Lagondas were built to go beyond the “typical” luxury of an Aston Martin. As the premium and ultra-luxe brand under the Aston Martin name, it produces some of the most bespoke British luxury cars in the world, and if you’ve been wanting one for the longest time, here’s a chance to own one.

Essentially, it’s the Maybach of Aston Martin, which translates to no compromises and no corners cut, and you can expect that nothing was held back when they created this one-of-four 2018 Aston Martin Lagonda Taraf Final Edition.

This is one of those “if you know, you know” type of cars. It’s far removed from the “typical” Aston Martin Vanquishes, DBs, and whatnot. However, it’s not as iconic, which might be the reason why its aftermarket value is a steal in comparison.

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“Taraf”

The “Taraf” designation was initially intended for the Middle East market only, but due to its popularity, it went global. The Aston Martin Lagonda Taraf went on a total production run of 120 units, and it was one of the most expensive sedans in the world. The model was introduced in 2014 and was in production from 2015 to 2016. In 2018, Aston Martin decided to send off the Lagonda Taraf with a Final Edition. In that production run, there were only four, and one of those four is now up for sale.

Inside, it’s all luxury with no corners cut. Quilted white leather paired with blue and more opulence than Aston’s “standard” fare. The Lagonda is also a hand-built piece, which means that every detail came into contact with the artisans that Aston Martin had at the time under the Lagonda name.

It’s no slouch either because it also came with a 5.9-liter V12 engine (which Aston rounds up to 6.0-liters) mated to an 8-speed ZF transmission that punched out 540 horsepower and 465 lb-ft of torque. That was enough to bring this V12 super sedan to 62 miles per hour in just 4.4 seconds.

On top of all of that, we’re seeing only 166 miles on this Lagonda’s clock, which is three more than the one that Broad Arrow Auctions had that sold for $472,500. That car also came with a luggage set. It might be best to ask DuPont Registry if the car comes with its luggage set.

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For Sale

Listed on the DuPont Registry, the current bid at the time of writing is $460,075. Historically, Aston Martin Lagonda Taraf models were being sold, but the market value has since sunk to under half a million.

Even if you had the money at the time to make this purchase, the Lagonda Taraf was an invite-only type of car, which meant that Aston would have to handpick you to buy this hand-built ultra-luxe sedan.

It seems like a total bargain if you’re an Aston Martin fan. This is the last of the Tarafs, a late-year model and an ultra-exclusive model that only a few ever got the chance to buy. Now, it’s going for less than half a million, and it’s available right now.

The car itself is available at Ferrari of Rancho Mirage in California. It’s painted in Ultramarine Black, which is taken from the Lagonda archives, and its interior is a Q White Essence palette with Caspian Blue carpets.

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New Nissan Murano Dark Armor

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Known as the Dark Armor, this new Nissan Murano trim is the mid-range model, fitting in between the base SL and top-spec Platinum. The previous SV model has fallen away for 2027.

The Murano is already one of the segment’s more futuristic models to look at, and the Dark Armor treatment amplifies the effect. It rides on gloss black 21-inch wheels and is finished in one of six exterior colors: Gun Metallic, Super Black, Scarlet Ember, Everest White, Boulder Gray with a Super Black roof, or Everest White with a Super Black roof. The sharp look is completed with sporty bumpers and lower side moldings.

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This trim comes generously specified with the following features:

• Panoramic moonroof
• Prima-Tex upholstery
• Heated front seats and steering wheel
• Power-adjustable driver’s seat
• HD surround-view monitor
• 10-speaker Bose sound system
• 12.3-inch touchscreen display

Inside, the only color available for the Dark Armor variant is Graphite. 

Related: I Drove the 2025 Nissan Murano in Los Angeles. Here’s My Honest Review

2027 Nissan Murano Pricing

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The 2027 Nissan Murano is quite a bit pricier than before, since the previous SV trim has been discontinued. It now starts at $43,990 for the SL, which is $2,320 more than the older SV. However, the 2027 Murano SL is actually $2,770 cheaper than the equivalent 2026 trim.

Following that, the new Dark Armor costs $46,990 and the Platinum goes for $49,790. 

All trims continue with Nissan’s 2.0-liter four-cylinder VC-Turbo engine which makes 241 horsepower and 260 lb-ft of torque. The transmission is a nine-speed automatic and all models have AWD. We found that turbo lag is noticeable and the auto is occasionally hesitant, but the vehicle is otherwise refined and composed.

Buyers after a near-luxury experience will be surprised by what the Platinum trim offers. This model comes with quilted semi-aniline leather seats, ventilated/massaging front seats, heated rear seats, and available ProPilot Assist 2.1, whereby drivers can take their hands off the steering wheel on the highway.

Nissan Murano Rivals

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The Murano is not the most rugged vehicle in this segment. Instead, it targets other two-row crossovers with a greater focus on refinement and quality. With that in mind, the Mazda CX-70 and Toyota Crown Signia are comparable.

The Mazda is very stylish and starts at $42,750 for the 2026 model year. It’s a more engaging vehicle to drive, thanks to a well-tuned chassis and a standard 3.3-liter twin-turbo six-pot with 280 hp. It’s also available with a 340-hp version of this engine, and the interior is beautifully finished.

Toyota’s Crown Signia has a Lexus-like appeal with its premium finishes and soft ride. It starts at $44,690 but focuses more on efficiency than performance with its hybrid powertrain. It gets up to 38 mpg combined and makes 240 hp; it’s roughly as quick as the Nissan but far more efficient.

While the Murano is impressive, it doesn’t comprehensively beat its rivals in any area, and the 2027 model’s modest changes may not go far enough.

Related: The Nissan Murano Is Returning to Japan—and It’s Already Getting a Wild Makeover

Porsche’s Sonderwunsch program isn’t just for special one-off builds that will be sold for charity or go to a museum. The special order program is for everyone who can afford it, and it’s been around since 1978.

For the modern era, though, it’s grown into something bigger. It’s now the highest form of individualization straight from the factory that goes beyond special-order paint. That said, the current form of the program revolves around 911s, but that’s about to change soon.

Not Just 911s

As confirmed by Porsche to Motor1 during Monterey Car Week, the company will soon expand the Sonderwunsch program to other cars in the lineup. Perhaps unsurprisingly, there have been inquiries for the individualization of the automaker’s more practical models. After all, this is a brand that prides itself on offering as many options and combinations for customers, and the Sonderwunsch program kicks it up a notch.

Alexander Fabig, Porsche’s vice president of individualization and classics, told the publication, “Yes, we have inquiries for four-door sports cars that we are currently working on. Of course, that’s the minority. The majority of customers are looking for two-door sports cars, but we have it, and on different levels.”

One-Off Cayennes and Panameras, Anyone?

Now, we’re not expecting hordes of Cayenne and Panamera customers rushing in to apply for the program. That said, the fact that it’s opening up for other models is an interesting and progressive step in widening its appeal. If anything, though, we’ll probably see more Cayenne owners taking up the offer.

Do remember that the Sonderwunsch program isn’t just for new cars. Through its recomissioning arm, one can also ‘restomod’ their chosen Porsche model, complete with a special factory warranty. So if anyone out there has an old Cayenne lying around and has money and time to burn, your time will soon come for Porsche to work its magic.

A Taste of Things to Come

Maybe Porsche was hinting at opening the Sonderwunsch program to other models this whole time. For those who remember, it unveiled a recommissioned first-gen facelift Cayenne GTS back in November 2025. It was specifically built for American collector Phillip Sarofim, who wanted an SUV that complemented his 911 Spirit 70.

The one-off Cayenne featured paint-to-sample Blackolive on its body, all-terrain tires, matte black body cladding, and a custom interior. The car was then brought back to near-new mechanical condition, which is great as the collector mentioned plans to tow an Airstream across the Rub al-Khali.

Interested? Do note that one car takes a couple of years to build and restore, so this isn’t something that’ll be rushed. Still, for those who’d like to make their own Panamera or Cayenne unique, it should be worth the wait.

The Ford F-150 lineup is sprawling, with something for everyone this year. If you’re pinching pennies, the XL starts at $37,290. But if you want to go full beast mode, the F-150 Raptor is your ticket – though right now, that ticket costs $79,005 before destination fees.

For 2027, Ford is reportedly chopping that base price down to $74,995. That’s a pretty hefty discount, making the Raptor a bit more accessible for those who want their trucks with extra attitude.

The New $74,995 Raptor

Ford’s own ordering guide, snagged by CarsDirect, confirms the 2027 F-150 Raptor will start at $74,995 before destination. That’s $4,010 less than the 2026 model – a rare price drop in today’s world.

This new pricing puts the Raptor in a head-to-head showdown with the 2027 Ram 1500 RHO, which just so happens to share the exact same $74,995 sticker price before destination fees.

Of note, the Raptor’s $2,795 destination charge bumps the real starting price to $77,790 before taxes and fees. The Ram RHO? Same deal, same fee.

Of Course You’re Giving Something Up

So, what’s the catch? The lower price means the base Equipment Group 800A loses a few goodies that used to come standard, according to the ordering guide. Gone are the 14-speaker B&O Unleashed sound system, head-up display, and heated rear seats. If you want those, you’ll have to pony up for Equipment Group 801A.

That upgrade will reportedly set you back $4,120, pushing the Raptor’s price right back up to about $79,115 before destination. In other words, if you want all the bells and whistles, most of that price cut disappears.

Still, this new setup gives buyers more options. If you’re all about the Raptor’s off-road chops and don’t care about fancy extras, you can save some substantial cash. But if you want the full luxury treatment, that lower MSRP is more smoke and mirrors than real savings.

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While the initial assembly rate is admittedly sluggish, mirroring the incredibly slow ramp-up phase experienced by the outgoing E-Ray, the fact that customer cars are clearing the line and entering the shipping phase is a massive win. If you have studied the stunning visual reveals recently published, you know exactly why enthusiasts are desperate for this wide-body beast to hit the streets. Higher output targets are scheduled for the coming weeks as GM prepares to handle these manufacturing complexities.

Boss Level C8

Replacing the E-Ray in the Corvette range for the 2027 model year, the Grand Sport X brings a massive performance paradigm shift. It pairs an entirely new 6.7-liter LS6 small block engine, which produces 535 naturally aspirated horsepower on its own, with a front-mounted electric drive unit. This potent self-charging hybrid setup delivers incredible combined output. Confirming earlier estimated power figures, this all-wheel-drive monster generates 721 horsepower and 665 pound-feet of twist.

Visually and structurally, the Grand Sport X borrows the aggressive, widened stance of the C8 Z06. It acts as the perfect middle ground between the combustion-only Grand Sport and the track-destroying variants. For those ready to write a check, the Grand Sport X coupe starts at $109,700 before destination charges, while the drop-top convertible demands $116,700. The standard Stingray remains the entry point at $71,000.

Trim levels follow the familiar LT nomenclature rather than the LZ badges used by higher-tier track cars. The base 1LT offers Mulan leather GT1 seats and an 8-inch touchscreen. The sweet-spot 2LT adds the Performance Data Recorder, a head-up display, and 14-speaker Bose audio. The top-tier 3LT brings extended leather, suede microfiber, and carbon-fiber interior accents. Buyers can also spec the Z52 track performance package for upgraded aerodynamics, brakes, and suspension.

