helping the brand increase its sales volume.

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Despite the automotive industry's global diversity, there are still some models exclusive to specific countries. That's because different countries have different market needs and trends. For reference, think of one of the most recognizable nameplates in the world, the Toyota Hilux. You'd think there'd be a market for it across the globe, but in the U.S., the Hilux doesn't exist; instead, it gets the Tacoma.

The same can be said for Japan; some Japanese-branded cars aren't sold in Japan's unique market. However, one brand is considering shipping U.S.-made cars to its home country, joining Nissan and Toyota.

JDM Ascent?

Subaru Corporation just issued a press release stating that it is considering exporting and selling its largest model in Japan, the three-row Ascent SUV. What's interesting is that it seems they've already given this considerable thought, as the automaker is targeting a Japanese launch by the latter half of 2026. Subaru's interest in selling the Ascent in its home turf comes after a new trade deal between the U.S. and Japan, and they say the Ascent will be able to "meet a wide range of customer needs."

The Subaru Ascent is the most family-oriented car in the brand's lineup and is currently built at its Indiana facility. It was first introduced to the market in 2018, taking over duties from the Tribeca, which was killed off in 2014. In fact, Subaru focused on building the Ascent to address the issues that plagued the Tribeca, namely, more interior space for passengers and cargo, better engine performance and fuel economy, and a more North American-centric design, as opposed to the Tribeca's "one look fits all" approach, which was polarizing for some.

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USDM x JDM

Currently, the Ascent in North America. It was also available in Canada until this year, while the Philippines also gets the model as the Evoltis. This is because the Indiana plant only produces left-hand-drive models, which has prevented any sales in Australia, Europe, and Japan. That might soon change, though, given the news of exportations to Japan; Subaru will have to retool the plant to build right-hand-drive models. This might open up Europe and Australia as well.

Subaru isn't the only carmaker that uses its U.S. manufacturing to sell some models in Japan; Toyota sells the Camry, Highlander, and Tundra, while Nissan and Honda also sell cars that come from U.S. factories.

Jeep is considered the most successful American brand in Japan, and it offers right-hand-drive-spec models for the region, while General Motors has dedicated dealerships that sell the Corvette and select Cadillac models.

Needless to say, range is one of the most important factors when choosing an electric vehicle. That is especially true for buyers who may use an EV for specific purposes, such as city driving only, where a lower-priced, shorter-range model like the Nissan Leaf could suffice. That is why real-world range tests are useful, and one of the latest was conducted by the Norwegian Automobile Federation (NAF).

Based on the test conducted during the Norwegian summer, the BMW iX3 topped the rankings with a real-world range of 485 miles. That was about seven miles more than its WLTP-rated range – a testing standard used in Europe that is generally more generous than the EPA standard used in the U.S. – representing a positive deviation of 1.5%.

Hits and Misses

Speaking of deviation, it may be one of the most telling results from the test, as it helps show whether buyers are getting the range they were promised. Notably, the model with the worst deviation, the MG IM6, is not sold in the U.S. It returned 277 miles in real-world testing, 11.7% below its WLTP-rated range. On the other hand, the Xpeng X9, another Chinese model on the list, had the best positive deviation, going from 360 miles to 401 miles, an increase of 11.4%.

The Toyota bZ4X, sold as the bZ in the U.S., showed virtually no deviation, with both its WLTP-rated range and NAF's real-world test result coming in at 314 miles.

Following the list-leading BMW iX3 was the Lucid Gravity, which posted a real-world range of 447 miles, 3.7% below its WLTP-rated range of 465 miles. Completing the top five were the Mercedes-Benz CLA, Mercedes-Benz GLC 400, and Xpeng X9.

The Efficiency Race

While the BMW iX3 topped the rankings, it is worth noting that real-world range can still vary depending on charging and driving habits, particularly for those who accelerate aggressively or drive at higher speeds. Still, automakers continue to push EV range higher through advances in EV architecture and battery technology, as well as efficiency gains from improved aerodynamics and lighter construction.

In the U.S., BMW lists the iX3 with an estimated range of up to 434 miles. It is also the first BMW model underpinned by the all-electric Neue Klasse platform, with an 800-volt architecture that enables a 10% to 80% DC fast-charging time of 21 minutes under ideal conditions.

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Lee Griffin, 55, died of carbon monoxide poisoning in 2022 after he left his Toyota Tacoma running in the garage, pumping emissions throughout the house. The plaintiff, Lee's wife, argued that Toyota's smart key system was defective, which caused the death of her husband.

Toyota argued that the incident was caused by Griffin, but the plaintiff asserted that the 2017 Toyota Tacoma had design defects because it didn't shut off on its own after her husband left it running in the garage, and that Toyota failed to warn her husband about "the risk of the engine continuing to run after the Smart Key was removed from the truck in an enclosed space."

Furthermore, Toyota argued that the couple knew about the dangers of carbon monoxide poisoning, but the judge in the case deemed Toyota's argument to be "insufficient."

Also, Toyota told the judge that there was no evidence that the plaintiff or her husband had read the warnings and instructions in the owner's manual regarding the operation of the smart key system, and the company said that the system had sufficient audible alerts and that there was no evidence that contradicted Toyota's claim.

What Happened?

According to the lawsuit, Mr. Griffin moved his 2017 Toyota Tacoma out of his garage to get his lawnmower. He then listened to music through a pair of earbuds. After he finished his work, with his earbuds still in and music playing, he brought his truck back in and got out, not realizing his engine was still running.

Toyota's Smart Key system will make an audible noise if the driver leaves the engine running without the keys; however, Mr. Griffin was unable to hear the beeps and simply went back into the house.

Hours later, Mr. Griffin woke up sick that night and fainted in the bathroom. Caroline Griffin, his wife and the plaintiff in this case, helped him back to bed. Mr. Griffin regained consciousness and asked his wife to bring him back to the bathroom. However, Mrs. Griffin ended up fainting after she helped her husband.

When Mrs. Griffin came to, she saw her husband lying unconscious on the floor of the bathroom. After that, she called 911. The fire department detected high levels of carbon monoxide. While Caroline Griffin was carried out of the house, Lee Griffin was pronounced dead on the spot. The autopsy revealed that carbon monoxide was the cause of death, coming from the Toyota Tacoma's emissions in the garage.

A Confidential Settlement

Recent jury verdicts didn't bode well for some brands like Ford, according to Car Complaints. The report also notes that, following recent jury trials in Georgia involving a wrongful death, Toyota has since agreed to a confidential settlement.

It looks like Toyota has agreed to settle. The case has been going on for more than three years now. Perhaps in a bid to avoid more legal expenses, this is where we're at.

Ford's Fundamental Issue

The issue, summarized, is Ford's electrification program and its turbulent chain of events. The automaker’s highly anticipated next-generation electric truck, once dubbed the "Millennium Falcon of trucks" by CEO Jim Farley, was initially slated for 2025. Facing cooling EV demand and supply chain volatility, Ford systematically pushed production at its massive Tennessee BlueOval City campus to 2026, then 2027, and recently, all the way back to 2029. This delay is not superficial; it involves a significant pivot away from all-electric and toward an extended-range EV (EREV). This multi-year vacuum leaves Ford dangerously exposed, especially because anchoring the next-generation of F-series trucks to this electrification strategy means that Ford will likely lag by a couple of years while its competitors make the transition to the next generation.

Manned by the Maverick

Enter the Ford Maverick. Originally perceived as a niche entry-level experiment, it has evolved into a corporate lifeline. A look at the most recent sales figures illustrates a vehicle carrying far more weight than its unibody chassis suggests. In 2025, Ford delivered a record 155,051 Mavericks in the United States. If Ford didn't lump its sales figures together for the entire F-series, the comparison of solely F-150 vs Maverick sales would be very interesting. This staggering volume represents an 18 percent year-over-year increase from 2024, absolutely dwarfing its only direct competitor, the Hyundai Santa Cruz. More importantly, over half of those sales—81,034 units—were the highly efficient hybrid variant.

In 2025, the Maverick Hybrid out-sold the F-150 Lightning EV by nearly a 3-to-1 margin (81,034 Maverick Hybrids vs. 27,307 Lightnings). This hybrid dominance is Ford's secret weapon. While the grand, expensive pivot to battery-electric trucks has stalled, the Maverick Hybrid is actively bailing out Ford’s fleet emission averages today. It provides the crucial regulatory breathing room Ford needs to keep building highly profitable, V8-powered Super Duty trucks and standard F-150s while waiting for the electrification program to yield results.

Truck Takeaway

The Maverick is solving a demographic crisis. Ford effectively abandoned the affordable car market when it discontinued the Fiesta, Focus, and Fusion, largely leaving younger, first-time buyers to Honda and Toyota. The Maverick was a massive gamble to see if those buyers could be coaxed into an affordable, fuel-efficient compact truck. The gambit succeeded brilliantly. Over half of all Maverick buyers are entirely new to the Ford brand, actively trading in Civics and RAV4s for a Blue Oval.

While the F-150 retains the traditional truck loyalist, no automaker can survive without a reliable pipeline of new blood. The Maverick provides exactly that. If Ford successfully navigates this brutal, heavily delayed transition during an already turbulent period for the industry to an electrified future, it won't be just because the F-Series held its ground. It will be because the Maverick secured the next generation of buyers and subsidized the entire transition.

Audi has been introducing intriguing new designs with the Concept C and Nuvolari, seen as spiritual successors to the TT and the R8. These designs appear to be highly intentional under the leadership of Massimo Frascella, who became Audi’s chief creative officer in 2024. In an interview with the UK’s Car Magazine, Frascella shed light on the brand’s new design direction, which is built around “extreme solidity” and “absolute simplicity.”

These principles can be seen in the Concept C and Nuvolari, with the latter looking so clean and minimalist that it could almost be mistaken for another concept car despite being headed for production. Both cars also carry some of the same bold, design-led appeal as the Jaguar Type 00, perhaps unsurprising given Frascella’s previous role at JaguarLand Rover before joining Audi. His goal is ambitious: to help Audi change car design this century in the same way past models like the original Quattro and TT did in the last one.

The Design Formula

Frascella told the publication, “In my view, Audis should exude extreme solidity and absolute simplicity. The secret sauce is the perfect coexistence of radii and tensions, incredibly controlled but never organic, a strong sense of solid metal supported by very precise geometric shutlines.”

The chief creative officer said future Audi models will borrow elements from the Concept C, including the “super-precise” wheel arches, scaled-back glass area, and broad-shouldered plan view, among others. Its minimalist interior will also help guide upcoming models, marking a clear contrast with rivals such as Mercedes-Benz, which has leaned heavily into screen-heavy cabins with features like its pillar-to-pillar Hyperscreen.

The Nuvolari, the first production model to showcase Audi’s new design philosophy, will be limited to 499 plug-in hybrid twin-turbo V8 units, with reports suggesting a convertible variant could also be in the works.

Beyond The Halo Car

But while Audi’s new design direction is interesting, Frascella suggested that the bigger challenge is applying it to the brand’s crossover and SUV lineup, including the Q3, Q4, Q5, Q6, Q7, Q8, and Q9, along with a large body-on-frame SUV related to the Scout Traveler. Those models will carry the brand's sales volume, while the Nuvolari is described as more of a “nice-to-have,” likely because it functions more as an image-building sports car, much like the R8, which was discontinued in 2024.

Whatever the German marque's future lineup looks like, Frascella appears more interested in collaboration than internal rivalry within the Volkswagen Group, saying he does not believe competition improves creativity.

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A few months ago, Hyundai sparked significant excitement by teasing two mysterious new vehicles, the Venus and Earth concepts. Automotive enthusiasts eagerly speculated about what these futuristic designs would ultimately entail. Now, spy shots from CarNewsChinagive us a glimpse of the Hyundai Ioniq V, the brand's all-new electric sedan.

The vehicle stretches into a dramatic sixteen-foot fastback silhouette that commands attention on the pavement. Striking spy shots reveal a low-slung aerodynamic stance wrapped in gorgeous bronze and sleek grey hues, looking incredibly production-ready. The exterior is defined by frameless doors, flush semi-hidden door handles, and sharp, cyber-styled LED lighting that creates quite the light show, especially at night.

Mid-grade Specs, Flagship Looks

Underneath its beautifully sculpted sheet metal, the Ioniq V packs some serious technological muscle. The sedan rides on a generous 114-inch wheelbase and utilizes an advanced 800V electrical architecture for blistering charging speeds. Buyers will have the choice between battery-electric and extended-range electric configurations. The electric motors will deliver either 188 or 225 horsepower. This flexible dual powertrain strategy is designed to maximize consumer appeal in increasingly competitive automotive markets.

Stepping inside, the dashboard is dominated by a sweeping 27-inch 4K integrated dual-screen layout powered by a high-end Snapdragon chip. Interior photos reveal a distinct two-tone motif featuring vibrant orange accents slashed across the dash. Practicality has not been ignored either, as evidenced by photos showing roomy rear seats that fold completely flat for versatile cargo hauling. The vehicle also boasts an advanced assisted driving system for seamless highway navigation.

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Unfortunately, Not for the US Market

While traditional compliance cars struggled to excite, the gorgeous Ioniq V fastback proves that going green no longer requires sacrificing style. Historically volatile fuel prices consistently push weary drivers toward electric vehicle showrooms. When combined with such a commanding road presence, the economic argument for going electric becomes almost impossible to ignore. However, for stateside buyers, this highly desirable silhouette remains strictly a China-exclusive model.