What this Means for GM

The introduction of the Grand Sport and Grand Sport X completely redefines the C8 generation hierarchy, and we are already seeing the market react to this monumental shift. General Motors made a bold move by sharing the new free-breathing LS6 V8 with the Stingray but retaining the Stingray’s narrow-body design from the LT2 era. Because buyers crave that aggressive wide-body look combined with the potent new powertrain, the mid-tier model is overwhelmingly cannibalizing Stingray sales across dealerships nationwide.

In my view, the Grand Sport X is the absolute sweet spot in the modern Corvette lineup. It gives you the blistering off-the-line electric torque of the old E-Ray but backs it up with a vastly superior, larger-displacement V8 engine that actually sounds like a proper American supercar. While the sluggish initial production figures are mildly concerning for those stuck on waiting lists, the sheer performance value GM is offering at just under $110,000 makes this hybrid an undeniable triumph on paper.

The Toyota Highlander is going electric for 2027, marking Toyota’s first three-row EV for the US. It’ll be built in Kentucky, and now, its battery pack is officially stamped ‘Made in America’ too.

LG Energy Solution’s sprawling 226-acre facility in Lansing, Michigan, just kicked off production this week. The $2.6 billion site will crank out batteries for everything from EVs to energy storage, with plans to pump out over 35 gigawatt-hours a year once it’s up to speed.

For Toyota, Lansing will be churning out energy-dense nickel-manganese-cobalt cells – just the thing for the 2027 Highlander EV. That means the new SUV’s battery supply chain is now mostly homegrown.

The Highlander EV’s Michigan Connection

You can’t order a 2027 Highlander EV just yet, as Toyota pushed back its production to next year, so when these will actually hit driveways remains a mystery. What we do know: assembly is set for Toyota’s Kentucky plant, and the batteries will be fresh out of LG’s new Lansing digs.

Right now, about 900 people clock in at the Lansing plant, but that number should nearly double once things ramp up. LG Energy Solution has already poured over $2 billion into this site since 2022, and more than $5 billion into Michigan since 2010.

Here’s a twist: this plant was supposed to be a GM-LG joint venture, but GM bailed out in December 2024, leaving LG to take the reins solo. That move is part of GM’s bigger rethink on Michigan EV production, as demand hasn’t quite played out as planned. So instead of cranking out batteries for GM, Lansing’s main automotive customer is now Toyota.

Toyota Won’t Be the Only Customer

Toyota isn’t the only automaker cashing in on LG’s Michigan expansion. Next year, the Lansing plant will start making prismatic cells and add another big-name customer. That customer is none other than Tesla.

The plant’s also busy making lithium-iron phosphate cells for energy storage. LG Energy Solution Vertech will slot those into systems for everything from utilities to big industrial setups, with DTE Energy lined up as one of the first to use Lansing-made batteries.

LG Energy Solution wants to crank out over 50 gigawatt-hours of LFP cells in North America by the end of 2026. With Lansing teaming up with its Holland, Michigan plant, the company is putting Michigan right at the heart of its battery empire.

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Aston Martin Wants The Vanquish To Stand Alone

With the headlights of the Vantage, DB12, and Vanquish all showing a family resemblance, it appears that Aston Martin wants to differentiate the rear of the Vanquish S, and the four new tailpipes in the middle of and underneath the rear end are the ones we’ll see in production. If they look familiar, you might recognize their completely unusual layout from the recently unveiled Aston Martin Valen, which claims the title of the most powerful front-engine V12 production car on the planet. After trying three central exhaust tips on the Valour and four central tips on the similar Valiant, it seems Aston Martin has finally settled on four exhaust tips scattered in a rough trapezoidal shape. This layout can also be traced to the mid-engine Valhalla supercar, though it’s less obvious there because the upper tips sit atop the engine cover and the lower pair sit in the diffuser. Take a look below to see what I mean.

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All of that to say that the Aston Martin V12 Vanquish appears to be about to undergo a significant transformation in the style department, aiming to make it look and feel more exclusive. This theory is backed up by our own spies, who report that the Vanquish S will be considerably more expensive than the $440,000-odd Vanquish, starting at roughly €500,000, or nearly $580,000. Will wildly aggressive looks help poach Ferrari 12Cilindri buyers? Perhaps, but more is needed to justify such a price jump.

More Power, Better Handling Coming To Vanquish S

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According to our spies, the Vanquish S will not make use of hybridization to increase its performance, with the 5.2-liter twin-turbocharged V12 remaining combustion-only. Instead of the standard car’s 824 horsepower, the Vanquish S could produce as much as, or even more than, the 838-hp Valen. This will be complemented by a beefier suspension setup, a larger front splitter, some changes to the rear aero profile (no doubt necessitated by the new exhaust setup), and presumably retuned or upgraded brakes. A reveal is expected late this year or early in 2027, but I have some concerns, especially since the hardcore version of Aston’s entry-level Vantage is also getting multiple weird exhaust outlets, suggesting that all pumped-up Astons are going this route.

Autoblog’s Take: Aston Martin Is Walking A Fine Line

Aston Martin has only just revealed the 150-unit Valen, and its design is genuinely unique in the range. Now, the company is mimicking the low-volume Valen’s rear aesthetic with a still-expensive but much more attainable car that will form part of its core range and also have a V12, potentially one as powerful as the Valen. Granted, the Valen may be lighter, and its overall aesthetic could never be confused with the current Vanquish (though it may be confused with an S650 Mustang from the front), but remember when Aston Martin revealed the one-off Victor mentioned earlier? Because that car was globally adored, Aston subsequently created the very similar but much more commonplace Valour (a whopping 110 units) less than three years later, and then a modified one-off of that called the Valiant. That lessened the impact and uniqueness of the Victor. I understand Aston wants to stand out and evolve styling across its portfolio, but the people who pay top dollar for the best models also expect lasting exclusivity, and when their special editions turn out to look nearly identical to cheaper core models that follow, it can diminish perceived value. You don’t see Ferrari making the 12Cilindri look like the Daytona SP3, do you? I rest my case.

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Things are going pretty well for the Chevrolet Traverse: the 2027 model recently went on sale with several updates, while U.S. sales increased 25.7% year over year through June 2026. Behind the scenes, however, the 2027 Traverse is reportedly getting a shorter-than-usual production run.

That information comes from GM Authority, citing sources close to the matter. GM reportedly considers the 2027 Traverse a “Limited” model, referring to its shortened model-year run, as it makes way for the refreshed 2028 model. No official details have been disclosed, but the reported production plan could matter to prospective buyers.

The Next Move Is Taking Shape

Competing against the likes of the Ford Explorer and Honda Pilot, the Chevrolet Traverse is a three-row midsize crossover currently starting at $40,800, excluding destination charges. The expected 2028 update – which would coincide with the nameplate’s 20th anniversary – could bring design tweaks to the front and rear, along with cabin revisions. It could also receive an upgraded infotainment system and possible mechanical changes.

Because the 2027 Traverse is expected to serve as a brief bridge to the refreshed model, buyers may find little reason to choose it over the 2028 unless it comes with meaningful discounts or incentives. Those who can wait could receive a model with expected styling, cabin, and infotainment updates.

For reference, the current-generation Traverse arrived for the 2024 model year, making 2028 plausible timing for a mid-cycle refresh. It uses a turbocharged 2.5-liter LK0 inline-four producing 328 horsepower and 326 lb-ft of torque, paired with an 8-speed automatic transmission and either front- or all-wheel drive.

The Waiting Game Starts Here

Again, the shortened 2027 production run has not been confirmed. Prospective buyers may want to watch for official announcements or, if they are especially eager, ask a local dealer about the 2028 model’s timing, pricing, and expected changes.

The reported timing also aligns with reports that the Buick Enclave could receive a refresh for the MY2028. The Traverse and Enclave share the same platform and engine, although the latter is positioned as the more upscale offering. GMC has its own version of the same large three-row GM crossover formula with the Acadia, which leans toward a more rugged, off-road-oriented image.

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There are some models that are part of the very fabric of a nation’s automotive history, despite not being available worldwide; these nameplates transcend borders and are respected and coveted worldwide. One example is the Ford Falcon, which has a very special relationship with the motoring and enthusiast scene in Australia.

The Falcon was an Australian V8 icon for more than half a century, with production and sales ceasing in 2016. It seems the Falcon name still flies on a sedan, though, from the least expected place and in the least expected form.

Chery Falcon

Automotive publication Drive reports that the Falcon name is still around, but unfortunately you’d have to live in China to get one. Chery Automotive is one of the biggest carmakers from China, and it is using Falcon not as a car per se, or even related to the legendary V8 sedan. In fact, Chery’s Falcon refers to the brand’s latest generation of driving-assistance technologies, specifically aids like self-parking and fully self-driving capabilities.

The Tesla-esque Self-Driving Falcon features have been rolling out across Chery’s models over the past 18 months. Ironically, a mid-size sedan has just received the Falcon driving aids: the Chery Arrizo 8 PRO, which is the same size as a Toyota Camry or an older Ford Falcon. Funnily enough, the Arizzo 8 PRO’s Falcon technology is dubbed the Falcon 500, another Ford Australia badge applied to the mid-range Falcon models from the 1966 XR to the 1978 XC.

The Arizzo has been equipped with 3 different versions of the Falcon driving aids; one of the key features is the new semi-autonomous highway driving, known as Navigate on Autopilot (NOA). This system can help the car get on and off ramps on the highways, including lane changes by itself with little human input. Falcon 500 also has automatic parking as standard, which can park the car for you in perpendicular, parallel, and diagonal spaces. It can also memorize parking maneuvers and can trace back its last 50 meters in reverse.

Return Of The OG?

While the Falcon name can be used in China freely, the rights to it in Australia are held by Ford. So if Chery were to launch the same driving aids suite in ‘The Land Down Under,’ they’d have to use a different name for it. When it comes to the return of the Falcon name as a car, Ford is apparently planning to release a 4-door Mustang, which means in Australia it could be rebadged as the Falcon, should it push through.

The Work Truck is built for fleet and commercial use, serving mostly contractors and businesses that need a capable workhorse instead of a luxury vehicle. Here’s a closer look at what comes standard on the 2027 Chevy Silverado WT.

Built To Work, Not Impress

The Work Truck sits at the bottom of the Silverado hierarchy, prioritizing durability and value over luxury. Forget about supple leather and alcantara. Instead, buyers get hard-wearing, easy-to-clean surfaces throughout the cabin – including the floor – and a choice between cloth or leatherette seats finished in black.

Outside, the WT keeps things simple with tiny wheels and black exterior trim, yet stylish with standard LED headlights and taillights. It remains closely associated with fleet duty, making it a popular choice for commercial buyers and aftermarket upfitters.

The Base Truck Gets Serious Tech

One of the biggest upgrades for the 2027 Chevy Silverado is its technology. Even the WT now gets a 16.3-inch infotainment display and a 12.2-inch digital instrument cluster, giving base-model buyers the same screen setup found in higher trims. Wireless Apple CarPlay and Android Auto, along with multiple USB connections, are also included.

A long list of standard safety equipment is included, too. Some of the highlights include automated emergency braking with pedestrian and bicyclist detection, adaptive cruise control, front and rear parking sensors, rear cross-traffic alert, a rearview camera, and GM’s vibrating Safety Alert Seat.

The Engines Are Changing Too

Chevrolet has revised the Silverado’s powertrain lineup for 2027. An updated 2.7-liter TurboMax four-cylinder remains the standard engine for the WT and now uses a 10-speed automatic transmission. The lineup also introduces two new V8s and the iconic 3.0-liter turbo-diesel Duramax.

GM is making some cuts, too, discontinuing the Silverado 4500 HD, 5500 HD, and 6500 HD this year while pulling the Chevrolet brand from the Chinese market. Even so, the Silverado 1500 remains one of Chevy’s most important products, and the updated WT proves that entry-level buyers won’t be left behind.

Throughout its 123-year history, Cadillac has never released a mid-engined vehicle. Then again, it didn’t exactly fit the image that it had established over the years. Sure, the sporting image was kicked off by the CTS-V from over 20 years ago, but an all-out sports car?

Still, Cadillac dabbled with the idea back in 2002 with the Cien concept. Those who played Gran Turismo over the years will likely be familiar with it, as well as those who had some time with Midnight Club 3: Dub Edition Remix. It was a cool concept, we’ll admit, packing a bespoke V12 engine and with styling inspired by the F-22 Raptor.

There were plans to put it into production following the strong reception. Ultimately, it would be canceled due to the lack of funds for development, as well as questions surrounding the potential customer base.

Take Two?

More recently, Cadillac unveiled the V-One concept, a good 24 years after the Cien. Shown at The Quail during Monterey Car Week, it was effectively the brand’s endurance racing hypercar sans the decals. The racing version is called the V-Series.R, and it’s already had successful outings in motorsport.

With that, Cadillac is gauging customer interest in the V-One, although it’s worth pointing out that it’s absolutely nothing like the Cien from all those years ago. This is practically a race car that’s ever so slightly turned down.

Production Prospects

Speaking to Road & Track, Cadillac LMDh propulsion manager Sean O’Shea told the publication, “It is a concept in name. We are always looking to see where interest is, and what we want to do in the future.” Now, he didn’t say outright that the company will be producing it, but it does open the door for a few examples being built for special customers.

If it’ll be released as is, don’t expect it to be road legal. This is more of a (very expensive and precious) track day toy for potential owners who actually dare put it to use. But if Cadillac does make enough changes to make it roadworthy, it should be a good match against the Aston Martin Valkyrie or Mercedes-AMG One.

What it Packs

Obvoiusly, it doesn’t share anything with Cadillac’s road-going models. Its chassis is made by Dallara, the same folks who supply chassis for the IndyCar series, as well as other open-wheel championships worldwide. Suspension is pure race car with double wishbones all around with pushrod springs and dampers.

As for the engine, it’s a 5.5-liter naturally-aspirated V8 with standardized hybrid components. Power is rated at 670 hp, which is actually the limit capped by the World Endurance Championship. We reckon it can easily put out more without the restrictions in place. Who knows, the customer version might be freed a couple hundred more horses.

Again, the decision to sell V-One to people outside of motorsport isn’t set in stone yet. But if it does happen, we wouldn’t be too surprised if it’ll hit a million dollars.

The all-new vehicle is reportedly envisioned as a much more affordable competitor to the six-cylinder Mercedes-Benz G550, which currently starts at around $155,000.

According to two people familiar with Ford’s product plans cited by the Detroit Free Press, Lincoln’s new SUV will be based on the Ford Bronco design and will be priced just below the Lincoln Navigator, the brand’s most expensive model starting at $89,995 (excluding destination fee).

America’s G-Class?

Sam Fiorani, vice president of global vehicle forecasting at AutoForecast Solutions, told the newspaper that there’s a “program code and a timing for it,” which means Ford has designated a vehicle for production with its suppliers. ”We are expecting it, with production starting in late summer 2029, to be built next to the Bronco,” Fiorani said.

A Lincoln dealer also said they were aware of Ford’s plans to build a Bronco-based Lincoln SUV at the Michigan Assembly Plant, where the Bronco is being made.

“Dealers have been asking for a G-Wagon-style similar to what Mercedes-Benz has. They want something like that that would fit on a Bronco frame,” the unnamed Lincoln dealer said. They added that the future Lincoln SUV would be positioned right under the Navigator as “a very high-end vehicle” that could start at $70,000.

If the information is accurate, it means that the Lincoln SUV would cost less than half than the Mercedes-Benz G550. While that clearly wouldn’t make it a direct rival, a cut-price, boxy G-Class lookalike would probably be quite appealing to some buyers. Ford told the Detroit Free Press that it does not comment on speculation about future products.

The Bronco-Based Lincoln Project Is Not Set In Stone Yet

Now, as the report notes, Ford considering a Bronco-based Lincoln doesn’t necessarily mean the luxury off-roader will happen. Automakers often change or cancel vehicle plans depending on market conditions or other factors that could change in the future.

Take BMW, for instance, which was also rumored to consider a rival for the G-Class. Recent reports claim the model allegedly carrying the G74 codename has been put on hold for the time being.

The truth is Lincoln’s lineup could use a new model as the brand sells only three vehicle lines in the U.S. at the moment: the midsize Nautilus and Aviator SUV and the full-size Navigator SUV. It also used to have a compact SUV—the Corsair—but that model got discontinued together with its Ford Escape twin in December 2025.

Interestingly, the report about Lincoln’s planned G-Class rival emerges not long after Ford announced on August 12 that it will increase the production of Lincoln vehicles in the United States starting in 2030, including moving Nautilus production stateside. Also, Ford CEO Jim Farley told the Detroit Free Press on August 13 that Lincoln vehicles will get new designs in the next four years and will be made in the U.S.

2027 Nissan Sentra SR Gets New Midnight Edition

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Nissan’s 2027 Sentra range comprises the base Sentra S, the Sentra SV, the Sentra SR, and the Sentra SL, and for 2027, the SR gets access to Midnight Edition treatment, adding black window trims, gloss black 18-inch wheels, a Super Black two-tone roof, and special badging for an extra $650. Best of all, Super Black and Gun Metallic are the only free paint finishes on the Sentra SR, so the dark treatment can be made particularly sinister with ease (other paint options cost between $450 and $950). While we’re on the subject of money, let’s run through pricing. The figures below exclude the obligatory destination and handling charge, which Nissan has set at $1,245 (no change from last year).

• 2027 Nissan Sentra S: $22,890
• 2027 Nissan Sentra SV: $23,590
• 2027 Nissan Sentra SR: $24,990
• 2027 Nissan Sentra SL: $27,990

The other significant change is the option of Qi2 wireless charging, which is not available on the base S trim but can be had with the SV’s Convenience Package. This costs $990 and also adds heated front seats, a heated leatherette-wrapped steering wheel, heated wing mirrors with LED turn signals, proximity entry and locking, and an auto-dimming rearview mirror. Higher up, similar features, including wireless charging, come standard on the SR and SL grades.

Autoblog’s Take

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The 2027 Sentra is still powered by a 2.0-liter naturally aspirated four-cylinder engine producing 149 horsepower and 146 lb-ft of torque, so despite the improved powertrain tuning, the Sentra is still no Nissan Z, and given how comfortably it rides, that’s not what we want or expect, especially not at this price point. But these incremental gains will undoubtedly make a good car better, especially since they’re based on customer feedback. We also like the idea of combining the Sentra’s manga-esque styling with an all-black treatment, resulting in an affordable car with presence (hiding the SR’s huge black front fascia doesn’t hurt either). And given current gas prices, the fact that it can do up to 38 mpg on the freeway doesn’t go amiss either. Overall, this looks worth the extra $290 over a 2026 (unless you look on the used market, of course, where bigger savings will be easily possible).

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The Genesis G90, one car that some say rivals or even betters other luxury offerings in the market, depending on who you ask, and news of a facelifted model is already running about.

A camouflaged prototype has already been spotted on South Korean streets, and in the previous sighting, we were able to spot Level 3 autonomous driving systems onboard the luxury sedan, which is all well and good, but a new sighting reveals something that might not be to everyone’s taste.

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Light-Up Wing Face

South Korean automotive media, Shorts Car, picked up on a camouflaged Genesis sedan running around. Translated, the text on the post says: “The Genesis G90 facelift has been spotted with its headlights turned on for the first time in the world. The new lighting design is clearly visible through the camouflage, capturing attention.”

Down below, the caption reads: “Genesis’ flagship sedan!! The ‘Wing Face’ lamp lighting of the G90 facelift has been captured for the first time in the world.”

The front end of the car remained covered, so I guess Genesis isn’t ready yet for that zebra wrap. Compared to the previous spy shot, the front bumper looks a little sleeker in this one, and we can see that the classic Genesis DRL design is still retained, but this new shot shows a little V-shaped light strip on the bottom of where the grille sits.

A New Facelift

What we know so far about the incoming facelifted Genesis G90 is that it will have a Q3 2026 debut in South Korea, and that it will have level 3 autonomous driving in addition to a revised look.

Now we know that part of that look will include lights on the grille in addition to the signature two-line lighting elements. We still expect chrome on the front of the G90 in addition to the lighting. Depending on how you look at it, you could say that there’s something to look forward to with the facelift.

In addition to the revised design and the upgraded autonomous driving for the South Korean market, we’re expecting the long wheelbase to still be a big part of the car’s appeal, as well as the tech-filled interior. We’ve said this in a previous story, but we hope that Genesis’ quality concerns have been addressed. Until its Q3 launch, we’ll be on the lookout for more news about this new facelift.

BMW Recalls Straight-Six Turbo And V8 Twin-Turbo Models

The NHTSA recall report names 27,7820 potentially involved vehicles across six specific models, all of which feature the B58 3.0-liter turbocharged inline-six engine but one: the discontinued M550i (R.I.P. to one of the greats), which has the N63 4.4-liter twin-turbocharged V8. Below are the affected BMW variants and their model years, but don’t panic if you see your car here, as only 0.2 percent of the recalled vehicles are estimated to have the defect:

• 2021-2023 BMW 540i, 540i xDrive, and M550i (18,150 vehicles potentially involved)
• 2024-2026 BMW 750e xDrive PHEV (2,198 vehicles potentially involved)
• 2022-2026 BMW 840i and 840i xDrive (7,372 vehicles potentially involved)

So what exactly is the problem? BMW says that over time, the coupling between the driveshaft and the rear differential may be subject to excessive wear, and in some cases, this could eventually lead to a loss of power to the rear wheels or a rollaway if the vehicle’s parking brake is not activated. BMW first found out about the problem in December 2024, noticing increasing reports of drivetrain failure in the field. Following an engineering investigation being approved, in Q1 of 2025, BMW began examining high-mileage vehicle components through a parts return program. At the time, the field incidents had only occurred on high-mileage vehicles, but BMW prides itself on engineering high-power vehicles and knows that lessons learned examining these older cars can be carried over to more powerful vehicles in the future, as well as existing cars under recall that may show signs of failure with relatively low mileage but more demanding use cases. Thus, it kept digging.