Despite its restricted market, such beautifully sculpted aesthetics can powerfully accelerate the consumer transition to electric vehicles. When gas prices spike, shoppers seek alternatives, but jaw-dropping design and cutting-edge tech ultimately seal the deal. Interestingly, a recent survey shows that 49% of prospective American buyers rate Chinese electric vehicles as an excellent value, with 40% supporting their entry into the United States market. By wrapping ultra-fast charging and high efficiency inside an attractive package, standout vehicles like the Ioniq V transform battery power from a rational budget choice into a genuine object of desire, easily pulling hesitant holdouts onto the electric bandwagon.

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BMW has a strong U.S. footprint thanks to its Spartanburg plant, which produces much of the brand’s crossover/SUV lineup and has helped make it the largest automotive exporter by value for more than a decade. But apparently, the Bavarian automaker also has a so-called “secret vault” where several models, including some built at the plant, are preserved.

Thanks to the Petersen Automotive Museum, Thomas Plucinsky from BMW Group Classic shared a glimpse of the collection, though he did not disclose its location. The collection aims to chronicle the history of the Spartanburg plant and the cars assembled there, while also highlighting BMW’s broader history in North America, which began in 1975.

The Cars That Defined Generations

Of course, an in-house BMW collection wouldn't be the real deal without the M3 and M5 lineages, including the E39 M5, which is often considered one of the most beloved generations of the model. There is also a lineup of Z3 variants, including the M Coupe, better known as the “clown shoe” for its quirky shape, though it remains a cult classic among enthusiasts.

Some represent milestones for the Spartanburg plant, such as the Toronto Red X5 M, which was the 5 millionth vehicle built by the facility, fittingly matching the “5” and “M” in its nameplate. Following that theme was the Java Green X6 M next to it, which, living up to its badge again, was the 6 millionth vehicle assembled in South Carolina.

The plant assembled its 7 millionth vehicle earlier this year with an ultra-exclusive Alpina XB7, though it does not appear to be featured in this tour of the collection.

Preserving the Past

Other interesting cars mentioned include the E36 328i used in the torch relay when BMW sponsored the 1996 Olympics in Atlanta, a diesel-powered 3 Series, GTP race cars, a Formula 2 car, and a 1959 503 Coupe, which predates the establishment of BMW North America. There are also all-electric models, including the Mini E, ActiveE 1 Series, and i3, not the current model underpinned by the Neue Klasse platform.

The collection still contains plenty of cars, but Plucinsky decided to save them for Part 2 of the tour, which will be available on the Petersen Automotive Museum’s YouTube channel. Again, he did not disclose the location, so enthusiasts cannot visit it. That said, those looking for a BMW pilgrimage can still visit the Zentrum museum near the Spartanburg plant.

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Tesla announced that its robotaxi ride-hailing services will roll out in the Austin Metro area of Texas. Things are speeding up for the electric automaker on the ride-hailing front, and you can now expect to see more of these unsupervised cars doing the rounds in Austin.

This is part of a larger shift in Tesla's focus, which began with cars and is now expanding into AI and robotics. "Unsupervised Robotaxi now in the entire Austin Metro area," according to the official X account of Tesla.

They're Everywhere

While the service is nothing new in the Austin Metro, for nearly a year customers sometimes waited up to 30 minutes for a ride. The initial rollout had roughly 50 vehicles operating in the city, small compared to other similar services like Waymo, which operates up to 250 vehicles.

Elon Musk envisions these driverless cars operating in more U.S. cities soon enough. Concerns about safety remain, however, with news breaking here and there about safety issues, recalls, and accidents involving robotaxis.

Concerns?

It's been a year since Tesla first launched its autonomous service, but now the company is looking to expand its operations to offer better service with shorter wait times and broader coverage.

Thanks to its Texas-sized advantage in the state, the expansion appears set to progress quickly. The electric automaker also stated that it has plans to roll out more of its robotaxis in Dallas and Houston.

Still no word on that Cybercab, though, because the service right now appears to be made up of Model Ys. Being the only certified vehicle to operate under the robotaxi service in the state, it's naturally the only car that can be fielded. Right now, the Cybercab still isn't approved for legal road use, so we'll have to wait a bit more in case that's what you want to see.

While the trickiest part is getting to the Moon again, one should not underestimate the importance of the lunar rovers for this endeavor, as they will be used not only to explore Earth’s natural satellite but also to help build the Moon Base, “America’s and humanity’s first outpost on another celestial world,” as NASA Administrator Jared Isaacman described it.

The Moon Base Event held in late May at NASA’s headquarters in Washington gave the world a better idea of what the agency is preparing when it comes to lunar rovers. That’s because the agency announced new contracts for lunar rovers for crew to drive and uncrewed cargo landers bound for the Moon.

“Every mission, crewed and uncrewed, will be a learning opportunity as we return to the lunar surface, build the infrastructure to stay, and master the skills required to live and operate in one of the most demanding and dangerous environments imaginable,” said Isaacman.

NASA Picked Two Different Lunar Rover Projects Worth $220 Million Each

The two finalists for the lunar rover contracts are Astrolab and Lunar Outpost, which were awarded $219 million and $220 million, respectively, to build and deliver the first phase of Lunar Terrain Vehicles (LTVs).

Lunar Outpost’s Pegasus rover and Astrolab’s CLV-1 (Crewed Lunar Vehicle) look similar as both clearly take inspiration from side-by-side vehicles. Each vehicle tips the scales at around a ton—not that light for our planet, but light enough on the Moon where 1 ton feels like 333 pounds—and is designed to carry two astronauts.

The rest of the specs won’t blow anyone away, as the top speed is 6 miles per hour for the Pegasus and 9 miles per hour for the CLV-1 on a flat lunar surface, and the rovers can tackle 20-degree inclines on the surface of the Moon.

As you can imagine, both rovers are all-electric and can be driven either by astronauts onboard or remotely operated from Earth; if need be, they can also navigate autonomously.

How Are They Different?

There are some differences between them. Astrolab’s CLV-1, which is adapted from the company’s FLEX architecture, can transport astronauts, carry supplies, and support remote operations. It also comes in a compact stowed configuration that helps NASA save space during transportation.

Lunar Outpost’s Pegasus, which is a lighter, mission-ready evolution of its Eagle rover designed to meet NASA’s updated crewed LTV requirements, incorporates Apollo‑heritage technologies and is powered by GM batteries that enable a driving range of 560 miles.

Both rovers will need to prove themselves in harsh conditions, as the Moon’s surface features dust that is very sharp and abrasive—Apollo astronauts described it as powdered glass—while the temperature variations are massive and there’s no atmosphere, among other things.

It goes without saying that one technical failure can become critical in an environment so hostile to human life, so Astrolab and Lunar Outpost need to pull out all the stops to deliver rovers that are as reliable as possible and more robust than they may look.

Son of Cobra, run by Paul Lefevre, presents itself as a true artisan shop. Lefevre started with surfboards in his previous job. After learning the craft, he realized that surfboards and lightweight panels share a lot in common.

Merging the two, Lefevre opened Son of Cobra, a specialist shop that blends form and function, with an emphasis on lightness and a particular vintage style. Inspired by classic racers, Son of Cobra takes classic design and brings it into the new era. "Vintage racing meets modern design," as the brand likes to put it.

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It Started With A Vision

Lightweight and modern, that was what Lefevre started with. What if you could make it lighter, use space-age materials, and make it for today's roads? Son of Cobra is a shop that hand-makes bespoke carbon fiber bodies, produced entirely in-house.

Son of Cobra makes a carbon fiber chassis, and not just panels. The prime example of his work is the Son of Cobra BMW 2002, which features a carbon-fiber body and chassis and tips the scales at just over 1763.7 pounds (800 kilograms).

It started with a few panels, then moved on to more bits and pieces until eventually, Lefevre was able to make full cars, chassis included, all made out of carbon fiber. Everything is done by hand, which makes the process very tedious, with only two cars built per year. In a video feature for Except Sundays, Lefevre sat down with the team to talk about his beginnings and how Son of Cobra came to be.

Interiors and Engines Too

Not only are the bodies bespoke, but also the interiors and engines. Lefevre takes his expertise and attention to detail all the way into the cabin. All of the parts are made out of carbon and done with exceptional attention to detail.

As for the engine, it's no wild turbocharged four-cylinder with over 500 horsepower and a turbo flutter that can make children cry; instead, it is a 2.3-liter M10 stroker that's carbureted and makes only 160 horsepower to the wheels. The fuel-injected version that's offered gets 180 horsepower. The top-of-the-line special is a BMW S14 engine done in either 2.3- or 2.5-liter displacements, and it makes a respectable 210 to 250 wheel horsepower. Definitely no electric conversions here, like what Nomad did.

Now, that might not sound like a lot, but it sounds intoxicating. Larry Chen, with Hagerty, was able to cover Son of Cobra, and even record a sound clip of the 2002 in action.

An Artist's Mindset

Why hasn't Lefevre gone big with this? There are probably a ton of 2002 enthusiasts out there who would want something like this in their garage. Well, truth be told, Son of Cobra is an artisan's brand. It's not looking to scale, and instead keeps things personal and close to home.

That's why only two cars come out of the shop every year. It's the control, the craftsmanship, and the artist's perspective. Lefevre is definitely proud of his work, and when it comes to crafting these 2002s, only a select few will experience them, and even fewer will own them.

So, I guess the same can be said about the brand's surfboards as well? Lefevre did say that the surfboards are a side thing now, apparently.

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Needless to say, the Kia Sorento is a big deal for the brand. It’s South Korea’s best-selling passenger vehicle as of May 2026, and it’s also a top-seller in the US. That tells you just how important this midsize SUV is to Kia’s global game plan.

The current MQ4 generation is almost seven years old, so a full redesign seemed like the obvious next step. But new sightings in South Korea suggest Kia might be changing course.

A Sorento test mule was spotted in Korea, wrapped in heavy camouflage, courtesy of ShortsCar. Test cars in disguise aren’t rare, but this one takes it to another level. It’s the current model underneath, but with thick cladding and black covers hiding almost every detail.

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Prototype Hints At Another Major Refresh

Judging by what we’ve seen, Kia might be gearing up for a second major facelift on the MQ4 Sorento instead of rolling out an all-new model. Of note, the current-generation Sorento had its first facelift in 2023.

Most of the camouflage is packed around the front, the lights, and the body panels. That usually means big visual changes are coming – ones Kia wants to keep under wraps until launch. Though the LED signatures, front and back, appear familiar, this sighting hints that Kia’s planning to stretch the current platform’s life a bit longer.

It makes sense from a business angle. Building a brand-new model costs a lot, especially now that carmakers are juggling gas engines and electric cars. Keeping a strong seller like the Sorento going helps Kia spread out those costs and stay competitive.

A New Strategy for Kia?

If Kia really is planning a second facelift, it wouldn’t be the first time it has done this. The Korean marque is taking a similar route with the K5 sedan. Instead of jumping straight to a new generation, Kia gave the current model another big update.

The Sorento could be next. With its strong sales and key spot in Kia’s lineup, sticking with the current generation is a safer bet than rolling the dice on a brand-new model right now. Hyundai Group's Pleos Connect could also debut in the refreshed model, bringing updated in-cabin tech to the popular midsize SUV.

Kia isn’t saying anything yet. But if the camouflaged test car is any clue, the Sorento could be in for another facelift instead of a full redesign.

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It might not seem significant, but male and female anatomies are distinctly different. These biological variations warrant entirely different parameters for crash testing. Cars have become dramatically safer recently, but according to a new study from Graz University of Technology proves women are not benefiting equally. Researchers analyzed Austrian crash data from 2012 through 2024 to reconstruct real-world accidents. They found that female occupants face a 60% greater injury risk compared to men, even in lower-speed impacts.

Earlier data aligns with these findings, showing that women naturally carry a much higher risk of injuries and fatalities in a collision. Women are not simply smaller men. Differences in pelvic structure, chest shape, shoulder geometry, and spinal motion drastically affect how a human body absorbs kinetic energy.

Researchers noted that these unique physical traits make women significantly more likely to suffer serious trauma to their chests, spines, arms, and legs. Older women face the absolute greatest danger on the road.

Fixing the Testing Gap

This safety gap exists because vehicle safety standards have spent decades catering to the average male body. The traditional female dummy was just a scaled-down male figure representing an extremely petite woman. We have reported how this oversight endangered lives for decades before regulators demanded change.

Studies confirm that 95% of actual women are physically larger than that outdated reference point. Women are also more likely to sit in the passenger seat and recline further back. This relaxed posture severely reduces the effectiveness of standard airbags and seatbelts.

Thankfully, the government and automakers are finally catching up. The US government recently introduced the THOR 05F crash test dummy. This advanced model relies on realistic female anatomy rather than a shrunken male silhouette. It uses sophisticated sensors to accurately measure the impact of collisions on female bodies.

Manufacturers are also responding with smarter restraint systems. The new Volvo EX60 features a multi-adaptive safety belt that monitors occupant size and posture in real time. The vehicle adjusts seatbelt loads instantly to protect passengers of all sizes.

Solving Complex Engineering Challenges

The automotive industry has an excellent track record of solving complex engineering challenges when forced to do so. It is unacceptable that it took until recently to acknowledge that half of the driving population requires tailored safety testing. Regulatory oversight needs to remain incredibly strict because even the smallest manufacturing details can jeopardize occupant safety. We see this constantly in production, where an issue as simple as an omitted informational label can trigger a sweeping vehicle safety recall.