BMW’s Thorough Examination And Shockingly Simple Solution

Using computer simulations and production data across various assembly plants involved with the vehicles, BMW looked for inconsistencies and anomalies. In case the problem lay not with the factory but with the design, BMW also performed bench tests to reproduce the damage seen in field-returned parts, and metallurgical testing was even carried out to assess the materials in these faulty components. After quality checks and parts inspections were performed to check supplier build quality, BMW continued looking, going so far as to carry out comparisons against other vehicle types, driveshaft designs, and build configurations. BMW even calculated bending angles for various axle configurations and propeller shaft mounting positions, and that still doesn’t cover the full scope of its analysis. BMW doesn’t reveal what it found or how it addressed the defect, but the protocol for recalled vehicles suggests it was simply a minor alignment issue: dealers will inspect the connection between the driveshaft and the rear-axle diff, “and either adhesive will be applied or, if necessary, the driveshaft and rear-axle differential will be replaced.”

The voluntary recall will be performed sometime after October 2 (those whose cars are fixed before then can claim from BMW, too), but dealers are already being prepared. Obviously, whether you get all-new parts or just glue depends on how seriously affected your car is, but if it were me, I’d feel like I’m getting a raw deal if I looked after the drivetrain so well that all I got to keep it that way is glue.

It’s been 60 years since the Toyota Corolla debuted in Japan and the plucky sedan has weathered just about every storm thrown at it. An early shift from rear- to front-wheel drive, attempts to shed its image as a mundane appliance, and a massive shift towards crossovers have not deterred the Corolla, which is still the first choice for many commuters looking for a reliable and affordable car. For the 2027 model year, Toyota has launched a 60th Anniversary Special Edition of the sedan in the U.S., celebrating its legacy while adding a touch of exclusivity and sportiness to the model.

Toyota Corolla 60th Anniversary Edition Features

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Limited to just 2,500 units in the U.S., the new Anniversary Edition model will be quite rare by ubiquitous Corolla standards. Based on the SE Hybrid trim level, this special model will be available in either Ice Cap or Supersonic Red paints, the latter being unique to this variant. Although the 2027 Corolla is still quite compact, it towers over the original two-door model; Toyota shared images of the models parked closely together to illustrate just how much has changed since the nameplate first launched.

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It rides on 18-inch machined, black-finished alloy wheels that work well with the red paint. New 60th Anniversary badging replaces the standard SE badging, and there are sports seats with black/red inserts. The package includes 60th Anniversary door sills and floor mats, along with the larger 10.5-inch version of Toyota’s touchscreen interface; lesser models use an eight-inch touchscreen. 

The Corolla 60th Anniversary Edition will only arrive early in 2027, with pricing to be shared closer to that time. 

What Else Is New For The Corolla?

In short, not much at all. The only addition for the 2027 Toyota Corolla sedan lineup is a new, dark exterior shade called Inked. Corolla sales are up by almost 10% in 2026 so far, so it seems the automaker hasn’t been motivated to make any drastic changes.

More important to the average Corolla buyer than the latest tech is pricing. The 2027 model starts at $23,325, just $200 more than the 2026 version. It remains one of America’s cheapest new cars and still undercuts its main rival, the Honda Civic, which begins at $24,695 for 2026. The Corolla Hybrid’s base price is $25,175 and the most expensive model is the Hybrid SE with AWD, which costs $29,015. 

As before, the 2027 Corolla comes with a 169-horsepower 2.0-liter four-cylinder engine as standard. Hybrid variants use an electrified 1.8-liter powertrain producing 138 hp, and these models are capable of 50 mpg combined with FWD.

Related: Toyota Corolla Hatchback Gets More Tech And Stays Under $25K

Why It Matters

Toyota has sold over 130,000 Corollas in the U.S. in 2026 so far. Despite its age—the current Corolla was unveiled over eight years ago in New York—it still delivers on the same promise the original did. It’s reliable, practical, efficient, and completely unpretentious. As buyers grapple with high gas prices in 2026 and new-car affordability, the Corolla’s importance in the market shows no signs of waning, even six decades later. It’s an automotive success story that’s nowhere close to seeing its final chapter.

Related: Toyota Corolla Vs. Honda Civic 2026 Sales: The Gap Is Shrinking Fast

The Hyundai Tucson isn’t just another name in the automaker’s lineup – it’s Hyundai’s MVP in the US. This is Hyundai’s best-seller, going toe-to-toe with heavyweights like the Toyota RAV4 and Honda CR-V in the cutthroat compact SUV arena.

So, no pressure, but Hyundai really can’t afford to mess this one up. After months of buzz and fanfare, the wraps are finally off, and we get our first real look at both the outside and inside of the new Tucson.

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More SUV, Less Crossover

The biggest change? You can’t miss it. The new Tucson ditches the soft, space-age curves for a boxier, more upright stance. Think of it as a shrunken Santa Fe with a dash of Elantra-on-stilts thrown in for good measure.

Up front, a slim horizontal light bar stretches across the nose, flanked by vertical lighting at the edges. The grille and bumper look beefier, and the hood and fenders have definitely been hitting the protein shakes.

The sides keep up the squared-off theme, with chunky wheel arches and sharper lines all around. Out back, slim vertical taillights are tied together by a horizontal strip, and the tailgate stays refreshingly uncluttered.

Inside, there’s a massive touchscreen front and center, a sleek digital gauge cluster, and a dash that stretches from door to door. Wood-like trim and soft-touch materials try to bring a bit of warmth to the party. The center console is more open this time, with loads of storage and a much tidier control layout.

What We Know So Far

But don’t get too excited just yet – Hyundai is still keeping plenty of secrets. We don’t know what’s under the hood, what kind of hybrid tricks it’ll have, or even how much it’ll cost.

It also appears that Hyundai’s Pleos Connect infotainment, running on Android Automotive, is already at play here. The big new screen is a dead giveaway, but Hyundai isn’t spilling all the software details just yet. At least we’re seeing tactile buttons under the screen, just as Hyundai promised.

As for powertrains, the current gas-fed Tucson’s 187-horsepower engine is starting to look a bit outgunned as everyone else goes hybrid-crazy. Expect Hyundai to keep electrified options on the menu, and maybe even beef up the base engine.

For now, Hyundai’s playing it close to the vest. The fifth-gen Tucson should land in the US next year, so expect more details and surprises to trickle out before then.

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If, by some chance, you’ve seen those gorgeous restomodded classic Alfa Romeos floating around on your socials, chances are, it’s by Totem Automobili. Totem Automobili has been in the business for eight years. Established in 2018, the company made its mark with beautifully crafted and bespoke Giulias – not the modern sedan but the classic one.

It’s Totem’s favorite canvas, and it’s built three models out of it. There’s the GT Electric for the wealthy classic car enthusiast who’d like to go EV, the wonderful GT Super, and the elegantly rowdy GT Super SP with its 740 hp 3.2-liter V6 sending all of its power to the rear wheels. Think of Totem as something like Singer, but with oodles of Italian flair.

The Next Level

Now, Totem believes it’s ready for its next challenge. A year ago, it announced that it will no longer be making Giulia-inspired cars. Instead, it will build cars from scratch and have a new platform to show for it.

Unveiled during The Quail at Monterey Car Week, Totem’s future lies in the Tiziano architecture. It will underpin three models, and the cars that will utilize this chassis will collectively be known as the T12 series. The T12 cars will also be nothing like the reimagined Giulias, so it’s the future cars have a high bar to surpass. No pressure.

Meet the Tiziano

The Tiziano is a carbon-fiber monocoque chassis that’s then supported by subframes made from aluminum. It houses pushrod suspension at the front and rear, so it’s a pretty serious bit of kit. Not only that, it’s built for a mid-engined layout, a significant departure from the GT Super and GT Super SP. Oh, and it can also support an EV powertrain.

At the moment, Totem isn’t mentioning how it’ll go about the electric version. However, it did say its plans for the fuel-fed models. As it’s a small-volume automaker, it’s not bound by emissions regulations imposed on much larger companies. That allows it to go for a naturally aspirated V12, and for a true analog experience, it’ll come with a 6-speed manual transmission.

Other Highlights

The V12 engine will be built by Italtecnica and used in three new models. That said, power ratings are yet to be determined. Given that the most powerful model Totem makes packs 740 hp, we could see more from the T12 cars given the extra cylinders, depending on application.

Speaking of which, the cars will be called the T12 Corsa, T12 Lunga, and T12 Turismo. The Corsa will be a track day special of sorts, while the Lunga will be a grand tourer of sorts. Meanwhile, the Turismo will be a combination of sorts of the two. Price? We’re not expecting it to be easily within reach, but that’s a given at this point.

Fully autonomous transportation vehicles have given life to the driverless argument; instead of rolling them out for personal use only, companies have decided they have a public and practical aspect. Tesla’s always been one of the biggest believers in fully automated cars, pioneering its proprietary Autopilot program.

The Cybercab is Tesla’s latest business expansion; the company wants to revolutionize the self-driving cab just like it did with the EV all those years ago. Testing has been underway for quite some time now, but new details have emerged about the Cybercab.

@lottaherm

More cybercabs being spotted now with Starlink integrated 👀 #cybercab #tesla #elonmusk #houston #htx

♬ original sound – 𝗙𝗼𝗿𝗔𝗹𝗹𝗧𝗵𝗲𝗢𝘄𝗹𝘀|𓅓

Starlink x Cybercab

It’s been almost two years since the Cybercab project was unveiled to the world; since then, the EV maker has been extensively testing the Cybercab to ensure a smooth public integration. So far, there have been countless test videos surfacing online in places like Texas, California, Nevada, Florida, Georgia, and New York, among countless other states.

A video was recently posted online by TikTok user Lottaherm that shows a different type of Cybercab being tested on public roads. According to a report by Teslarati, the square panel scene on the center-top of the rear windscreen is a Starlink-integrated satellite. This is the latest addition to the Cybercab, which, according to the report, was a very recent development in the project.

Entertainment On The Go

The Cybercab with Starlink was announced just a week ago by Tesla founder Elon Musk at the company’s Gigafactory in Texas. Musk said that the Starlink integration will enable passengers to seamlessly entertain themselves through live TV, movies, or even video games. Another aspect was explained by Tesla’s Head of AI, Ashok Elluswamy, who said that it will also allow the company to have constant connectivity with the Cybercab fleet, which will give riders support in the event of a breakdown, accident, or medical emergency.

Currently, the Cybercab is being built continuously at the Gigafactory, with public rides expected to begin by the end of 2026 if all goes according to plan.

When shopping for exotic cars, brands like Ferrari, Porsche, and Lamborghini are often the first names that come to mind. McLaren occupies a more niche position in the segment, but growing U.S. demand is prompting CEO Nick Collins to consider expanding the automaker’s dealer network in the country by up to 40%.

According to Automotive News, the U.S. now accounts for more than half of McLaren’s global sales. The British marque currently has 27 stores in the country, and Collins sees room for five to 10 additional dealerships over the next two years.

Crowd Control

Despite its growth in the U.S., McLaren wants to maintain exclusivity rather than chase volume. Demand has been supported by ultra-high-net-worth buyers and Formula 1’s growing popularity in the U.S. The McLaren F1 team holds the reigning Drivers‘ and Constructors’ titles – success that should help reinforce the automaker’s performance credentials.