True automotive safety must be comprehensive and forward-thinking. As new tech companies enter the automotive space, we are reminded that flawed physical engineering can have fatal consequences.

For example, recent high-profile accidents have exposed how flawed electronic door mechanisms can trap occupants inside a vehicle during emergencies. Regulators must ensure that as we fix the historical gender bias in crash testing, we do not let new hazards slip past standard validation procedures.

Six years on, the mid-engine Chevy Corvette C8 is clearly in its twilight years. Chevrolet hasn’t given an exact end date, but the 2027 model year brings the biggest shakeup since the C8 first landed in 2020.

The biggest news, of course, is the addition of the all-new Corvette Grand Sport and Grand Sport X. The Grand Sport sits between the Stingray and Z06, while the Grand Sport X brings a hybrid powertrain and steps into the shoes left by the E-Ray.

And then there’s the price. The Grand Sport starts at $88,495, while the electrified Grand Sport X jumps to $112,195, putting it quite near the Z06 and deep into six-figure territory. But if you’re planning to lease, the monthly payments might deter you.

Leasing One Costs Nearly As Much As Another Car

According to CarsDirect, which got its hands on dealer lease bulletins, Chevrolet's first national lease offer for the 2027 Corvette Grand Sport X is $1,799 per month for 39 months, with $3,839 due at signing. The offer is based on a vehicle carrying an MSRP of $112,195 and includes an annual mileage allowance of 10,000 miles. Factor in the upfront costs, and you’re looking at about $1,897 a month before taxes and fees.

According to the report, the main reason for the towering monthly payment is the sky-high lease rate that translates to a 10.44% APR. Chevrolet isn’t offering any lease cash, loyalty bonuses, or discounts to soften the blow either. The only thing in your favor is a solid 63% residual after 39 months.

A shorter lease doesn't improve matters either. CarsDirect notes that a 24-month lease benefits from an impressive 72% residual value, but the lease rate jumps to an equivalent 13.8% APR. The monthly payment remains $1,799, but the amount due at signing balloons to $14,869.

What Buyers Get For The Money

The Grand Sport X carves out a key spot in the Corvette lineup. It bridges the gap between the naturally aspirated Grand Sport and the track-ready Z06 – a more affordable option if you’re not ready for the Corvette ZR1X hybrid hypercar.

The rest of the 2027 Corvette lineup gets some big changes, too. The Stingray now starts at $73,495 and gets a new 6.7-liter LS6 V8, which Chevrolet says delivers more torque than any naturally aspirated Corvette before it.

With the C8 Corvette nearing its final chapter, Chevrolet seems set on refining the formula instead of starting from scratch. The Grand Sport X adds another layer to the lineup, but if you want to experience the hybrid Corvette – even if you’re not purchasing one – be ready for a hefty monthly bill.

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Automotive channel MotoIQ recently showcased a true mechanical masterpiece inside its latest teardown video. They examined a 1968 Lancia Fulvia V4 belonging to automotive journalist and current Vehicle Dynamics Manager for Mazda R&D, Dave Coleman. The Fulvia is one of the brand's iconic vehicles, being one of the first front-wheel-drive cars. This strange Italian motor features an incredibly narrow 12-degree V angle housed under a single cylinder head. Lancia needed a highly compact block to sit entirely ahead of the front axle for competitive rally racing. Engineers ingeniously raised the crankshaft and offset the crank pins by 24 degrees to prevent the block from becoming too tall.

The material choices in this vintage engine rival those in modern performance builds. Lancia utilized a highly advanced composite design featuring high-nickel cast-iron bores bolted directly to a die-cast aluminum crankcase. Diecasting complex aluminum engine parts was extremely uncommon for automotive manufacturing in the 1960s. The factory engineers also refused to cut corners on structural assembly hardware. They installed durable steel helicoil inserts into every single aluminum threaded hole directly from the assembly line.

Overbuilt Internals and Racing Specifications

The internal rotating assembly showcases a ridiculous level of factory overbuilding. Lancia gave this tiny motor a massive 2.2-to-1 rod ratio. That mathematical figure directly matches the internal geometry found inside modern Formula One engines. This long rod layout allows the motor to operate with incredible smoothness and minimal cylinder wall wear. The forged connecting rods feature enormous oiling slots and fully floating bronze wrist pin bushings to ensure long-term durability.

The cylinder head layout is equally fascinating and bizarre. A single aluminum head serves all four cylinders, with intakes grouped on one side and exhausts on the other. The factory valves resemble high-dollar racing parts with completely smooth physical contours and robust 7 millimeter stems. Lancia even experimented with mixed valve seat angles by using a 45-degree cut on one valve and a 60-degree cut on the other. This thoughtful valvetrain engineering maximized airflow decades before computer simulation even existed.

Why The Lancia V4 Will Never Happen Again

This vintage Italian powerplant highlights exactly what is completely missing from today's automotive landscape. Modern automakers rely heavily on downsized engines that boast high efficiency but prove incredibly fragile over time. These highly stressed turbo motors frequently suffer catastrophic failures due to cheap internal components. Automotive repair costs are rising rapidly because modern vehicles are deliberately difficult to fix. Lancia proved that utilizing high-quality metals and thoughtful physical geometry yields an engine that survives for half a century.

Thankfully, some passionate engineers still fight for genuine mechanical quality behind the scenes. Dave Coleman currently serves as the Vehicle Dynamics Manager at Mazda R&D. He must have had a firm hand in ensuring every car the brand offers creates a sense of consistency, from the MX-5 Miata to an SUV like the CX-60. It is incredibly refreshing to know that he appreciates this weird vintage Lancia engine for exactly what it is. This purist mindset perfectly explains why Mazda is actively delaying full electrification to protect its signature driving dynamics. The Lancia Fulvia proves that true innovation requires premium materials and thoughtful problem-solving rather than cheap digital distractions.

Focus On The Benefits, Not Bans

Sander illustrated his point with an unusual comparison. He noted that horses were never formally banned; you can still buy one today. Yet they largely disappeared from daily transportation as people embraced a more practical alternative. He argued the same could happen with electric vehicles. Rather than constantly discussing deadlines for ending combustion-engine sales, Sander believes automakers and policymakers should focus on improving charging infrastructure, lowering energy costs, and highlighting the benefits of EV ownership. "Over time, more and more customers will be convinced," he told Auto Express. But that doesn't mean combustion vehicles will disappear entirely. Just as horses remain popular for recreation today, Sander suggested there could still be a very small group of buyers interested in combustion-powered vehicles long after electrification becomes mainstream.

The Industry's Electric Push

Volkswagen isn't alone. Many mainstream European brands have recently expanded their EV lineups. BMW is preparing to launch its new i3 sedan, which the company claims can do 559 miles on a charge and add up to 249 miles of range in just 10 minutes of charging. Meanwhile, the Mercedes-Benz CLA EV recently exceeded its EPA rating during independent testing, covering 385 miles on a full charge. Rising fuel prices have also pushed some previously sceptical motorists to reconsider electric alternatives. Still, the transition is far from complete. Volkswagen itself has built some of the most celebrated combustion-powered cars in history, including the Golf GTI. EVs are not flawless either. While they eliminate many components associated with traditional engines and generally require less maintenance, they remain vulnerable to software glitches, battery-related defects, and recalls, just like conventional ICE cars.

Not Everyone Is Convinced

Despite growing investment in electric vehicles and Sander's prediction, adoption remains uneven. J.D. Power discovered that 26% of new car buyers were “very likely” to consider an EV, yet EV sales growth in the United States has slowed compared with the rapid gains seen in previous years. Many consumers still have concerns about charging infrastructure, pricing, battery replacements, and long-distance usability – the lack of tax incentives also plays a role. Volkswagen's view is that those concerns will gradually fade as the technology improves. Whether the comparison to horses proves accurate remains to be seen, but the German automaker clearly believes the future of personal transportation will be increasingly electric.

Airbags are one of those things most drivers rarely think about until they matter. Sitting alongside seatbelts, they remain one of the most common and effective safety features in modern cars. Save for the deadly Takata inflator scandal, airbags have largely earned their place as a quiet but critical layer of protection in crashes.

But here’s the thing: airbags haven’t really changed much over the years. No matter if you’re tall, short, sitting upright, or slouched back, they all deploy the same way.

GM wants to change that. Its new patent, published last week (patent no. 12637026 if you want to check), describes a 'Vehicle Airbag System With Variable Deployment.' In plain terms, it means the airbag could adjust itself based on who’s in the seat and how they’re sitting.

More Than Just One Big Airbag

According to the patent, which GM Authority first spotted, the system can actually change its shape, direction, or even how tightly it holds you, depending on the crash and who’s in the seat.

The patent sketches show airbags that could wrap around or even partially cocoon the passenger, not just burst out from the dash or steering wheel. GM talks at length about adjustable tethers and internal restraints – basically, ways to control exactly how the airbag expands and where it gives support.

So, the airbag could react differently if you’re sitting upright, leaning back, or if there’s a child in a safety seat. Some of the drawings even show the airbag working with the seat, roof, or other parts of the cabin to create a safer space around the passenger.

Bottom line: airbags could finally get personal, instead of treating everyone like they’re built the same.

Why It Could Matter, And Why It Might Never Happen

In real life, this could solve problems where regular airbags fall short. Kids, smaller adults, or anyone sitting close to the dash could get better protection from an airbag that actually adapts to them. It’s similar to Toyota’s thinking that not everyone is seated the same way in a car, which is why an adaptive safety system is needed.

Of course, this is just a patent for now. Car companies file ideas all the time that never make it past the drawing board. Sometimes the tech shows up years later, sometimes it just sits on a shelf.

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For decades, the Toyota Camry has been the poster child for sensible cars. No matter where you are, it’s never been the car you’d pick for excitement. But that reputation might be in for a shake-up, at least for now.

At the Super Taikyu Fuji 24-Hour Race, Toyota decided to have some fun. Two teams – Akio Toyoda’s GR Gazoo Racing crew and Hiroki Nakajima’s Toyota Racing group – went head-to-head. The mission? Take the North American Camry and turn it into something nobody would expect.

What happened next was anything but ordinary. Instead of just tweaking a couple of sedans, both teams built cars that looked ready for the Tokyo Auto Salon. But underneath all the wild styling, Toyota was also hinting at something bigger: the Camry is coming back to Japan soon.

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The GR Camry Packs Seven Cylinders And 700 Horsepower

The most outrageous creation came from the GR team. No official images have been released yet, but short videos have been circulating around. Dubbed the GR Camry, the white-bodied sedan features aggressive aerodynamic upgrades, widened fenders, and a motorsport-inspired appearance. Yet the real story lies beneath the sheet metal.

Toyota’s engineers stuffed two engines into this Camry. There’s a three-cylinder up front, and a four-cylinder where the back seats and trunk used to be. Put them together, and you get something Toyota’s never done before: a seven-cylinder, all-wheel-drive car.

The end result? A four-wheel-drive sedan with a claimed 700 horsepower. The inside is gutted – no rear seats, just a roll cage and racing gear. Toyota says this was all about seeing how wild a Camry's performance could get while still keeping one foot in reality.

https://www.youtube.com/shorts/kdodWznABdw

Meet The Bosozoku-Inspired RWD TR Camry

If the GR Camry is all about modern racing, the TR Camry pulls straight from old-school Japanese car culture.

The TR Camry is blacked out and dripping with attitude. Thinkclassic bosozoku: huge bolt-on fenders, a giant front spoiler, towering rear wings, and an exhaust that looks like it belongs in a manga. Step inside and it gets even wilder – there’s a chandelier, a crystal shift knob, and all sorts of throwback touches that are over-the-top on purpose.

But under all that flash, the TR team didn’t mess around. They dropped in a new 2.0-liter sports engine, mounted it lengthwise, and switched the car to rear-wheel drive. And yes, it’s got a manual gearbox.

https://www.youtube.com/shorts/n2qkfKd7If4

The Real News: The Camry Is Coming Back To Japan

Hidden beneath all the theatrics was Toyota's biggest announcement. Just like the Tundra and the Highlander, the company confirmed plans to introduce the North American-built Camry to Japan in the fall of 2026. Unlike the left-hand-drive models sold in the United States, Japanese-market versions will be converted to right-hand drive and fully certified to meet local regulations.

Toyota’s aiming to sell about 10,000 Camrys a year. It’s part of a bigger plan to bring more overseas-built cars back to Japan, using existing certification to speed things up.

So no, you probably won’t see a seven-cylinder Camry or a factory-built bosozoku special at your local dealer. But these cars did their job. For the first time in ages, people are talking about the Camry as something more than just the sensible choice.

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Japan’s Super Taikyu Fuji 24-Hour Race had its share of surprises. While Akio Toyoda rolled out some wild Toyota Camry concepts, Subaru quietly used the event to hint at several new performance projects of its own.

Subaru kept the cars themselves under wraps, but confirmed that three new manual-transmission models are in the works. The most intriguing is a five-door hatchback that could end up being the brand’s most interesting enthusiast car in a long time.

Subaru announced during a media roundtable at the race, laying out a new strategy to bring its motorsport know-how closer to its production cars. That’s where the new Sports Vehicle Planning Office comes in – a division designed to ensure future Subarus keep their enthusiast edge.

2026年6月6日のスーパー耐久シリーズ2026第3戦 にて
「現在3つのMTモデルを開発中」であることを発表しました！

いずれもモータースポーツ活動で培った技術と知見を織り込み、
「もっと気軽に走りを愉しめるクルマ」としてお届けする予定です。

続報にどうぞご期待ください！#SUBARU… pic.twitter.com/r8A2f1uVPT

— 株式会社ＳＵＢＡＲＵ (@SUBARU_CORP) June 6, 2026

Three New Manual Cars Are On The Way

According to a report from Kuruma News, the first model on the left is a WRX fitted with a revived TY85 manual gearbox. Subaru explained that the transmission had previously been discontinued but has now been brought back for future applications. The second vehicle in the middle is a Subaru BRZ equipped with a manual transmission, maintaining the coupe shape enthusiasts already know.

The third car is the real wildcard – according to Subaru, it’s an affordable five-door hatchback aimed at giving enthusiasts a practical entry point. Subaru isn’t saying much more for now, so there’s plenty to guess about what it could be.

This teaser comes as Subaru launches its Sports Vehicle Planning Office, which started up in April 2026. CTO Tetsuo Fujinuki pointed out that car development has become so specialized that departments sometimes end up working in silos. The new group is meant to get motorsport and production engineers working more closely together.

That thinking goes beyond just planning new cars. Subaru says lessons from rallying, endurance racing, and the Nürburgring 24 Hours are now shaping how it develops its road cars.

Racing Tech Could Shape Subaru's Future Road Cars

Subaru also gave an update on its Super Taikyu race car program. The HiPerfX platform is moving to a new Ver.II spec for 2026, with a 375-horsepower FA24 turbo boxer making 387 lb-ftof torque. Engineers have worked on making the gearbox tougher, fine-tuned the AWD system, and even tried out plant-based engine oils.

What stands out is the direction Subaru is taking. While most of the industry is chasing electrification and high-tech automatics, Subaru is doubling down on manuals and cars built for enthusiasts. Whether this mystery hatchback turns out to be a nod to the old STI hatches or something completely new, it’s a move worth watching.

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Earlier this year, Fordintroduced the Mustang Dark Horse SC, a factory-backed supercharged version of the Dark Horse that produces 795 horsepower, though it comes with a starting price of more than $100,000. Now, Roush Performance has unveiled a new supercharger package for the MY2026 Mustang GT and Dark Horse at a significantly lower cost. Better yet, the system is 50-state CARB compliant, meaning owners in emissions-strict states such as California can legally take advantage of the added performance.

Roush offers the supercharger kit for $10,399 and says it delivers 810 horsepower and 630 lb-ft of torque. That is 15 more horsepower than the 5.2-liter supercharged V8-powered Mustang Dark Horse SC, though it makes 30 lb-ft less torque. Still, that is an impressive result considering the kit can be added to a Mustang GT that starts at under $50,000.

Crunching The Numbers

Both the Mustang GT and Dark Horse use a naturally aspirated 5.0-liter Coyote V8, though the latter gets powertrain upgrades that help raise output to 500 horsepower, or 20 horsepower more than the GT. The Mustang Dark Horse also starts at around $64,000, which means that even with Roush’s supercharger kit added, it still comes in well below the Mustang Dark Horse SC.

Roush’s 810-horsepower upgrade uses an inverted Eaton TVS R2650 supercharger developed with Magnuson Superchargers, along with a “track-ready” cooling package and a fully upgraded fuel system. The kit is capable of producing up to 13 psi of boost at 7,500 rpm. According to the American tuner, a stock S650 Mustang equipped with the package, slick tires, and running on a prepped track can sprint from 0 to 60 mph in 2.88 seconds and complete the quarter mile in 10.33 seconds at 136 mph.

The Value Play

While the supercharger kit may produce more power on paper, it is worth noting that the Dark Horse SC comes with upgrades beyond the engine, including revised bodywork and suspension enhancements. Buyers can also opt for the Track Pack, which adds specially calibrated dampers, carbon-fiber wheels, and carbon-ceramic brakes designed to improve track performance.

Still, the new Roush supercharger kit offers clear savings for those itching for the added punch of a forced induction setup. The tuner also says the kit is designed for easier installation, with no need to remove the front fascia and custom-formed hoses included. It is backed by a 3-year/36,000-mile limited powertrain warranty.

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Spectators attending the matches will be in for another premiere, before even reaching their seats. Hyundai-backed Boston Dynamics will reportedly deploy its four-legged robot “dogs” at FIFA World Cup venues in North Texas, according to Dallas Express.

Robotic Dogs Will Be Used For Security Inspections At Some World Cup Venues

The robot dogs, known as Spot robots, will be used for security inspections and hazardous-material investigations. We’re not sure how safe and relaxed people will feel seeing the robot dogs around the stadiums, but Boston Dynamics has made one thing clear: the robots will not be used for facial scanning of fans attending the matches.

The company had to make this clarification after rumors spread on social media that “face-scanning robots” were being used in Dallas to verify the identities of World Cup ticket holders. The rumors started surfacing after a video of the robots gained traction on social media due to claims that the robots have alleged facial recognition capabilities.

Since people raised many privacy concerns on various platforms because of this, Boston Dynamics issued a statement clarifying what exactly the robots will be doing during the World Cup.

“Boston Dynamics’ Spot robots are being deployed at designated World Cup venues to perform perimeter security inspections and will be used to assist security personnel with investigating things like suspicious packages or other potentially hazardous materials. The robots do not have facial recognition capabilities,” a company spokesperson said in a statement to WFAA.

Boston Dynamics added that the robots’ role will be to support security personnel rather than identify spectators or verify their tickets.

Four-Legged Robots Will Be Used For World Cup Events In Mexico Too

These robot dogs are apparently a security measure. They “sniff” out chemicals and peculiar packages. I can’t find anything on these robot dogs scanning people’s faces. It’s a security measure, and entertainment for the FIFA World Cup.

It dances too lol In the video no one…

— Lisa Brown (@blisa655) June 3, 2026

FIFA joined Boston Dynamics in clarifying the issue. "FIFA is proud of its official robotics partner Hyundai and their collaboration with Boston Dynamics for the deployment of advanced technology to enhance safety and security during the World Cup. Specifically, robotic patrol dogs are being used for asset protection at the IBC and NYNJ Stadium to identify and report physical security threats and risks for further human intervention,” reads a statement from the soccer global governing body.

The Kay Bailey Hutchison Convention Center in Dallas will serve as the FIFA World Cup’s International Broadcast Center (IBC).

Agencies in Mexico are also using robotic dogs for the World Cup events, albeit for a slightly different purpose. They help scout potentially dangerous areas and relay live video feeds to security teams, according to Dallas Express.

This is not the first time robotic dogs are used at sporting events. They have also appeared at cricket matches in the UK, professional football games in Atlanta, and the Indianapolis 500 IndyCar race.

Lately, Toyota's once-stellar reputation for reliability has taken a significant hit, and the culprit appears to be its eight-speed automatic transmission. According to a recent teardown and analysis by the YouTube channel The Car Care Nut, the specific transmission in the hot seat is the UA80. It first debuted in 2017 for the Highlander and Sienna, which experienced early teething problems right out of the gate. Fast forward a few years, and the UA80 is showing serious flaws in the 2020 to 2022 Toyota Highlander V6.

Owners report a faint whining sound that resembles an airplane taking off. It gets louder as the car warms up and is most noticeable under acceleration. Eventually, this whine morphs into a horrific grinding noise, resulting in harsh shifts and, ultimately, a catastrophic $7,000 transmission failure. Even the four-cylinder Toyota Camry models from 2018 to 2022, which use a different eight-speed variation called the UB80, are experiencing sudden overnight failures if the fluid is not regularly serviced.

The Legal Backlash

Given these $7,000 repair bills hitting owners right around the 60,000-mile mark just after the factory warranty expires, it is completely unsurprising that a mounting wave of litigation has targeted the automaker. Last year, Toyota was hit with a massive $5 million lawsuit regarding these defective Toyota automatic transmissions, illustrating just how widespread the financial damage had become for the average consumer.

Not long after that initial filing, Toyota was sued again over its faulty automatic gearbox, as more drivers came forward with complaints of hesitation and rough shifts. Most recently, a prominent New Jersey class action lawsuit took aim at the automaker for these very transmission defects, claiming the manufacturer sold vehicles prone to erratic shifting and total failure.

The sheer volume of affected models explains this ongoing legal frenzy. Officially, Toyota has acknowledged issues in the 2021 Highlander V6, the 2021 Avalon V6, the 2021 Camry V6, and the 2021 Lexus ES350. Yet, independent mechanics are seeing a massive wave of 2020 to 2022 Highlanders flooding their bays every single week with the dreaded transmission whine.

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The Lowdown

Toyota's handling of the eight-speed transmission is deeply frustrating. Consumers expect a certain level of longevity from the brand, and seeing transmissions grenade at 60,000 miles is simply unacceptable. Furthermore, the bizarre shift logic designed to squeeze out better emissions numbers makes the gearbox feel remarkably erratic. First gear is incredibly short, forcing a jarring jump to second, while the transmission constantly hunts between higher gears on the highway.

If you are shopping for a used V6 Highlander from these model years, you absolutely must test drive it until the engine is fully warmed up to listen for that faint whine. If you hear it, walk away immediately. If you already own one of these affected models and it is still running smoothly, purchase an extended warranty as soon as possible. Finally, ignore the manufacturer's claim of "lifetime fluid." Change your transmission fluid every 60,000 miles to give your gearbox a fighting chance at surviving.

General Motors is introducing a new engine to the C8 Corvette lineup with the 6.7-liter LS6 V8. However, it will not significantly shake up the engine range for MY2027, as it is simply replacing the LT2. Still, GM has given each Corvette engine its own distinct personality, adding context beyond its factory power output.

The LS6, coming to the Stingray and Grand Sport, makes 535 horsepower, 40 more than the outgoing LT2. GM engineer Mike Kociba said the engine leans into the “old-school big-displacement punch that Corvette owners know and love,” delivering strong low-end torque while still offering the top-end power needed for track days.

The Grand Sport X, essentially the successor to the E-Ray, will also use the LS6 but pair it with an electric motor to produce a combined 721 horsepower.

The Heart of the Lineup

Moving to the Corvette Z06, the 5.5-liter naturally aspirated LT6 V8 is described as an “emotional engine.” With 670 horsepower, it is already the most powerful naturally aspirated V8 in a production car, surpassing models like the Mercedes-Benz SLS AMG Black Series and Ferrari 458. But GM is also emphasizing its character, with engineer Dustin Gardner calling it the “track scalpel choice” for its sharp, track-focused nature.

The third and most potent engine in the 2027 Corvette lineup is the LT7, which is based on the LT6 but adds twin turbochargers. In the Corvette ZR1, it produces 1,064 horsepower, while the ZR1X pairs it with an electric motor for a combined 1,250 horsepower, making it the most powerful Corvette ever.

Gardner said the LT7 is the go-to choice for those who want “most of the LT6’s character” but with “no-compromise torque and power that’s off the charts.” He also recalled the engine’s development, noting that the dyno shut down during testing because the team had “overpowered” it.

Corvette's Value Proposition

The 2027 Corvette Stingray will start at $73,495, representing a $1,000 increase over the current model year. The new Grand Sport and Grand Sport X will carry starting prices at $88,945 and $112,195, respectively.

The Corvette Z06 will benefit from a $1,400 price reduction, bringing its starting price to $121,395. Meanwhile, the Corvette ZR1 and ZR1X will start at $197,195 (up $9,700) and $227,395 ($15,200).

Given its pricing, the C8 Corvette is widely regarded as a value supercar, capable of challenging models like the Ferrari SF90 Stradale that cost significantly more. A Corvette ZR1X even beat a 1,500-horsepower Bugatti Chiron in a quarter-mile race, courtesy of Vehicle Virgins.

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BYD's Shipping Solution

BYD's Zhengzhou car-carrier vessel is an almost permanent solution for the near-perennial issue of global shipping logistics. This single massive shipment is just the vanguard of a much larger offensive. To capitalize on surging consumer demand triggered by global fuel price spikes and cost-of-living pressures, BYD is flooding the Australian EV market with an additional 30,000 vehicles over a tight two-month window.

For folks in America, it is easy to dismiss a shipment arriving Down Under as irrelevant to our domestic auto industry; however, Australia serves as the ultimate canary in the coal mine—a highly competitive, right-hand-drive market without a heavily protected domestic manufacturing base. Legacy brands are currently getting dismantled in real-time.

Why Legacy Firms Should Worry

While domestic heavyweights like Ford are forced to push key electric vehicle production targets all the way back to 2029 due to supply and scaling hurdles, BYD is demonstrating what vertical integration actually looks like. They don't just mine the raw materials and assemble the battery packs. When global shipping capacity tightened and threatened their export volume, they commissioned a fleet of eight massive transport vessels to guarantee their cars reach foreign shores exactly when demand peaks.

Now, armed with the thousands of units down under, unloaded from the BYD Zhengzhou, they are actively closing the gap on Toyota for the number one overall auto sales spot in Australia.