The McLaren 750S is one of the brand’s core series-production models, powered by a 4.0-liter twin-turbo V8 producing 740 horsepower. Another is the Artura, a V6 hybrid supercar that competes with the Ferrari 296 GTB. New models are also on the way, including the W1, a halo model succeeding the P1, and a five-seat model reportedly planned for 2028. The latter could broaden the brand’s customer base, much as the Urus – Lamborghini’s best-selling model – did for the Italian marque.

However, not every part of McLaren’s retail expansion is aimed at increasing U.S. sales or competing with existing dealerships. The automaker is also exploring corporate-owned “experience centers” in New York, Miami, and Los Angeles that would focus more on brand culture and racing heritage than direct sales. Another high-margin growth opportunity is McLaren Special Operations, a personalization program similar to Porsche Exclusive Manufaktur. The company plans to make its bespoke offerings more accessible to U.S. customers, reducing the need to travel to its headquarters in Woking, England, or rely on traveling specialists.

Selling the Feeling

Speaking about McLaren’s U.S. strategy, Collins said, “I’m not sitting there going, ‘In the U.S. in 24 months, we want to sell X vehicles.’ I want the enthusiasm, the engagement, the awareness growing over that period of time.”

Given that strategy, McLarens are unlikely to become a common sight on U.S. streets anytime soon. That could appeal to owners who value exclusivity, while limited supply could also help support resale values.

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Cost Concerns a Challenge For Small Hybrids

While small crossovers are not typically as lucrative as larger, pricier models, there has been high demand for affordable hybrids across the industry this year. Honda’s smallest hybrid crossover is the compact CR-V, with the subcompact HR-V only offered with a regular gas engine. The Toyota Corolla Cross, Subaru Crosstrek, and Kia Niro are all available with hybrid powertrains.

In the luxury segment, Acura sells the ADX, but it’s also not offered with a hybrid powertrain, whereas rivals such as the Lexus UX are.

“We won’t talk about when and if hybrids are coming in [the HR-V and ADX], but I don’t know that there’s any reason why not,” said Gary Robinson, American Honda product planning chief, when speaking to Automotive News at Monterey Car Week. “It’s a cost-conscious segment so there’s always a little bit of a challenge there, specifically on the Honda side,” Robinson said.

Dealer inventories of the HR-V and ADX are tight, indicating high demand for these vehicles, despite the absence of hybrid powertrains. Considering that over half of all CR-Vs sold are hybrids, there’s a missed opportunity for Honda to compete in this space, but it would have to bring the electrified HR-V and ADX in at a competitive price point. That’s not easy, as the MSRP has to be low while also using a more complex powertrain.

Honda and Acura are expected to continue hybridizing their lineups as the decade draws to a close, with 15 new hybrids set to be launched by 2030, and many of them slated for North America.

Honda HR-V Vs. Hybrid Rivals

The current HR-V in the U.S. makes do with a 2.0-liter four-cylinder engine producing 158 horsepower. With front-wheel drive, it’s capable of 28 mpg combined, but owners have to make do with sluggish acceleration. 

The Toyota Corolla Cross Hybrid shows up the HR-V, both in terms of performance and efficiency. The Toyota’s 2.0-liter engine and electric motor make 196 hp combined, so it feels a lot perkier in day-to-day driving. Even better is its EPA rating, which is 42 mpg combined—and that’s with all-wheel drive. There are similar specs for the Subaru Crosstrek Hybrid, which makes 194 hp and achieves 36 mpg combined.

While the Subaru is on the pricey side, the Corolla Cross Hybrid still starts at under $30,000. The non-hybrid HR-V starts at $26,600, so if Honda can bring in a hybrid model at around the $30k mark, it will be an excellent alternative to the Toyota.

Related: Honda HR-V Twin Goes Fully Hybrid in Japan

Why It Matters

Hybrids are currently the sweet spot for many buyers not willing to make the leap to an EV. They offer excellent efficiency and performance without the range concerns and higher prices of EVs. High gas prices in 2026 have also pushed up demand for hybrids, so any automaker without a comprehensive hybrid lineup is missing an opportunity.

For an automaker with a long history of hybrids—the Insight went on sale over 25 years ago—it’s somewhat surprising that Honda has just one electrified SUV in its lineup in 2026. We expect this picture to change over the next few years, as the brand has now fallen behind rivals like Toyota, Kia, and Hyundai in terms of the number of hybrid offerings.

Related: Toyota, Honda And Hyundai Are Winning The Hybrid War

Hot VW Golf R Could Help Keep Audi’s Five-Cylinder Alive

According to Autocar, Michl recently made comments indicating that Audi knows the five-cylinder engine is now an important part of its image, and dropping it from all cars would be a huge loss. “It’s so characteristic and also deeply rooted in history, so let’s see,” said Michl, adding, “The entrance into the RS world is important because having a brand statement like that is amazing. Emotion starts in the compact segment.” In other words, Michl believes that without a unique and exciting “entry-level” RS model, Audi could ultimately be sacrificing future sales of more potent products that these compact buyers would eventually graduate to, like the RS 5 and RS 6, for example. However, the abovementioned costs of adapting the RS 3’s engine to meet EU7 regulations would be far from negligible, and Audi may need help from elsewhere in the Volkswagen Group.

Related: Audi Is Finally Bringing Hybrids Back To America

“Negotiations are ongoing, so we’re not at the decision point yet,” said Michl. “Everybody really knows about the meaning, and therefore, we’re still evaluating with our colleagues from Audi AG.” At present, the RS 3 and Cupra’s Formentor (not sold in the U.S.) are the only vehicles to use Audi’s five-cylinder DNWA and DXHA engines, but the negotiations referred to may include talks of a rumored five-cylinder Golf R special edition for 2027. This is something Audi previously blocked in 2020, but it later allowed Cupra to pillage the parts bin, so it’s not inconceivable. If it happens, Audi may be able to recoup more of the financial burden of keeping the engine EU-compliant, spreading development costs across three vehicles instead of only one or two.

Why This Matters To American Audi Fans

As we mentioned at the outset, the five-cylinder turbo has no trouble meeting U.S. emissions standards, but it would be hard to imagine Audi engineering and developing an entirely new generation of RS 3 for only a handful of potential buyers – not without the asking price climbing considerably. But if Audi is willing to continue sharing the engine with Cupra and decides to do the same with Volkswagen, not only could the RS 3 live on at a reasonable MSRP, but it could also pave the way for the return of the RS Q3. And although Audi says its new Concept C sports car will sit above the discontinued TT and be sold exclusively as an EV, we’ve heard that line before. Fellow VW Group brand Porsche said its electric 718 replacement would not get combustion power before changing its mind in light of weak EV demand, and that’s important because the 718 project is critical to Audi’s electric sports car, which means Audi could decide to change tack in a few years if EVs still aren’t selling. Ultimately, it’s a tough spot for Audi, because hybridization adds weight, cost, and complexity, but dropping one of its signature engines would not have an insignificant impact on the brand either.

Hyundai opened orders for the Ioniq 3 in the UK this week. At £22,245, the Hyundai Ioniq 3 price translates to roughly $30,000. There’s a version with a bigger 61 kWh pack too, if you want the full 308 miles of WLTP range instead of settling for 213 miles from the 42 kWh standard battery. Either way, if you’re reading this from the US, none of it matters. The Ioniq 3 isn’t coming here.

Things get worse with context. Kia, Hyundai’s own sister brand, just announced 2027 EV3 pricing for America starting at $29,890, for a car that’s actually larger than the Ioniq 3. Essentially, a smaller Hyundai is more expensive than a bigger Kia, except only one of them is allowed to sell it to Americans.

Small Is The Whole Point

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At 163.5 inches long, the Ioniq 3 is a proper European hatchback, over 5 inches shorter than the EV3, and even a Chevy Bolt. Yet it manages a 441-litre (15.6 cubic feet) boot, which Hyundai calls a segment benchmark, plus a “Megabox” underfloor cubby for the odds and ends that usually roll around your footwell. It also has a remarkably slippery 0.263 drag coefficient, which should help efficiency at highway speeds. That’s the European urban-car philosophy in a nutshell: shrink the footprint without sacrificing usability.

Cheap, But Not Barebones

The Ioniq 3 skips the Ioniq 5’s 800V architecture for a cheaper 400V setup, and somehow that barely shows up in daily use. A 10 to 80 percent DC fast charge takes about 29 minutes on the standard battery, 30 on the bigger one. That’s the kind of trade-off you make when the goal is a lower sticker price, but it doesn’t end up really pinching the user in the real world. 

Nothing about the cabin feels like a cost-cutting exercise, either. The Ioniq 3 debuts Hyundai’s Pleos Connect infotainment, built on Android Automotive with app support that behaves more like a phone than a car computer. Add Digital Key 2, Plug & Charge, an integrated route planner, and V2L, and this budget hatch has an equipment list that wouldn’t look out of place in cars costing more.

So Why Isn’t It Coming Here?

The Ioniq 3 is built at Hyundai’s Izmit plant in Turkey, strictly for Europe. Add in current US tariff policy, and importing it would erase whatever pricing advantage made it interesting in the first place. Stateside we have the $35,000 Ioniq 5, which effectively serves as Hyundai’s entry point into its US EV lineup. Except it isn’t one, not next to a $29,890 EV3 wearing a Kia badge. So the question isn’t whether America is ready for an Ioniq 3, because the EV3 suggests it might be. The question is why Hyundai isn’t ready to sell one to us.

A new OpenSnow winter forecast favors California, Utah, Arizona, New Mexico and southern Colorado, and leans thin across Washington, northern Montana and the Upper Midwest. Donner Summit, Parleys Summit and Wolf Creek Pass all sit inside the favored zone, and Colorado and Utah enforce some of the strictest traction requirements in the country on the roads that reach them.

What The Climate Prediction Center Said

The CPC’s ENSO Diagnostic Discussion issued 13 August carries an El Niño Advisory and a greater than 90% chance of a very strong event through fall and winter 2026-27, with sea surface temperature anomalies already exceeding +2.0°C in the eastern equatorial Pacific.

The number driving the coverage is the October to December projection: a 69% chance of a three-month RONI value of +2.5°C or higher, which would exceed anything in the record since 1950. CPC publishes the probabilistic RONI forecast and its percentile ranges separately, and it is the index the agency now uses for official ENSO monitoring in place of the older ONI. The caveat it attaches every month applies here as well, that an event this size raises the odds of typical El Niño impacts without guaranteeing them in any one place.

Where The Snow Goes

The OpenSnow forecast is built on analog years including 1982-83, 1997-98, 2015-16 and 2023-24, and the five states it favors are California, Utah, Arizona, New Mexico and the southern and eastern mountains of Colorado. You can view the map here.

Within California the strongest signal sits in the Central Sierra around Mammoth and China Peak, with Tahoe also favored and the Southern California areas of Mountain High and Snow Summit historically gaining the most in strong El Niño years. In Utah, Park City correlates most strongly with above-normal snow during the most extreme events, and Alta, Snowbird, Brighton, Solitude, Snowbasin and Brian Head lean the same way. Arizona’s high country covers Snowbowl and Sunrise Park, and the New Mexico signal runs through Taos.