Time is Running Out

Traditional manufacturers are still playing by the old rules, relying heavily on third-party shipping monopolies and deeply fragmented supplier networks. BYD’s vertically integrated system allows it to scale manufacturing on a dime and immediately deploy its own fleet to deliver inventory wherever global demand spikes, completely isolated from standard shipping delays. BYD isn't just out-building legacy automakers; it is out-delivering them. The boats are already in the water, and the traditional auto industry is rapidly running out of time to patch the leaks.

The first such documented use of a robotaxi to conduct a crime—in San Francisco at least—took place in January this year. A Waymo robotaxi acted as an unsuspecting getaway car for a burglar who broke into a yoga studio to steal yoga clothes.

Waymo Getaway Car Turns Unremarkable Burglary Into National News

According to the San Francisco Chronicle, the burglar was in and out of the Hot 8 Yoga studio with an armload of activewear in under three minutes. He put the clothes in the car’s trunk, got inside and left in the self-driving Waymo vehicle.

While the break-in may seem like a relatively minor affair for San Francisco police, the department has still not made an arrest or publicly identified any suspect six months since the act took place.

The fact that the suspect has escaped in a Waymo robotaxi has made the burglary a novel case for SFPD, who said it was probably San Francisco’s first instance of such an escape. “I would think it would be easier to solve in a Waymo,” the case’s detective, Sgt. Tim Faye, told the SF Chronicle. 

It’s quite surprising that the suspect has not been identified yet despite the fact that Waymo vehicles are outfitted with multiple high-definition cameras inside and out and require users to enter their credit card details in order to make a Waymo account and hail a ride.

The Case Sheds New Light On How Waymo Handles The Footage Captured By Its Cars

As TechCrunch points out, this case sheds some new light on how Waymo handles the footage captured by its cars. While the company does capture and store ride footage, it does not say how long it stores the data.

In this particular case, the data had been gone “by the time the search warrant was filed in April.” Furthermore, police weren’t able to identify the burglar using footage captured by the vehicle’s exterior cameras because the video material had been “blurred for privacy reasons.” The account information Waymo turned over to police as part of the search warrant “didn’t lead police to the suspect” either, according to the Chronicle.

So there you have it. A thief used a Waymo robotaxi to arrive at a yoga studio, robbed it blind, then fled the scene using the same autonomous ride-hailing vehicle. And despite concerns voiced by people worried about the long-term surveillance capabilities of Waymo vehicles, which are outfitted with multiple exterior and interior cameras, police couldn’t use the footage to identify the perpetrator.

Believe it or not, this was not the first crime committed with the help of a Waymo. Someone used a robotaxi as a getaway car after robbing a Los Angeles grocery store in January, but that person was almost immediately caught. According to KTLA, police cruisers went in pursuit of the Waymo vehicle, which pulled over, allowing officers to apprehend the suspect.

After much attention had been given to the Ferrari Luce, another critique video has been made about the Mercedes-AMG GT 4-Door. Well, Ferrari can't hog the spotlight for the most divisive design of 2026, and there have been a lot of contenders so far. Oh, what an age we live in. But this critique is a little different. This one comes from Davis Yongwon Lee, and he's backed up by loads of credentials.

Lee was an exterior designer for Mercedes-Benz for seven years. During his stint, he designed and contributed to several models, including the CLS and S-Class, and was behind the stunning Vision Mercedes-Maybach 6.

These days, Lee is doing well for himself as he has his own firm, Adro, specializing in aerodynamic enhancement and optimization. In other words, he knows what he's talking about - and he was there.

A Top-Heavy Design

"It's easy to say 'oh, it looks ugly,' but let's break it down," said Lee in the video. He did say that the car's silhouette actually looks good, with a streamlined, aero look. The main problem of the car, according to him, is the graphics. He pointed out that the headlights are too high, and so is the hood. The grille is a tad on the large side, and the side intakes are, in his words, stretched too far.

As for the rear, Lee had much more to say about it. Turns out the AMG GT 4-Door drew inspiration from the 2015 Concept IAA. He called the resulting GT 4-Door 'the worst case scenario,' when it comes to turning a concept car into a production vehicle. It wasn't even the 'biohazard' taillights he has a beef with here, but rather, the excessive use of black materials.

For him, the tail looks top-heavy, which runs counter to the fundamentals of designing a sporty vehicle. Of course, he understands there are production challenges, such as license plate placement, but there are ways to address them. Lee proceeded to do just that.

The Fix

Lee's fix for the AMG GT 4-Door is to lower the front end and give it a sleeker set of headlights. He also adjusted the grille and made the corner air intakes more prominent. He did touch the sides as he already thought the profile looked good, but heavy work went into the rear.

For that, he reduced the amount of black by giving it an even more coupe-like tailgate. He also tweaked the diffuser for a more athletic stance. You can watch the whole process in the video below, and with seemingly simple changes, it's transformed into something far, far less polarizing. Dare we say it actually looks pretty?

An Insight

As a former Mercedes-Benz designer, Lee has some insight into what's going on at the company's studios. When Gordon Wagener took over as chief of design at Mercedes-Benz in 2009, he introduced a philosophy called Sensual Purity. The vehicles that first followed that ideology were the C-, E-, and S-Class in the 2010s, along with other models like the AMG GT.

However, as the years went by, Wagener stuck to the Sensual Purity ethos, while the board wanted something different. According to Lee, the designers had become fearful of coming up with something new because Wagener would likely have shut it down. The result was the 'blobby' era, as those in the design studio had to fulfill the board's request while adhering to Sensual Purity.

The Future of Mercedes Design

Lee came to the defense of his former colleagues. He said that there are a lot of talented designers in the company, only bound by the unwritten rules set at the time. "They were just following the direction Gordon Wagener had in his era. The good news is, he resigned this year," said the designer. We're starting to get the feeling there's no love lost between him and his former boss.

That said, there will still be traces of Wagener-era cars emerging in a year or two, as Mercedes-Benz design cycles last four to five years, with a new generation after seven. It's now up to the new chief, Bastian Baudy, to define the next generation of models to wear the three-pointed star.

The Volkswagen Golf was once a mass-market choice in the U.S., but the brand’s strategy has shifted to selling only performance-oriented versions, resulting in a starting price of around $35,000 for the entry-level model. However, the lineup could see major changes, including more affordable trims, once Golf production moves from Germany to Mexico starting in 2027.

Volkswagen Group of America CEO Kjell Gruner told Automotive News that “producing it in North America opens up opportunities for other Golf variants.” No exact trims were detailed, though any lineup expansion could still depend on tariffs affecting Mexico-built cars. Gruner said a 15% import tax would help both Volkswagen and the broader industry.

Building Budget Cars Isn't Easy

Tariffs are complicating the business case for affordable cars in the U.S. For instance, Nissan building affordable models like the Sentra and Kicks domestically would bring higher labor and operating costs, which could hurt profitability. That creates a similar challenge to import taxes, though building those models in Mexico may still be the more profitable option.

As such, Volkswagen could make entry-level Golf variants more viable for the U.S. by building them at its Puebla plant in Mexico. The most affordable VW in the U.S. lineup right now is the Jetta, which starts at around $25,000. It is also built in Mexico, along with the Tiguan, the brand's best-selling U.S. model.

What is less likely, at least for now, is the introduction of all-electric Golf variants, especially as VW continues to navigate financial challenges and delays tied to its EV strategy.

The Hot Hatch Duo

For now, American buyers are limited to the Golf GTI and Golf R. The Golf GTI uses a 2.0-liter turbocharged inline-four engine that produces 241 horsepower and 273 lb-ft of torque. Those who want more performance out of the hatch can turn to the Golf R, which bumps output to 328 horsepower and adds an all-wheel-drive system, compared with the GTI’s front-wheel-drive setup. However, those upgrades push the starting price to around $49,000.

Both Golf variants are also limited to a 7-speed DSG after the manual option was dropped for the 2025 model year. The Jetta GLI is also set to lose its stick-shift option for 2027, meaning Volkswagen will no longer offer a three-pedal car in the U.S.

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The 2027 C8 Chevrolet Corvette Stingray prepares for a monumental update. A recent video from the YouTube channel MOTROLIX showcases a pre-production Stingray armed with GM's all-new 6.7-liter LS6 V8. This Gen-6 powerplant takes the reins from the 6.2-liter LT2, which has been the staple engine since the C8's groundbreaking 2020 introduction. Despite bringing a bigger and more aggressive V8 to the party for 2027, the new Corvette takes almost no penalty in fuel economy while laying down a formidable 535 horsepower and 520 pound-feet of torque.

GM claims this new LS6 delivers the highest production torque of any naturally aspirated V8 ever made. It eclipses heavy hitters like the LS7 and even out-twists the high-revving LT6 found in the Z06. Engineers achieved this by pairing a 4.06-inch bore with a longer 3.94-inch stroke. They also used a new dual-injection system that blended direct and port injection for optimal performance.

Center-Exit Exhaust and Screaming Redlines

Beyond internal hardware upgrades, the 2027 Stingray brings serious acoustic drama to the streets. The leaked footage highlights a deep, throaty exhaust note that feels distinctively aggressive. Buyers can now opt for a quad center-exit exhaust system, marking a first for the standard C8 Stingray. Every 2027 Stingray will also feature a standard dual-mode performance exhaust with cabin-controlled flaps. This constant push for performance hints at extreme heights, much like rumors that a Chevy Corvette Grand Sport X could bring 721 hp as production nears.

Generating that sonorous sound requires heavy-duty breathing hardware. The LS6 relies on a 92mm throttle body, an aluminum block with cast-iron cylinder liners, and advanced 356T6 cast aluminum heads. The compression ratio jumps to a lofty 13.0:1, allowing the engine to sing all the way to a 6,600 RPM redline.

Because this vastly improved 2027 Stingray is just around the corner, dealerships are highly motivated to clear out their current C8 inventory. If you can live without the latest engine tech, you can take advantage of massive dealer incentives that knock up to $11,000 off the outgoing models.

Commitment to the V8

I find GM's commitment to the naturally aspirated V8 genuinely refreshing. The LS6 is proof that traditional pushrod engines still have plenty of untapped potential. Generating 520 pound-feet of torque without a single turbocharger or supercharger is a massive engineering feat. It beautifully preserves the instant throttle response and raw visceral emotion that define the true American sports car experience.

The 2027 Stingray looks poised to cement the C8 generation as an unbeatable value in the mid-engine supercar segment. Offering the center-exit exhaust on the base model is a brilliant touch that elevates the car's visual exoticism. If the real-world driving dynamics match the spec sheet and the glorious exhaust notes from this footage, the new LS6 Stingray will be an absolute home run for driving purists everywhere.

E36 BMWs are dime a dozen. You can see loads of third-gen 3 Series on various selling and auction sites, and you can get one cheap as a project car. More often than not, it's just the M3s, Alpinas, and special models that are cherished, and it's not often you find a preserved and spotless example of the more pedestrian models.

But that's exactly what's for sale over in the Netherlands right now. What we have here is a 1995 320i sedan that's barely been driven over the last 31 years. There are just 424 kilometers on the clock, or roughly 263 miles. BMW's own historic fleet vehicles don't even go that low.

The Car

The U.S never got the E36 sedan in 320i form. Instead, it was the 318i, 325i, and later the 328i that were available at the time. It was, however, available just about everywhere else, serving as the mid-spec model of the 3 Series lineup in the '90s. Unlike the 318i, the 320i was a six-cylinder.

Under the hood of this Boston Green example is a 2.0-liter straight-six with 150 hp and 140 lb-ft of torque, so it won't deliver mind-blowing acceleration. As it's a '95, it already came with the newer M52 engine, and those with intimate knowledge of all things BMW would've spotted the oil cap's location as another indicator.

The car itself is decently equipped. By that, we mean it has alloy wheels (Style 17s for you BMW nerds), dual airbags, an on-board computer, front and rear armrests, cassette deck holder, rear parking sensors, and power windows all the way. The reason we're saying that is because European-spec E36s were, more often than not, pretty bare. You can even find 328i models with crank windows at the back over there.

The Backstory

Aeen Exclusieve Automobielen is the current custodian of the car, and it comes with a pretty interesting backstory. It was owned by an engineer who ordered it on November 29, 1994, and took delivery on April 11, 1995. The invoice shows that it was purchased for 63,707.99 Deutsche Marks, or about €53,500 in today's money. Convert that to U.S. dollars, and that's around $62,140, or nearly as much as an M340i in the U.S.

According to the shop that sold the car, the owner brought it straight to the garage after getting it, covered it with a warm blanket, and just left it there. The original owner passed away in 2016, but the car remained with the family for the next couple of years. It's unknown whether the car was driven more often after the owner's passing.

The current custodians found out about the car through word of mouth. The shop said that it had 'paid an extreme amount of money' for it, but added that it was too good to pass up. We're pretty sure die-hard E36 collectors would do the same.

So, How Much?

With less than 300 miles on the odometer, this 1995 BMW 320i is effectively brand new. We'd like to think the car had been reconditioned before it was put up for sale, as we can't imagine how brittle some parts might have become after all those years, especially in an old BMW.

As for the price, Aeen Exclusieve Automobielen is asking €51,500 for the car, or a smidge under $60,000. For reference, a brand-new 318i sedan in the Netherlands starts at € 58,575 (approx. $68,000), and the same model goes for €47,000 (approx. $54,000). To further drive the point home, a 330i in the U.S starts at $48,000. This 320i is for the E36 fan who wants a spotless and practically brand-new example, and cost is absolutely no object.

To whoever buys it, we're genuinely curious if they will put it back in storage or actually make it go over 1,000 miles. Cars deserve to be driven, yes, but we imagine a whole load of anxiety driving a museum-grade car out on public roads. Still, we're happy to see a cherished and well-kept E36, and at the price it's being offered, we're almost certain this won't be turned into someone's drifting hack.

Despite previously offering the bestselling plug-in hybrid vehicle in America, the Wrangler 4xe, Jeep did not have a single conventional hybrid before the 2026 Cherokee. The Cherokee arrives at an important time as gas prices rise, causing drivers to pay more at the pumps. It boasts fuel economy ratings of 39 MPG city, 35 on the highway, and 37 combined, the highest real-world efficiency of any Jeep product without a plug (excluding EVs, PHEVs calculated in MPGe, and European diesel models).

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Jeep was able to achieve such stellar fuel economy using an interesting combination of parts, including a European engine design, Japanese hybrid system/transmission, and North American construction. While the Cherokee is built in Toluca, Mexico, its engine is assembled in Dundee, Michigan, and the transmission comes from North Carolina. It's a very global vehicle.

The 1.6-liter turbocharged four-cylinder is a Prince unit, used in various BMW, Mini, and PSA Groupe vehicles (Citroën, Peugeot, and DS) across Europe. This is the first time Stellantis has opted to use this engine in any North American models, though it has been "calibrated and validated for North American performance, regulatory, and customer requirements - including updates to software, drivetrain tuning, and thermal management." As for the hybrid powertrain, it comes from BluENexus, a Japanese joint venture company between Aisin and Denso. Jeep says it made "packaging changes" to make the hybrid system suit the Cherokee.

The Most Reliable Jeep?

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Here's why Jeep's decision to use this particular hybrid system is an interesting move, and one that should make the Cherokee a highly reliable vehicle. Toyota owns a 10% stake in BluENexus as well as a partial stakes in Aisin and Denso, which each control 45% of the joint venture. The Cherokee's transmission is an "eCVT" unit, otherwise known as a planetary gearset just like a Toyota RAV4 uses.

A conventional CVT uses a belt or pulley to create an infinite number of "gears," while the BluENexus system splits the engine power into two flows: electrical and mechanical. Inside the transmission, two motor generators and the planetary gearset help organize the power based on demand. The Cherokee can use motor generator 1 to generate electricity and deliver torque to the wheels, while motor generator 2 draws electricity from the battery or the first motor to add additional propulsion.

That second motor also reverses kinetic energy from coasting and braking into stored electricity. If there is enough charge, the car can drive using only the second electric motor at zero engine rpm up to 62 mph for short distances. This makes the Cherokee both incredibly smooth, and efficient. During a week of driving, we matched the EPA estimate of 39 MPG in mostly city driving, though we noticed the Cherokee can actually be more efficient depending on how you drive it.

Adding Jeep Ruggedness

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The Cherokee use the same hybrid system as many Toyota vehicles (the same technology is also used by Ford for the Maverick), but Jeep puts its own spin on it. Whereas the RAV4 and other Toyota hybrids use an electric motor to send power to the rear wheels, Jeep employs a mechanical drive shaft with a rear-axle disconnect in the Cherokee. This type of all-wheel-drive system (Jeep calls it 4x4) is more capable off-road than the drive-by-wire style, though may be less efficient. Jeep says the impact to fuel economy is minimal because the system can disengage above 25 mph.

The Cherokee boasts eight inches of ground clearance with "best-in-class" approach and departure angles of 19.6 and 29.4 degrees, respectively. In the same segment, the Subaru Forester bests the Cherokee with 8.7 inches of clearance (9.3 in Wilderness guise), and we'll have to wait to see if Jeep's other claims hold up against the upcoming Forester Wilderness Hybrid.

The company also teased a more rugged Upland Concept version of the Cherokee at this year's Easter Jeep Safari, which could hint at a future Trailhawk trim. The Upland rides on 32-inch Falken Wildpeak all-terrain tires, and features a more rugged bumper design that likely improves clearances for off-roading.

The Chevrolet Camaro built its reputation as a coupe muscle car that could go head-to-head against the likes of the Ford Mustang and Dodge Challenger. Now that the nameplate is reportedly making a comeback, possibly with a four-door sedan variant, it is understandable why some push back against the idea. But according to GM Authority, a four-door Camaro could provide a stronger business case for the nameplate while still allowing Chevy to offer a traditional two-door version.

Looking at the market trend, the crossover/SUV segment is where the money is, which could explain why brands not normally associated with such vehicles, including Ferrari, have introduced high-riding models of their own. Coupes, meanwhile, have become more of a niche product, with mainstream two-door sports cars, including the Ford Mustang and Mazda MX-5 Miata, reportedly seeing sales drop 27% from 2024 to 2025 to around 68,000 units. To put that into perspective, the Toyota RAV4 alone sold nearly 480,000 units in the U.S. last year.

Making The Math Work

These factors suggest that a four-door version of the Chevrolet Camaro may give General Motors a better chance of making the revived nameplate financially viable instead of bringing it back solely as a two-door. The Camaro was discontinued after the 2024 model year, at a time when the industry was leaning heavily toward electrification before several automakers later scaled back EV plans and absorbed costly write-downs.

A four-door Camaro may not have the same appeal as the original layout, but there are several four-door performance sedans that remain highly desirable, such as the BMW M3.

The Camaro is expected to be underpinned by GM’s Alpha platform, the same architecture used by models such as the Cadillac CT5. That suggests the returning model would be unlikely to follow the same route as the Dodge Charger, which returned first as an EV. After all, EV adoption in the U.S. has slowed compared to other markets, helping explain why more automakers are doubling down on hybrids.

A Future With Choices

A sedan version of the iconic Chevy model could also make sense at a time when some automakers, including Ford, are reportedly reconsidering the body style amid rising new-vehicle prices. While a four-door Camaro would not necessarily be affordable, the added practicality could give it broader appeal than a traditional coupe in a market where buyers are becoming more sensitive to price and value. That would leave the two-door version to serve as the more enthusiast-focused, niche choice.

What's known so far is that the Camaro is expected to start production at the Lansing Grand River plant in Michigan in fall 2027.

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With ever-stricter regulations, it's becoming increasingly difficult to build lightweight sports cars. Building them affordably is an even greater challenge, which is why we have to thank Mazda for staying committed to the MX-5.

The current model is already 11 years old, but it remains a joy to drive. While far bigger than the original model, the ND is just ever so slightly heavier than the car that came out nearly 40 years ago. Mazda has done well with sticking with its so-called 'gram-strategy,' ensuring that the little roadster will always stay true to its roots. While we have mega-horsepower hot hatches, sports cars, and exotics these days, there's just something about a lightweight, rear-drive car whose driving experience simply cannot be replicated.

Not About the Lap Time...

German publication Sport Auto recently put an MX-5 RF through its paces around the Nürburgring. There's not much need for a spoiler alert here, as it didn't set any record-breaking lap times. Also, the RF is heavier than the soft-top model, although we wouldn't call it a boat, despite the addition of motors that move the roof around.

Still, bringing an MX-5 to one of its natural habitats is always a treat, and even better if it's being driven around The Green Hell. Again, it's not fast, but it's still entertaining.

...But Here's the Lap Anyway

In case you missed the big bold numbers on the thumbnail above, the MX-5 RF completed the North Loop in 8:50.38 seconds. Truth be told, a modern mid-spec sport sedan like a BMW 330i can do the lap quicker, and it doesn't even have to be the M Sport model with its more buttoned-down suspension. But for something that has less than 190 hp and is fitted with comfort-oriented tires, it's still a good time.

Really, the only parts where the MX-5 was at a disadvantage were uphill sections and the straights. It may not seem like it in the videos, but the Nurburgring has steep elevation changes, especially in the sections before the Karussell. In fact, the highest point of the track/one-way toll road is in Hohe Acht, which is just before the famous corner.

Where the MX-5 makes gains is in apex speeds, as its light weight allows it to carry loads of momentum for an even quicker exit. Had it not been handicapped by its stock tires, the roadster could've been a lot faster. However, given the way it moves, we do wonder if more power might actually ruin the MX-5's balance.

What's Next for the MX-5?

Mazda is facing an even greater uphill battle with its next-generation MX-5. It's been over a decade since the last all-new model, and a lot has changed since then. With regulations that favor electrification over lightness, it's bold of the company to say that the next model will be even lighter than before.

Right now, Mazda is having serious talks with its fans to set the direction for the new generation. Developing a redesigned MX-5 is one of the interesting polar opposites. On one end, it's bound by its ethos of being lightweight and affordable, but it has to comply with current regulations. At the same time, it's unbound by practicalities, allowing Mazda to pour everything into its driving and riding dynamics. Whatever the case, we have very high expectations for the next-gen model, as everyone should.

Obviously, Ferrari makes a lot of money from this side of the business—almost as much as it does from selling supercars. Still, it’s not the only super luxury brand that has branched out heavily in merchandise.

Bugatti also offers a wide range of merchandise, and some of the items listed on its official store are quite unusual, such as luxury furniture under the Bugatti Home brand, electric scooters, headphones and even champagne, among many other things.

The Bugatti Of TVs Is Inspired By The Tourbillon Hypercar

But the latest product that wears the Bugatti logo is arguably the most unexpected of them all—a luxury TV. It’s called the C Seed Bugatti N1 TV and it’s the result of a collaboration between C Seed, the Austrian pioneer of luxury 4K MicroLED TV systems, and Bugatti.

Available in 110- and 137-inch sizes, the N1 TV is possibly the most spectacular TV set you’ve ever seen, for at least two reasons: it’s got cutting-edge display technology and a startup sequence that sees its morph from a sculptural architectural sideboard into a widescreen TV in seconds.

The C Seed Bugatti N1 is directly inspired by the Bugatti Tourbillon, more specifically the side profile—the iconic ‘C-line’—of the hypercar. The resemblance is most obvious when the TV is in its closed state, with the start of the opening sequence clearly reminding of the Bugatti Tourbillon’s butterfly doors.

The Bugatti N1 by C Seed also stands out when not in use due to its clean surfaces, precise detailing and balanced proportions. The automaker also says the N1 “perfectly echoes the new era-defining Tourbillon, symbolized by its ‘screen detox’ approach.” Obviously, that only applies when the TV is retracted into its shell.

At the push of a button, things change dramatically: the N1 transforms in 45 seconds from a minimal sculptural object into a 110- or 135-inch 4D MicroLED TV. The dramatic unfolding process, which takes place in several stages, is powered by a center-sliding mechanism that ensures perfectly balanced motion. When not in use, the screen disappears entirely and the luxury TV morphs back into a stylish sideboard.

What Makes It A Great TV

Now for the TV-specific stuff, the C Seed Bugatti N1 features innovative MicroLED MiP technology, which is said to deliver “outstanding contrast, deep blacks, sharp image quality, and energy-efficient performance with minimal heat generation.” Furthermore, the HDR10+ specialized screen coating and C Seed’s patented Adaptive Gap Calibration (AGC) produce a seamless, low-glare cinematic viewing experience.

The Bugatti TV also features a 180-degree screen rotation function together with an optional center-sliding mechanism, allowing the display to easily adapt to all sorts of living environments. Befit of a Bugatti, carbon fiber elements are also present, emphasizing the N1 TV’s lightweight engineering and luxury character.

The TV is said to use original materials and finishes from the Bugatti Tourbillon, as well as an exclusive Sculpture Silver finish and bespoke color configurations.

Another cool thing about the C Seed Bugatti N1 is the sound system powered by Wisdom Audio that is said to deliver “exceptional clarity, precision, and immersive depth through advanced planar magnetic technology and optimized sound shaping, ensuring each driver performs within its ideal frequency range.”

The speakers are seamlessly integrated into the sculptural design; they extend into position when activated and retract discreetly when not in use.

Bugatti’s first TV is available through an exclusive network of selected partners and authorized dealers worldwide. The price hasn’t been officially disclosed, but unconfirmed reports claim the 137-inch model will cost well over $400,000, making it more expensive than many supercars.

The Porsche 911, particularly air-cooled examples, has become a staple of coachbuilding thanks to companies like Singer Vehicle Design. But one designer decided to skip the timeless sports car and instead turn to one of Porsche’s rarest creations: the Carrera GT, which has been transformed into a Le Mans-inspired machine.

The designer in question is Jason Castriota, who designed iconic cars including the Ferrari 599, Maserati GranTurismo, SSC Tuatara, and Ford Mustang Mach-E, among others. This Porsche Carrera GT-based vehicle is his ninth commission, hence the JC9 name, and was presented at Miller Motorcars’ 50th anniversary celebration.

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Echoes Of Le Mans

According to Evan Cygler, director of special projects at Miller Motorcars, the JC9 is inspired by endurance prototypes from the 1960s to the 1980s – think iconic racers such as the Ford GT40 and Porsche 917K. The JC9 even adopts a color scheme reminiscent of the 917K’s Gulf livery, evoking nostalgia for longtime racing fans.

While the exterior could fool untrained eyes into thinking this is an old-school endurance racer, the interior gives it away. Those familiar with the Carrera GT would recognize it instantly, primarily because of the center tunnel that houses the beechwood shifter for the 6-speed manual gearbox. However, this particular one-off features a blue cabin finish that matches the body paint.