Colorado splits along the Continental Divide. The San Juans and the ranges near and east of it are favored, which covers Wolf Creek, Purgatory, Silverton, Telluride, Winter Park, Loveland and Eldora, while Vail, Copper, Breckenridge, Keystone, Aspen, Crested Butte and Steamboat sit in the equal-chances zone. The Front Range foothills and cities also tend to run above average in these patterns. Storms tracking in from the south bring easterly surface winds that push precipitation against the eastern side of the Divide, and that matters for the Denver metro commute as much as it does for ski traffic.

Below-normal snowfall is favored across the northern tier and much of Canada. Washington lands there on temperature rather than precipitation, with equal chances of above or below normal moisture and a warm signal that turns some of it to rain.

Temperature Is The Part That Matters For Traction

Above-average temperatures are favored across roughly the northern two thirds of the country. Strong El Niño winters run an energetic subtropical jet, which means storms arrive warm and wet, and OpenSnow flags the consequence for both California and Utah: high snow levels and rain reaching elevations that would normally see snow. Rain falling onto packed snow, wet slush at pass level and an overnight refreeze all leave roads that look merely wet in daylight.

The elevation gradient can also be short. Salt Lake City is favored for below-average snowfall this winter while the canyons rising directly above it are favored for above-average, which is a 20-minute drive and a complete change of surface.

Chain Controls And Traction Laws Have Tightened

Colorado’s Passenger Vehicle Traction Law runs automatically from September 1 through May 31 on the 126-mile I-70 stretch between Dotsero and Morrison, and CDOT can switch it on across any state highway, which is how it reaches Wolf Creek and Red Mountain Pass. The standard is 3/16-inch tread on winter, all-weather or M+S rated tires, or chains on two or more drive wheels, and four-wheel drive does not exempt a vehicle from the tread requirement, which catches out crossover owners running worn all-seasons. Noncompliance costs $50 plus a $17 surcharge.

Colorado’s biggest snowfall signal comes in October through December and again in March and April. Those are the shoulder months when winter tires are either not yet fitted or already swapped off, and both sit inside the traction law window.

Utah went further last year. Under HB 196, UDOT can now enforce traction requirements up to 24 hours before a storm arrives, and a new Class Three designation raises the minimum to 5/32-inch tread in the Cottonwood Canyons. In California, R2 is the common setting on I-80 over Donner, and it lets AWD and 4WD through on snow-tread tires at all four corners provided chains are carried.

Corridors In The Favored Zone

Sonora and Tioga Passes sit inside the favored zone but close for the season regardless of how much falls, so the winter driving question in California stays with I-80 and US-50, the two routes held open across the Sierra crest.

The East Gets Fewer Storms, Not Easier Ones

Below-normal snowfall is favored across New England, New York State and the Upper Midwest, driven by warmth rather than dry air. New York City sits at a neutral signal while the rest of the state leans below normal, because strong El Niño winters push more coastal storms up the Atlantic seaboard. Washington, Baltimore and Philadelphia behave the same way in the analog years, with some seasons producing almost nothing and others reaching an above-average total on the strength of one storm across the I-95 corridor.

The Southern Appalachians carry an above-normal signal in January and February when cold air lines up with that track, which puts I-40 through the North Carolina mountains and I-77 over Fancy Gap on the same footing as the western passes.

What Is Not Settled

The 2015-16 super El Niño underdelivered across California and New Mexico, a reminder that the correlation is a tilt rather than a rule. The Pacific Decadal Oscillation is currently out of phase with the developing event, and confidence in its influence this season is low. Individual members of the August European seasonal model project Niño-3.4 anomalies peaking between 3.5°C and 4.5°C by late fall. CPC updates the picture on 10 September.

What was originally supposed to be an all-electric grand touring sedan that aspired to take the fight to Tesla and maybe ruffle a few Taycans’ feathers, Karma Automotive’s Gyesera Grand Coupe has had a rough development.

In 2024, the brand was initially planning for it to be a fully electric vehicle. It was to be powered by a 120 kWh battery pack, make 390 horsepower, and have over 250 miles of range. By today’s standards, that won’t fly anymore, so I guess that’s where Karma decided to rear its head and go back to the drawing board.

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Cursed?

The result is a range-extended vehicle, which could breathe new life into the Karma Gyesera; however, that’s not at all where the company first set its sights on back in 2024. A problem that was pointed out in the past was that the Gyesera was going to be more expensive than a Tesla, not as fast, and close to the price of a Porsche Taycan, so what was the point? The answer for Karma was to sell upmarket, go exclusive, and go premium.

Now, however, that plan might not include a battery-electric vehicle anymore, according to Carscoops, as Karma just announced that it’s launching the Plug-in Electric Gyesera. The car traces its roots back to the Fisker Karma. You could actually say, “What goes around comes around” in this case.

The promise back in 2011 was “luxurious refinement for four passengers” and “exclusivity,” and that promise may still be in effect as Karma brings the PHEV version to market.

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Specs

According to Karma Automotive, the Gyesera will come with a 22.1 kWh battery pack that’s paired with an engine. The brand did not announce what that engine will be, but because sources state that it’s based on the Fisker Karma, it’s not unlikely that the same or a similar engine was used.

The 2011 Fisker Karma used the turbocharged 2.0-liter EcoTec engine, aka the LNF power unit. That engine alone powered the venerable Chevy Cobalt SS, and it made 290 horsepower out of its two-liter displacement. We’re unsure if Karma went with the GM power unit or if it went with another provider.

The Karma Gyesera claims a total output of 566 horsepower and 546 lb-ft of torque. Zero to 60 mph is clocked at less than 3.7 seconds, per Karma, and the top speed is set at 146 mph. Electric-only range goes up to 80 miles, and total range is up to 380 miles.

That seems low compared to other range-extended PHEVs, but that’s already an improvement over the Karma Revero. The Gyesera, in comparison, is 30 horses more powerful, up to about 0.8 seconds quicker to 60 mph, and has 20-mile-better range than the Revero.

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Luxuries.

So what else do we get? As a premium automobile, you get a detailed interior, a vented hood, 21- or 22-inch wheels, a 12.3-inch instrument cluster, a 10.1-inch infotainment screen, and then some. There’s also a center console that goes from front to back, and a JL Audio system. Apart from that, there are other smaller touches like the brand’s “Target Lighting.”

In addition, there will also be a 75th Pebble Beach Concours d’Elegance edition called the “PB75,” which will have 22-inch wheels, red brake calipers, a gold exterior with red stripes, and upholstery done in black and red plus platinum accents.

The price for all this starts at $139,995, and the Gysera is also expected to arrive at Karma dealerships in December 2026. The MSRP is actually lower than what was initially compared to Porsche and Tesla.

Karma’s also teasing its new models, which are slated to arrive in the fourth quarter of 2027 and the first quarter of 2028, or so Karma says. Based on the brand’s track record for being on time, however, I don’t know.

Coming soon-er is the Amaris GT, and the Kaveya is promised to be a very potent vehicle, with 1,000 horsepower being the keyword thrown around. However, that too was also announced for launch in the fourth quarter of 2025.

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Even to casual observers, Mini cars are among the most recognizable on the road. That is largely because their design has remained relatively consistent over the years. While the styling that gave the brand its strong identity is not going away anytime soon, a major mechanical change could be coming.

According to Autocar, Mini is considering using BMW’s Gen6 platform for the next-generation Cooper. What makes this architecture noteworthy is that it is natively rear-wheel drive – a completely different formula from the front-wheel-drive layout used by the automaker since the original Mini debuted in 1959. The brand began offering all-wheel drive with ALL4 in 2010 but has never sold a RWD production car.

Trading Pull for Push

The most likely candidate for the switch to RWD is the electric Mini Cooper. BMW’s Gen6 architecture underpins its Neue Klasse EVs, beginning with the new iX3 and forthcoming i3 sedan. While electrification already changes the Cooper’s renowned go-kart-like driving experience, moving its motor to the rear could further alter its familiar character. RWD would theoretically provide better traction under acceleration and reduce the demands on the front tires, which handle both steering and power delivery in a FWD car. The trade-off is that RWD can be less forgiving on slippery roads, although modern stability-control systems can mitigate that behavior.

The current electric Cooper uses a front-drive platform developed by Spotlight Automotive – BMW’s joint venture with Great Wall Motor in China – and shared with the Aceman. Meanwhile, the gasoline version is underpinned by a heavily updated version of the previous-generation chassis.

In the meantime, Mini design chief Holger Hampf said facelifts and new derivatives will help set the tone for the brand’s future direction.

The Face Stays Familiar

What may reassure fans is that the Cooper’s familiar design is expected to remain. Hampf said maintaining its general proportions is his top priority, although some downsizing remains possible without compromising practicality or safety. Inspiration will reportedly come from the R50, the first BMW-era Mini, launched in 2001.

Such changes could prove even more important in Europe, where Mini faces growing competition from Volkswagen, Renault, and others in the small electric-hatchback segment. In the U.S., Mini discontinued the previous Cooper SE after 2024 and deferred its China-built electric Cooper and Aceman amid steep tariffs on Chinese EVs.

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For decades, the premium end of the car business ran on a simple script. Munich and Ingolstadt decided what luxury looked like, and everyone else tried to catch up. That script is getting harder to follow. Wolfgang Egger, the former Audi design chief whose résumé also includes Lamborghini, Alfa Romeo and Seat, has led BYD’s design operation since 2016. And he’s now building a European design operation for Denza from Milan, one of the world’s great centers of fashion, architecture and industrial design. That matters because BYD isn’t simply trying to make Chinese cars look European anymore. It’s trying to design cars specifically for European buyers.

Denza Is The Test Case, Milan Is The Strategy

In an interview with Autocar, Egger stated that the Milan design center will be “the dedicated place for design research, mainly to capture European tastes and trends and translate them into design ideas for Denza and BYD.” Denza is BYD’s premium play, and the Z9 GT offers a useful preview of what the company is trying to accomplish. It combines the sort of technology Chinese automakers have become remarkably good at with a design aimed squarely at Europe’s premium market. Three-motor all-wheel drive, rear-wheel steering and a long list of electronic tricks give it plenty of hardware to talk about. 

But this is where the real test begins. Building a car with impressive specifications is one thing. Making it feel predictable and confidence-inspiring at speed is another. The Germans have spent decades figuring out that last part. Denza can’t manufacture that experience overnight. It remains to be seen whether BYD’s chassis tuning and dynamics can match its ambition.

BYD Doesn’t Need To Out-German The Germans 

The timing matters. Audi, BMW and Mercedes aren’t simply competing with each other anymore. They’re trying to defend premium pricing while Chinese automakers arrive with increasingly sophisticated EVs, enormous battery expertise and a willingness to spend heavily on European expansion. BYD doesn’t need Denza to replace the German luxury choices overnight. It only needs to prove that the badge doesn’t have to be the deciding factor.