The 5.7-liter naturally aspirated V10 has also been retained, producing 612 horsepower from the factory. Limited to 1,270 units, the Carrera GT is the only production Porsche powered by a V10 engine. The powerplant was originally developed for a Le Mans prototype, which never made it to the racetrack.

Porsche's Flagship Evolution

The Carrera GT was succeeded by the 918 Spyder, which brought hybrid power to Porsche’s flagship model line and formed part of the so-called “Holy Trinity” of hypercars alongside the Ferrari LaFerrari and McLaren P1. Porsche later previewed a possible successor with the all-electric Mission X concept, which debuted in 2023, but the project has yet to receive the green light for production.

Cygler did not reveal the cost of the commission. However, given that the Carrera GT regularly sells for seven-figure sums, the JC9 likely costs a fortune. Miller Motorcars is an exotic car dealership based in Greenwich, Connecticut, and also services rare hypercars such as the Bugatti Veyron.

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The shifting landscape of American sports cars reached a defining moment when Chevrolet transitioned the Corvette to a mid-engined layout for the C8 generation. This dramatic move forever altered how enthusiasts view the iconic brand. It also made a return to a traditional front-engined silhouette highly unlikely for any future production models. Despite this corporate shift, Jaguar Exterior Design Manager Jason Battersby decided to explore what a modern front-engined Corvette could look like during his personal free time.

Operating entirely independently from his official role at Jaguar, Battersby drafted a striking homage that pulls inspiration directly from the C2 and C3 eras. The front profile features a long hood dominated by an aggressive center bulge that instantly recalls the classic Stingray. Slender pop-up headlights and pronounced wheel arches round out the nose, delivering a look that captures the essence of classic American muscle with a crisp, modern execution.

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Make the Corvette Sexy Again

Along with the long hood is a short deck, which is a classic look. The rear of this independent design project presents a stunning interpretation of the classic Coke bottle aesthetic. While it skips the famous split rear window of the C2, it incorporates twin air vents running down the decklid to mimic that historic shape. The tail area features simple horizontal LED lighting elements that blend classic American proportions and clean European styling, creating an incredibly striking rear view.

Battersby began mixing these C2 and C3 design cues in 2023, right after leaving Audi's design team. His updated concept integrates a detailed carbon-fiber front splitter, intricate side fins, and a prominent rear diffuser. General Motors making this en masse would almost certainly be out of the question, considering its price. It could make a limited release, but would have to make major changes if they want to keep the mid-engine setup of the C8. Also, it would NOT be cheap.

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We Need A Little Bit of Old-School

Reviewing recent sales figures comparing the Corvette C7 to the C8 brings about a startling realization. Six full years have already passed since the mid-engined C8 debuted with massive global fanfare. It feels like yesterday, yet automotive history dictates that a major update is fast approaching if we follow the typical lifecycle of the C7. The C8 undeniably provided a massive generational leap in performance and styling, but it also left a void for fans of classic proportions.

Looking backward to move forward might actually represent a stroke of genius for Chevrolet. While the mid-engined platform delivers world-class track times, the emotional pull of the classic front-engined shape remains undefeated. Taking a page out of Battersby's sketchbook could offer General Motors the perfect blueprint for a limited, high-end halo car. Melding historic passion with modern engineering is exactly how a legendary brand honors its roots while capturing the imagination of a new generation.

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Years Of Frustration

The owner, known online as Jake Burns and philociraptor, says the display was the result of years of frustration. In Reddit comments discussing the spray-painted truck, Burns claimed Rivian recently attempted to charge him around $1,000 to replace the R1T Quad Motor’s 12-volt battery after the vehicle sat unplugged for roughly 15 days. According to Burns, the two-year-old battery should still have been covered under warranty as Rivian’s 12-volt battery coverage lasts three years.

Burns said Rivian contacted his attorney regarding a possible disparagement case after the protest gained traction online. While several Rivian owners in the same Reddit thread defended the brand and reported mostly trouble-free ownership, others resonated with Burns. Reddit user Huskerzfan claimed his truck spent a significant amount of time in service. He said more than 3% of the vehicle’s mileage was from trips to service centers, while he spent 12.5% of his lease period driving loaner vehicles instead of his own.

A Long List Of Issues

On his website, Burns explains that he was originally an enthusiastic Rivian supporter who reserved an early Quad-Motor R1T because he believed in the company’s vision. He claims the truck he eventually received differed from the original configuration he ordered and that a long list of issues followed soon after delivery. According to Burns, the truck experienced phantom braking incidents, rusted tow hooks, drivetrain noises, rattles, electronic glitches, and many more.

Videos uploaded to his website appear to show the steering wheel shaking at low speeds, unusual noises during acceleration, and driver-assistance systems behaving unpredictably. One of the most serious complaints involves what Burns describes as an unresolved steering defect that allegedly made the truck unsafe to drive. He claims the vehicle has remained parked since July 2025 as a result, while he pursues lemon law claims and legal action against Rivian.

Pressure Builds For Rivian

Although this appears to be an unusually extreme ownership case, it arrives at a sensitive moment for Rivian. The Rivian R1T is considered one of the least reliable EVs on the market, earning a Consumer Reports Predicted Reliability Score of just 18/100. On top of that, the company is preparing for the launch of its more affordable R2 SUV. If that wasn't enough, the National Highway Traffic Safety Administration is investigating rear toe link failures involving Rivian R1T and R1S models after two reported incidents. Investigators say the failures caused vehicles to swerve unexpectedly, with one case resulting in a crash, although no injuries were reported.

Despite the controversy and other concerns, many Rivian owners continue to report positive experiences online. Several users in the same Reddit discussion said they had driven their trucks for tens of thousands of miles without major issues. Burns ultimately summed up his frustrations with a blunt statement on his website: "The public should be able to see what happens when a company is given every opportunity to demonstrate quality and integrity yet chooses not to. Rivian is junk."

Documents obtained by TechCrunch now show that online used auto retailer Carvana has been granted the option to invest in Slate Auto last year.

Carvana was given a warrant to buy shares in Slate Auto in 2025, around the same time the startup was starting to put together its $650 million Series C funding round, paperwork filed with Delaware’s division of corporations shows.

Carvana Could Offer Slate A Platform To Sell Its EVs

Having Carvana as a backer would be a big deal for Slate Auto, but it’s not clear if the online used auto retailer has exercised that warrant or how many shares it was allowed to purchase. The company declined to comment on TechCrunch’s report, and Slate Auto did not respond to requests for comments on the deal.

The timing of the disclosure is interesting as Carvana is looking at ways to expand into new car sales and has purchased several Stellantis dealerships across the United States. On a recent earnings call, Carvana CEO Ernie Garcia III told analysts to “stay tuned” when asked about new car sales.

Like other all-electric car companies including Tesla, Rivian and Lucid, Slate says it “won’t have traditional dealerships.” The startup has said it intends to sell its electric trucks directly to customers, but hasn’t provided details about the logistics of the Slate car-buying experience.

Selling through physical Carvana dealerships could help Slate avoid the inherent logistical headaches of building the direct-to-consumers sales model itself. It would also help raise the company’s profile as Carvana has a massive reach in the United States.

A Major Slate Auto Shareholder Also Holds 8% Of Carvana

Slate has been secretive about its investors since it emerged from stealth in 2025 after Bezos and Guggenheim Partners CEO Mark Walter were revealed by TechCrunch as backing the company. In April, the EV startup revealed that Walter’s firm TWG Global led the Series C round, which makes him one of its largest shareholders.

Interestingly, Walter also holds a major stake in Carvana—8% of Slate’s Class B common stock and 1% of the overall voting power. Only Carvana CEO Garcia III and his father, Ernie Garcia II, have more control.

Carvana itself disclosed in a March 2026 regulatory filing that it had been granted a warrant to buy shares of a “private consumer products company” without naming it. It did say the aggregate value of the warrant was $1.5 million at the end of 2025 and that it “vests in tranches through 2029 based on jointly determined performance goals.” The company also noted that Walter has a “substantial ownership interest in the warrant issuer.”

Slate Auto is expected to announce final pricing for its low-cost electric truck/SUV on June 24. The startup will also start taking non-refundable preorders for the EV, which is expected to be priced in the mid-$20,000s. Slate expects to start deliveries to customers by the end of 2026.

The Cadillac Optiq is considered the entry-level option for the brand's all-electric lineup. It sits below the Lyric, and to buy the "base" model EV Caddy, you have to pay at least $52,695. Since Cadillac is a luxury brand after all, it did the prerequisite service of giving owners the option to spec the Optiq.

Now live on their website is the Optiq car configurator, and since we love a good configurator, we hopped on and tried to max out the specs and options, and wow, does the price jump.

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2027 Cadillac Optiq Full Options

Before anything else, it must be noted that the configurator itself appears to be in its early stages; the website is buggy and, in some instances, crashes. Luckily, Cadillac added a feature to save your build, which came in handy instead of us having to restart the whole tedious process.

Another thing to note is the general confusion the app gives. If you select a specific variant, as we did with the V-Series AWD, clicking on the various options might cause the website to throw an error, and you have to start over. We don't understand why Cadillac didn't just remove the options that you can't put on the V-Series.

Anyway, moving on, the base price of the top-of-the-line V-Series AWD is $69,295, which is already $15,000 more than the base model, setting the tone for the overall cost. The V-Series comes with Brembo brakes, Continuous Damping Control, 21-inch Rims, and a special blue two-tone colorway. Interestingly, you can't really add much to the V-Series because it cancels out the already standard features, so most of the added options relate to charging, like the $1,999 GM Energy Powershift, or packages that include interior floor liners and carpeting.

Some truly expensive features can be added to the V-Series. The charging and convenience package is listed at $2,555, and the Deep Ocean Edition pack will set you back a whopping $8,220 for aesthetic upgrades. The puddle lamps that display the Cadillac logo on the floor are $925; the OnStar Super Cruise 8-year subscription is $3,000. In the end, from the base price, the decked-out V-Series Optiq costs $88,933

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A Lesser Approach

Just for fun, we also decided to play around with the second-highest variant in the lineup: the Premium Sport AWD. It starts at only $55,495, but as we kept adding exterior and interior options, the price shot up to around $67,000. Pushing the price up further were the charging packages and the already-mentioned OnStar subscription, which capped out the Premium AWD Sport at $77,204.

So, on average, it seems that, from the base price, Cadillac will let you add around $20,000 worth of optional goodies if you so choose.

Some might think the dealership system is a big hassle, but what if you could just buy your car? Fewer hoops and hurdles, save for a Costco membership.

If you didn't know, the retail giant has been running its Auto Program since 1989, and its Seattle, Washington, members-only warehouse has in stock 2026-model-year Porsche 911s, Cayennes, Cayenne EVs, Macans, Panameras, and Taycans, all listed at MSRP.

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Dealing with Dealerships

We all know that dealing with dealerships can get pretty annoying. Negotiating for a better price may mean traveling to a different dealership, talking to a different set of people, and going through another sales process to get the car you want. Even then, the price might not be at its lowest.

Meanwhile, Costco's Auto Program might be a good bet for Porsche. The retail giant still partners with authorized dealers to be able to sell cars, but because it is Costco, the dealers are incentivized to offer their best prices. The pre-discount price already includes the $2,350 delivery, processing, and handling fees.

Whatever the list price is on these Porsches matches the brand's MSRP, as verified by our source. Also, you should know that the Costco Auto Program is run by a third party, which is another layer to the deal. Still, a Porsche at MSRP sounds pretty good and could be one of your options.

Reality Check

Porsche is a brand that's known for its transparent pricing, or at least that's what it's trying to show with its transparency programs. With that, one can consider that there is a legitimate discount behind the Costco listings. "Ignore the price! Members pay less," says Costco on its website.

However, you should know that the Costco Auto Program is primarily a lead-generation platform. It does make car buying simple, with little to no negotiation, headaches, or legwork; however, you do have to consider that it still might not be the best deal out there, since there is now a middleman between you and the seller, so to speak.

The same sentiment towards Porsche might not apply to other brands in the Costco Auto Program, such as Mercedes-Benz, Volvo, Chrysler, Land Rover, and Chevrolet, among many others. While it is good to take a look, definitely keep your options open.

Smart Shoppers Look For More Options

Even if Costco does offer a more favorable rate, it might still be wise to look for another option. It's safe to say that the listed price on Costco's website is close to the best deal, but definitely keep your options open and check with other dealerships in order to get the most bang for your buck.

With over 649 warehouses in the U.S. and Puerto Rico, it's possible that a deal is out there waiting for you somewhere, even without a Costco membership.

Automakers are already rolling out 2027 pricing, and higher sticker prices are quickly becoming the new normal. GM is right in step with the Chevrolet Traverse, but the price hikes depend on which trim you’re eyeing.

According to GM Authority, most 2027 Traverse trims see modest price bumps, but the base LT stays put. The real curveball is at the top: High Country now leapfrogs the RS to become the priciest Traverse you can buy.

These price bumps might not look huge on paper, but they land just as buyers are already dealing with higher payments and rising insurance. So here’s the real question: with 2026 Traverses still easy to find, is now the time to snag one before the 2027s hit the showroom?

2026 Traverse Discounts Are Hard to Ignore

Check dealer listings, and you’ll see it right away: 2026 Traverse models are everywhere, and the discounts aren’t exactly hiding.

The best deals show up on the higher trims. On Cars.com, you can spot a 2026 Traverse LT for as little as $35,195, with dealers often slashing $5,000 to $7,000 off the sticker. The Z71, built for off-road, drops to about $41,395, with discounts in the $4,000 to $5,000 range.

Climb up the lineup, and the deals get even sweeter. RS trims start at about $47,895, with markdowns between $7,000 and $9,000. Even the top-shelf High Country, which gets more expensive for 2027, can be found for around $51,090 – often with $6,000 to $8,000 knocked off.

That means some 2026 RS and High Country models, with all those discounts, could actually cost less than the new 2027 versions – sometimes by a wide margin.

What Buyers Give Up by Skipping the 2027 Model

Going with the outgoing model year does mean missing out on a few updates. According to GM Authority, the 2027 Traverse brings some tweaks – like improved camera features, new wheel designs, and a couple of fresh paint options. Chevrolet is sticking to its usual playbook of small, steady upgrades instead of a full overhaul.

Mechanically, little changes. The turbocharged 2.5-liter engine and eight-speed automatic transmission are expected to carry over, with front- or all-wheel drive depending on trim.

For most buyers, it comes down to what matters more. If you want the latest model and those new features catch your eye, waiting for MY2027 is the way to go. But if getting the most for your money is the priority, the current crop of discounted 2026 Traverses is hard to beat – especially when some are still basically brand new, just with a much lower price tag.

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Speaking on The Verge’s ‘Decoder’ podcast, Bensaid, who is Rivian's chief software officer, said that deeply integrated automotive artificial intelligence is the way forward for human-machine interfaces.

Deep AI Integration In The Car Is The Future According To Rivian

"The challenge with screen mirroring solutions is that they take over every single pixel in the car, and that’s not the way we see ourselves interacting with our users,” Bensaid said. Rather than leaving it to Apple CarPlay and Android Auto to handle the driver’s in-car experience, Rivian is trying to build its own interface around “end-to-end integration.” A first step in that direction is the Rivian Assistant.

In his opinion, “deep AI integration in the car” will eventually make the entire debate over CarPlay “completely obsolete.” How will that come to be? Well, Bensaid argued that Rivian owners will eventually use an AI agent to access the core functions of many apps rather than switching between Apple CarPlay, Android Auto or native apps.

"I really believe that the way you interact with apps which are mono-threaded, single buttons, single icons, a lot of that will be now completely reshaped into a world where it will become an agentic integration that presents itself into a wholesome user experience to the user," Bensaid added.

That said, Rivian’s software boss acknowledged that developing an AI agent capable of making Apple CarPlay apps redundant will take some time to develop.

Bensaid also argues that Rivian owners are less interested in CarPlay than they used to be. According to him, more than 70% of customers wanted CarPlay when Rivian vehicles first launched about five years ago, but a recent survey showed that figure had fallen below 25%.

Rivian's Software Boss Thinks Buttons Shouldn't Be The Primary Way Of Interacting With The Car

When asked if he still thinks having buttons in the car is an anomaly, as he famously stated in 2024, Bensaid declared himself an adept of the voice-first approach.

“I deeply believe that voice has the chance to be the primary interface in the car. I also think that buttons can exist, but they shouldn’t be the primary way with which you interact with the car. I think there’s more that is possible with voice since you can do more than one single function,” he said.

At this point, it’s worth noting that Bensaid appears to willingly ignore drivers who like to use physical buttons and don’t want to rely on AI-powered voice control for even the most basic car functions like turning the AC on or activating the hazards, for example.

People have been using physical buttons in cars for more than 100 years and that has worked very well. The simplest solutions are always the best, and few things are simpler than a physical button: you push it, it does what it’s supposed to do, and that’s it.

You don’t need a network connection for it to work, you don’t need to speak to activate it (maybe your kids are asleep in the back and you don’t want to wake them up), and you don’t need to look for it because it’s always in the same place.

Now, tech companies have the propensity to complicate things and offer new tech for tech’s sake, and in this context this does seem to be the case—at least when it comes to Bensaid’s thesis that AI agents will eventually replace actual buttons. We’d like to hear your take on this at a time when many automakers are bringing back physical buttons.

General Motors made a bold move last year when it announced the removal of Apple CarPlay and Android Auto from future vehicles. The automaker began gradually phasing out phone mirroring integration in 2023 as the brand aims to replace these popular platforms with its own integrated navigation and communication system. Customers were largely frustrated by the loss of their preferred interface as any drivers rely heavily on these familiar smartphone projection features for daily commuting and simple media control.

A company recently launched a plug-and-play device called EV Play to restore lost Apple CarPlay and Android Auto functions in GM vehicles. Buyers can choose between the premium EV Play Max for $425, which features advanced video streaming connectivity, or the more affordable EV Play LT for $199. Both options require only a one-time fee and successfully bypass GM's strict manufacturer restrictions. Crucially, the device is completely reversible, will not break your factory vehicle warranty, and can easily be unplugged to take with you for use in rental cars.

Billions in Revenue and the Tesla Effect

The push toward proprietary infotainment systems ultimately comes down to massive financial incentives with automakers realizing that controlling the digital dashboard is incredibly lucrative. Developing internal software creates new opportunities for downloadable content and ongoing subscription services. Industry analysts estimate this automotive software revenue could reach up to 18 billion dollars in the coming years. Brands are trying their best to force users into these closed ecosystems to capture that massive potential profit.

GM is certainly not the only automaker playing gatekeeper with smartphone integration today. Tesla has famously refused to offer Apple CarPlay or Android Auto since its inception, however, the brand recently announced it will finally be developing this integration into their cars soon. Significant delays have been going on throughout 2026 though, as buyers are still waiting for the company to deliver on this anticipated promise. This frustrating situation leaves tech hungry consumers looking for third party hardware workarounds.

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The Lowdown

Apple CarPlay and Android Auto have been the most useful features in any car for me over the past few years. Having immediate access to my phone interface makes driving safer and much more enjoyable. Removing these features purely for financial reasons is highly questionable. Creating an artificial barrier just to earn more money off loyal customers feels incredibly shady. Drivers deserve the right to choose how they interface with an expensive vehicle they already purchased. However, this third party fix is not entirely perfect. Some Reddit users have found the solution to be a bit clunky in practice. They report that the experience is not as seamless as actual integrated Apple CarPlay found in other cars.

There is a slight catch for anyone planning to buy this workaround module. A section in the EV Play FAQ page notes a potential software risk as GM might be able to disable the product feature itself through future vehicle updates. The company behind EV Play stated they will try their best to continue support and provide necessary patches. Buyers should remain aware of this ongoing digital battle before spending their money, but for now, this seems to be a reprieve for those like me who think Apple Carplay has been the best new feature in cars in decades.

Overview of U.S. News' Study

U.S. News evaluated 148 new vehicles (all latest model year with "from the factory" features) across 18 classes - judging them across criteria that it considered relevant and significant, for each respective category. Each category was further separated by drivetrain to ensure representation for all types of new car buyers.

For Road-Tripping: Cars were judged on road-trip characteristics such as seating capacity, fuel economy, and infotainment systems. Cars were also judged according to vehicle quality, considering build quality, reliability, and safety. Each of these was allocated a 50 percent weightage, upon which the cars were judged.

For Camping: Cars were judged based on camping-oriented features and stats - such as tow rating, cargo space, and "camper-friendly features" such as power outlets, storage cubbies, and other related features. Cars were also judged on overall quality, as mentioned above; each of these was given a 50 percent weightage, upon which they were judged.

For Off-Roading: While no Hyundais were winners in this category, cars were judged on off-road geometry - referring to approach and departure angles, ground clearance, and other relevant characteristics; cars were also judged according to off-road feature availability, such as trail assists, hill-descent controls, etc. Each of these criteria was given a 50 percent weightage. For this category, the winner was the Ford Maverick.

The All-Electric Standout: Hyundai IONIQ 9

Taking home top honors in two separate categories, the all-electric IONIQ 9. It was crowned both the Best Electric SUV for Road Trips and the Best Electric SUV for Camping. Thanks to its three-row seating configuration, 422 horsepower output, and next-generation convenience features, the IONIQ 9 stood out to the judges as being the most compelling overall package.

Camping Companions: Hyundai Tucson & Tucson HEV

For those who love to pitch a tent and sleep under the stars, the 2026 Tucson and Tucson HEV (Hybrid) earned the title of Best Compact SUV for Camping. U.S. News highlighted these models for their highly travel-friendly features and immense cabin space. It features 38.7 cubic feet of rear cargo room, expanding to 74.5 cubic feet with the seats down. Hybrid models achieve 36 combined MPG, while gas models tow up to 2,750 pounds, sufficient for most people. The Tucson family provides the perfect balance of trail capability and fuel efficiency for remote weekend getaways.

For the Interstate: Hyundai Palisade Hybrid and Hyundai Kona

Long drives require exceptional passenger comfort and seamless connectivity. For families, the Palisade HEV secured the Best Midsize Hybrid SUV for Road Trips. With its three-row configuration, dual 12.3-inch displays, and up to 34 MPG combined, it offers a strong value proposition.

Meanwhile, the Hyundai Kona won Best Subcompact SUV for Road Trips. Offering upgraded connectivity, the latest Hyundai Bluelink technology, active safety systems, and a surprisingly spacious cabin for its class - with 25.5 cubic feet of cargo space with rear seats up, and 63.7 cubic feet with the seats folded down, the Kona proved itself, along with its Hyundai siblings, to the judges as some of the most suitable vehicles for adventurers on sale today.

How This Engine Ended Up On a Plinth

Bugatti reportedly produced a dozen of these engine and gearbox combinations, primarily for dealerships and international motor shows. Complete with turbos, sensors, control units and mounts, each Chiron drivetrain weighs 1,234 pounds (961 lbs engine + 273 lbs transmission). Most are still floating around showrooms and manufacturer facilities somewhere in the world. Only a handful have made it into private hands, having never actually powered a Chiron.

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This particular unit was purchased directly from the factory and has sat in storage ever since, completely unused and in original condition. For the right collector, it is the kind of object that anchors a room. It could be the centrepiece of a garage or private museum, one that no supercar can quite match for sheer conversational weight.

Why the W16 Is Already a Collectible

The W16 first appeared in the Veyron, the car that proved 1,000 horsepower in a road car was achievable and not just theoretical. The Chiron took that architecture further, producing 1,479 horsepower and hitting 0-62mph in 2.4 seconds. The 8.0-litre W16 is essentially two narrow-angle V8s sharing a common crankshaft, with four turbochargers, ten radiators, and over 1,200 individual components working in concert to hold peak power output almost indefinitely, something no other production car engine on earth could claim.

Its replacement, the Tourbillon, ditches the quad-turbo layout entirely in favour of a Cosworth-developed naturally aspirated V16 paired with three electric motors producing a combined 1,775 horsepower. While the new engine revs to 9,000rpm, it will never carry the same mythology as the engine now sitting on a plinth waiting to find its forever home.

I just returned from the bustling floor of the 2026 Philippine International Motor Show. Nissan Philippines dropped a massive surprise during their presentation. They officially unveiled a preview of the upcoming Nissan Primera EV. This sleek new electric vehicle is essentially a rebadged version of the Chinese market Nissan N7 sedan. This specific name change is highly exclusive to the Philippine market. It marks a bold new chapter for a resurrected nameplate that carries heavy nostalgia for seasoned enthusiasts.

Longtime automotive fans will instantly recognize the revived moniker. The original Primera was a beloved 1990s Nissan known for its engaging driving dynamics. It was famously introduced in America as the premium Infiniti G20. Putting the classic Primera badge on a radically different electric car might not hold that much weight for the broader local Philippine market today. American fans of ‘90s cars, though, will definitely notice the historical connection right away.

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Sleek Aesthetics and Cloud Cabin Comfort

Walking around the Primera EV in the metal reveals an incredibly slippery and modern design. The exterior features a sleek fastback profile with flush door handles and premium frameless doors. A fresh take on the signature V Motion grille is present at the front. It is flanked by an illuminated badge and a continuous full width LED light strip. The engineers achieved an ultra low drag coefficient of just 0.208 Cd to maximize overall aerodynamic efficiency.

Nissan Philippines has not released official local specifications just yet. We can easily base our educated speculations on the existing Nissan N7 sold in China. The minimalist cabin is dominated by a massive 15.6 inch high resolution central touchscreen. The absolute standout feature is the AI zero pressure cloud seat system which constantly adapts to your driving posture. For the powertrain we expect the Philippine market to receive the larger 73 kWh battery. That setup pairs with a 268 horsepower front motor for an estimated range exceeding 370 miles.

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The Drivetrain Testing Ground

This unique launch proves that Nissan is at a critical global crossroads right now. The Japanese automaker is actively trying to rationalize and streamline its extensive worldwide model lineup. Interestingly the Philippine market is serving as a strategic testing ground for this major transition. The local arm is aggressively expanding its portfolio with incredibly diverse electrification technologies. They clearly want to see exactly how consumers respond to different modern powertrain solutions.

Take a close look at the wildly different vehicles Nissan is introducing locally. We have the fully electric Primera EV standing alongside the Nissan X-Trail e-Power series hybrid. That specific crossover is widely known as the Nissan Rogue in America. Joining them are the updated Nissan Kicks ePower and the rugged Nissan Navara Pro PHEV. Nissan is simultaneously offering pure battery electric, series hybrid with the ePower, and plug in hybrid drivetrains to figure out which system will ultimately dominate. This critical sales data will undeniably shape how Nissan scales its future global platforms.

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