BYD’s advantage isn’t decades of European brand heritage. It’s the technology underneath the car and the manufacturing scale to put that technology into products quickly. The bigger story is that BYD is quietly learning to engineer cars for European roads and European expectations from the inside. The real test isn’t whether Denza can look European. It’s whether buyers will eventually stop caring that it isn’t.

Hyundai Adds New N74 Trademarks In The U.S. And Canada

First discovered by CarBuzz, Hyundai has applied to protect two new trademarks, both of which were filed in the United States and Canada. The trademarks are for the names “Hyundai N (Hybrid Hydrogen) Vision 74” and “Hyundai N74,” the latter of which is likely what a production version would be called. The name is a reference to the Hyundai Pony Coupe concept from 1974, whose design inspired that of the N Vision 74, but the powertrain proposed for the supercar concept is much more forward-thinking, with a 679-hp rear-drive hydrogen fuel cell hybrid powertrain. Combine potent power with Hyundai’s expertise in making electric vehicles exciting, and the N74 would be almost guaranteed to be fun to drive. It also looks unlike anything else on the road today, and protecting associated trademarks seems like evidence that Hyundai still has plans for the concept, despite the scarcity of hydrogen filling stations anywhere in the world. I have three theories for what Hyundai might do next.

Three Theories: Why Hyundai’s New Trademarks Matter

Theory number 1 is that Hyundai is imminently planning to offer a limited run of production N Vision 74 supercars. Earlier reports had suggested Hyundai was planning to produce 200 units in early 2026, and although that clearly hasn’t happened yet, Hyundai’s plans may have simply been delayed slightly, and it could still be on course to offer a limited-edition N74 before 2026 comes to a close. Exclusivity would help justify an undoubtedly high asking price, and having a decorated designer associated with the project doesn’t hurt either.

Theory number 2 is that Hyundai filed two trademarks to muddy the waters. Perhaps it plans to launch the N Vision 74 without the hydrogen component, selling a pure EV. Perhaps it plans to wrap the concept’s styling around a more conventional combustion hybrid. Or perhaps it plans to do away with electrification altogether and thus make the supercar more appealing. The last seems the most profitable, but Hyundai likes pushing the envelope, so it is simultaneously the most unlikely, but the N74 name could work with any of these options.

Finally, theory number 3 is simply that Hyundai is protecting the trademarks in one of its most important markets with an eye to launching a production N74 at some indefinite point in the future, with no imminent plans laid. Considering that the timeless retro-futuristic styling is not directly associated with any other Hyundai product and could easily get lightly revised lighting to make it more contemporary or futuristic, and considering the fact that Giorgetto Giugiaro’s rinsed-and-repeated wedge shape will always be celebrated, Hyundai could sit on this design for years to come. Perhaps once Genesis is done testing the waters at the deep end of the luxury market, Hyundai can take a shot at a supercar with its own badge on the hood. What do you think Hyundai is doing? Let us know down in the comments.

The Mazda CX-30 first landed in the US for the 2020 model year, making its big debut at the 2019 Los Angeles Auto Show. Fast forward a few years, and it’s starting to show its age – at least by car world standards.

Sure, Mazda’s been busy keeping it fresh with small tweaks to the engine, tech, and safety gear, but if you’re the type who wants a total overhaul before buying a new car, there’s a bit of a mixed bag ahead.

The good news is that a next-generation CX-30 is reportedly in the works. The bad news is that it may still be several years away.

What Could Change With The Next CX-30?

According to a report from Chugoku Shimbun, Mazda’s aiming to drop a fully redesigned CX-30 by fiscal year 2030. Translation: don’t expect to see it before spring 2031. By then, the current CX-30 will be old enough to start middle school.

There’s still a lot we don’t know, but the current CX-30 drops a few hints about what’s next. Expect it to stick with a front-wheel-drive platform, and Mazda might finally give it more breathing room than the CX-3 – think a larger cabin, nicer materials, and a few extra creature comforts.

As for powertrains, Mazda’s clearly leaning into electrification, so the next CX-30 could score some of the brand’s latest engines and hybrid tech. Which ones? Your guess is as good as ours for now.

The Refreshed CX-30 Could Come First

If waiting until 2031 sounds like a stretch, there’s some good news. Mazda’s already rolled out a hefty update for the CX-30 in Japan, and there’s a decent chance it’ll cross the Pacific before too long.

The July 2026 Japanese refresh brought in the e-SKYACTIV G 2.5 mild-hybrid, shuffled the lineup, and packed in more safety and convenience gear. Mazda even borrowed some tricks from the bigger CX-60 and CX-80, like sharper blind-spot monitoring, road-sign reading, adaptive headlights, and smarter emergency braking.

That makes the Japanese-market refresh a reasonable preview of what could happen in North America before the full redesign arrives. The current American CX-30 already uses a 2.5-liter engine, while Mazda’s latest update shows the company is willing to keep investing in this generation.

If you’re eyeing a CX-30 right now, your call is simple: grab the current model with its fresh updates, or settle in for a long wait for the all-new version.

Muscle car ownership is a unique side of the automotive world because of the way muscle cars are and always have been; they are generally the most outlandish cars in all aspects. Throughout history, we’ve seen iconic muscle car names, and the car’s reputation is reflected in the number of unique, eye-catching paint schemes. With most normal cars offering a selection of blacks, greys, and whites, muscle cars continue to be inspired by the full range of the color wheel.

Dodge has been trying to recapture the market it lost by dropping the Hemi V8 – by giving owners more customization options. Most recently, it has just announced the addition of two more colors for the Charger.

2027 Dodge Charger Red Oxide

Following the recent introduction of the Purple Haze paint job for the Charger, Dodge is also announcing the availability of a new deep, dark red exterior color called Red Oxide. This new colorway was first debuted during the Woodward Dream Cruise event. This event is one of the biggest automotive gatherings held annually; 2026 was the 31st edition, which gathered around 40,000 vehicles along the iconic Woodward Blvd.

Red Oxide was first offered for the Durango, which just got a new colorway offering courtesy of the Charger model called the Redeye. “At Dodge, color is another way our customers can express their personality and make a statement,” said Matt McAlear, Dodge CEO. McAlear also said that custom colors, graphics, and stripe packages give Charger customers another bold way to personalize their Charger and make it their own. Red Oxide will be available for the 2027 model of the Charger starting next month for $695.

Woodward Dream Cruise

Dodge held a special event during the Woodward Dream Cruise festivities called Roadkill Nights. During their showcases, the brand proudly displayed the new Charger Super Bee Launch Edition and Charger Scat Pack, and held thrill ride experiences in the high-performance cars built by the brand.

This bizarre directive is tied to an ongoing manufacturing nightmare. The automaker previously issued massive recalls because rogue machining debris was left inside the engine block during production, causing catastrophic failure. Unfortunately for truck owners, this recall expansion recently grew to include the 2024 model year. To manage the immense volume of affected trucks, engineers developed this striking new inspection method to efficiently sort the good engines from the doomed ones.

How The Impact Test Actually Works

The root of the problem lies deep within the block. A recent engine teardown vividly showcased how leftover manufacturing debris destroys the main bearings, leading to knocking, rough idling, and a complete loss of motive power. Toyota claims engines produced later received an improved No. 1 main bearing designed to resist this exact debris, but thousands of trucks remain in the danger zone.

Enter campaign 25TA14, officially known as the V35A Crank Bearing Inspection. According to a report from Pickup Truck + SUV Talk, the process is surprisingly rigorous. Technicians must first change the oil, reach specific operating temperatures, remove accessory belts, and align the crankshaft perfectly. They then mount a sensitive accelerometer directly to the crankshaft bolt. Finally, the mechanic strikes the crankshaft pulley at the 3 o’clock position with a specific plastic hammer.

This impact sends vibrations through the metal, which are captured by the accelerometer and fed into advanced diagnostic software. The computer analyzes the resonance, judges the quality of the strike, and automatically uploads the data to the cloud to return a simple pass or fail grade. Because of this software, the targeted replacement strategy guarantees mechanics are replacing only the specific engine assemblies that genuinely fail the acoustic check.

Method Behind The Madness

Calling it a hammer test makes the entire ordeal sound laughably primitive, but it is rooted in solid science. This technique is formally known as experimental modal analysis. Engineers have used impact sensors for decades to measure how structures respond to a controlled force. By analyzing the natural frequencies and damping within the crankshaft, the software can effectively detect compromised bearings without tearing the entire block apart.

While the engineering principle is an established industry practice, seeing it deployed on the service floor is undeniably unusual. It is a brilliant way to save millions of dollars in warranty claims while quickly diagnosing customer vehicles. Still, peering through the service bay window to watch a mechanic hitting your expensive rig with a hammer is definitely going to spark some highly entertaining conversations at the dealership counter. Until then, try not to panic if you hear rhythmic thumping coming from the garage during your next scheduled maintenance visit.

Ferrari made headlines after auctioning a Luce for $40 million during Monterey Car Week, more than 36 times the EV’s presale estimate of over $1.1 million. That may seem excessive, particularly to critics of the Luce, but the price makes more sense considering the buyer and the charitable purpose behind the auction.

The Luce was sold to Dr. Herbert “Herbie” Wertheim, a billionaire businessman, inventor, and philanthropist who also purchased the Ferrari Daytona SP3 Tailor Made for $26 million last year. Both cars were auctioned to benefit the Ferrari Foundation, with all proceeds supporting educational initiatives. Wertheim has himself donated extensively to educational institutions, including $100 million to the University of Florida and $50 million to UC Berkeley’s optometry school.

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The Man Behind the Sale

Wertheim built his wealth through several ventures, including developing plastic-lens tints and founding Brain Power Inc. in 1970. However, much of his fortune came from long-term stock investing. He purchased shares in companies such as Apple and Microsoft during their initial public offerings and became the largest individual shareholder in Heico, an American aerospace and electronics company.

For a billionaire like Wertheim, spending $40 million on a Ferrari Luce may not seem quite as extraordinary, which could help explain his willingness to bid so high. To be fair, the Luce in question – Chassis 0 – is also a unique U.S.-spec example, featuring an exclusive Madreperla Semi-Gloss exterior complemented by bespoke five-spoke wheels and white brake calipers. The interior is finished in Perla Le Mans metallic leather, an exclusive material developed for the Ferrari Tailor Made program.

Critics have largely targeted the Luce’s unconventional design, arguing that it departs from Ferrari’s traditional styling. As the brand’s first fully electric vehicle, it has also drawn criticism from purists accustomed to Prancing Horse models powered by V8 or V12 engines.

A Very Expensive Rebuttal

Regardless of that criticism, the $40 million sale suggests that online backlash does not necessarily translate into weak demand. Ferrari also reportedly reached its 2026 sales target of just under 500 Luces within two months, helped by strong demand from China.

Following the auction, Wertheim’s 2026 Ferrari Luce Tailor Made Chassis 0 will return to Maranello, Italy, before its scheduled final delivery in the first quarter of 2027. 

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Toyota was never going to let just anyone with deep pockets stroll into a dealership and claim its new flagship supercar. Sure, the GR GT’s price tag is north of $225,000, but having that bread alone won’t cut it. Toyota wants these cars in the hands of people who’ll actually drive them, not stash them away in climate-controlled garages.

Bad news if you were hoping to snag one: Toyota’s allocation for the US is already gone. Unless you’ve already heard from Toyota or one of its chosen dealers, your shot at an early GR GT is looking pretty bleak.

Toyota Only Wants Owners Who Will Drive It

That shortage? Totally intentional. Toyota’s treating the GR GT like a passion project, not a mass-market showpiece. It also means the company gets to handpick who actually gets the keys.

The Drive reports that Toyota Senior Vice President of Automotive Operations Andrew Gilleland said the company has earmarked between 200 and 250 GR GTs for the US market. Importantly, that figure applies only to America and does not represent the car’s total worldwide production. Toyota has not yet disclosed the global number for the first production run.

“We’re not going to have enough to meet demand, and that’s by design,” Gilleland told The Drive. He added that Toyota doesn’t want to sell cars to flippers and instead wants owners who will actually drive them.

If you want proof of the hype, look no further than The Quail at Monterey Car Week. Over 150 would-be buyers sat down with Toyota to spec out their dream GR GTs ≠ even though Toyota wasn’t officially taking orders. In Gilleland’s words: “The interest is huge.”

Toyota’s New Halo Car Starts at 641 HP

If you’re lucky enough to land one, the GR GT is no joke. Under the hood sits a 4.0-liter twin-turbo V8 teamed up with an electric motor, good for a preliminary 641 horsepower and 627 pound-feet of torque. And those numbers might climb even higher before production kicks off.

Power goes straight to the rear wheels via an eight-speed automatic transaxle out back. Toyota’s gone all-in on weight savings, chassis stiffness, aero tricks, and keeping the center of gravity low. The road car borrows plenty from the GR GT3 race car’s playbook.

Rumor has it Toyota’s cooking up an even wilder version, possibly with an RS badge. Prototypes have already been spotted with bigger wings and meaner front-end bits, hinting that the GR GT lineup might not stop at just one flavor.

For now, the real challenge is just getting your hands on one. The first US allocation is already history, and the GR GT is officially the car you can’t buy – even before anyone’s actually seen one out in the wild.

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The Ford Raptor nameplate debuted on the F-150 for the 2010 model year before expanding to other models such as the Ranger and Bronco. It denotes high-performance variants designed to enhance off-road capability, but only a few models currently offer one.

That could be about to change, with Ford Racing boss Will Ford telling Australia’s Drive that to say the Raptor badge is “not going anywhere is an understatement.” His comments are particularly relevant to Australia and other markets outside North America, where the Ranger is often the only model available with the Raptor badge. However, the report also pointed to plans to broaden the Raptor range globally.

A New Beast May Be Brewing

Ford is doubling down on the Raptor program to potentially reach a wider audience, though the extent of those plans hasn’t been disclosed. What stands out, however, is the possibility of an entirely new Raptor model: an off-road-ready supercar inspired by the Blue Oval’s Dakar rally racers like the Raptor T1+. Hybrid technology is also being considered, potentially helping boost performance while reducing emissions.

Such an expansion fits current market trends, as interest in vehicles capable of off-roading and overlanding continues to grow. The Raptor treatment brings unique bodywork, larger all-terrain tires, and substantial suspension and powertrain upgrades, allowing these vehicles to tackle challenging terrain at speed. For instance, the U.S.-spec F-150 Raptor R comes with Fox Racing Dual-Valve shocks, 37-inch tires, and a 5.2-liter supercharged V8 producing 720 horsepower.

“We’re very committed to growing Raptor all over the world, both in North America and in markets like Australia. We’re celebrating 15 years of Raptor this year, and we’ve just built this very organic love for what Raptor is all around the world,” Will Ford said.

The Dirt Wars Are Heating Up

Ford’s expansion comes as other automakers invest in their own off-road programs. Ram brought back the 1500 SRT TRX earlier this year with a more potent 6.2-liter supercharged Hemi V8 producing 777 horsepower, surpassing the F-150 Raptor R’s 720 hp. Toyota, meanwhile, offers the Trailhunter as an overlanding-focused counterpart to its more performance-oriented TRD Pro models.

Whatever Ford develops should be a welcome addition, as Raptor models are undoubtedly among its most exciting vehicles – both on the road and, especially, off it.

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The sheer scale of this impending project cannot be overstated. If it hits the maximum planned capacity of 68 stalls, it will officially tie the existing station in Halifax, North Carolina, for the title of the largest Supercharger on the entire Eastern Seaboard. This represents a huge leap in urban infrastructure and proves the automaker is serious about meeting skyrocketing charging demands.

Tesla is currently building a new 64-stall Supercharger station in Queens, New York. This will be the biggest Supercharger station on the East Coast of the U.S.

It will also have two pull-through stalls for EVs with trailers. Thx for the pics @LetsCleanNYC. pic.twitter.com/CCo0dIoHin

— Sawyer Merritt (@SawyerMerritt) August 16, 2026

Bigger and Faster

The new charging hub will be situated at 48-26 54th Road in Maspeth, Queens. Because Maspeth sits right along I-495, it serves as a perfect pit stop for drivers hopping off the highway. Travelers heading out to Long Island or commuting into Manhattan can easily juice up their batteries before continuing their daily routines or weekend road trips.

Building outside of Manhattan is a strategic necessity for the network. Currently, Manhattan only hosts five Superchargers, and those sites are notoriously constrained, often offering a mere four plugs per location. Boroughs like Queens, Brooklyn, and the Bronx simply offer the abundant real estate required for these massive installations. With brands like Dodge and Jeep successfully joining the fold, securing expansive lots is more vital than ever to support the massive surge of non-Tesla users.

Furthermore, this location is set to feature two dedicated pull-through stalls specifically designed for vehicles towing trailers. Accommodating larger towing setups and solving annoying charging problems has become a clear priority as EV ownership expands to more utilitarian demographics. You will no longer have to unhitch your camper or work trailer just to reach a charging cable.

Easier Charging in Urban Areas

This is exactly the kind of heavy-hitting infrastructure investment the EV transition desperately needs. Tesla has consistently expanded its charging footprint to cater to high-traffic travel routes, and tackling the NYC metro area head-on is a bold, necessary move. As adoption grows, mitigating gridlock at the plug is paramount. The company is actively tackling long lines by deploying clever app updates to manage user flow.

Beyond just adding raw hardware, the brand is heavily refining the digital user experience. By rolling out a smart virtual waitlist system alongside massive 68-stall physical hubs, they are essentially eliminating the stress of urban charging. Combining immense physical expansion with smart software innovation proves they are paying close attention to the real-world frustrations of modern electric vehicle owners.

Affected Models and Planned Fix

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Over 15 Stellantis model variants are involved in this recall. The list is as follows:

• 2026-27 Chrysler Pacifica, Pacifica Plug-in Hybrid and Voyager minivans
• 2026-27 Dodge Charger vehicles
• 2026 Jeep Cherokee, Compass, Gladiator, Grand Cherokee, Grand Cherokee L, Grand Wagoneer, Grand Wagoneer L and Wrangler vehicles
• 2026 Ram 1500 and 2500 pickups and ProMaster and ProMaster EV vans

As the recall is at an early stage, it has not yet been published on the National Highway Traffic Safety Administration (NHTSA) website. Stellantis has not stated whether the issue appears intermittently or whether only specific trims are impacted. This may become clearer when the full recall report is published.

Fortunately, the fix is simple and does not appear to require a dealer visit. An over-the-air software update will become available to resolve the issue, so drivers of these vehicles should watch out for a prompt on the media screen when it’s ready to be downloaded. Starting in September, recall notices will be mailed to affected owners.

In the meantime, drivers can contact the automaker’s customer care at 1-800-853-1403 for more information. If the camera image does disappear, drivers should exercise caution when backing up, as reduced visibility could increase the chances of hitting another vehicle or pedestrian.

Stellantis is unaware of any accidents or injuries linked to this recall.

One Of Chrysler’s Biggest 2026 Recalls

Stellantis has issued 27 recalls so far in 2026, with this one ranking as the third-largest of the year. The only two that exceeded this one in scope both affected over a million models.

Of these five recalls, the power steering wiring issue is probably the most serious, as that recall also came with a fire risk warning for Jeep’s Wrangler and Gladiator. The automaker has been sued after a Gladiator caught on fire in Illinois, which is one of 10 alleged fires linked to these vehicles.

While Stellantis may have the second-highest number of U.S. recalls this year, it’s still well short of Ford, which has announced 63 recalls for 2026 so far.

Related: Ram 1500 Recall Hits 1.3 Million Trucks Over Seat-Belt Anchor Defect

It’s been over a decade since Lamborghini last offered a manual transmission in its cars. The last one was the Gallardo, and it was available with three pedals and a stick shift until it was retired in 2014. As for the last V12-powered model with a clutch pedal, that would be the Lamborghini Murciélago LP 670-4 SV, and only five were reportedly made.

The Gallardo’s successor, the Huracan, was dual-clutch only, while the Aventador’s sole transmission choice was an automated manual. The same rings true for the current supercars, as both the Revuelto and Temerario shift with a dual-clutch and nothing else. Given that there are ultra-exclusive hypercar manuals and even Ferrari putting it back in one of its cars, what about Lamborghini?

The CEO Weighs In

Longtime Lamborghini CEO Stephan Winkelmann was recently asked by CarBuzz if the brand will follow in the footsteps of some boutique automakers and Ferrari in reviving manuals. For those hoping that the executive will give a scoop of some sort, don’t hold your breath.

Regarding that matter, Winkelmann said, “For me, this is something which is not on our priority list, because we have a lot in the pipeline.” He then added, “[The manual gearbox] is mostly for collectibles, and today we don’t have any plans to do so.” Well, that’s as straightforward as it gets. While the door isn’t completely closed on that idea, he sounded firm in his decision.

Hybridization Makes it Difficult

While electrified manuals are possible, it’s not for full-hybrid systems just yet. At most, mild-hybrid systems can be fitted with manuals, but given how series and parallel hybrids are built now, it simply isn’t possible. The workaround is to build something like what’s fitted to the 12Cilindri Manuale, but even that is more of a shift-by-wire system that simulates a manual. Even then, the 12Cilindri Manuale isn’t electrified in any way.

As Winkelmann said, manuals, at least in the space that Lamborghini occupies, are for the top-shelf stuff. At the moment, the Italian automaker isn’t cooking up ultra-limited-run models save for one or two special editions. Also, it’s mulling over a grand tourer in the same vein as the Espada, so it’s likely that the company is devoting its efforts to that model over a one-of-ten vehicle.

But as technology progresses, we’re certain that these high-performance plug-in hybrids will get some form of manual transmission someday. However, it isn’t Lamborghini’s top priority.

How Voyah Did It

Dongfeng’s premium EV brand says the Passion S entered the curved tunnel wall at roughly 130 km/h (81 mph) and a precise 16-degree steering angle, using centrifugal force to complete the rotation. Voyah claims a speed drop of just 3-5 km/h below that threshold would have caused the car to lose traction and fall. The stunt is a notable follow-up to Voyah’s track record of extreme public demonstrations, which recently saw the brand’s Taishan X8 SUV launched off a 51-foot ramp to stress-test its body and suspension.

Unlike the SLS AMG, a lightweight two-seat supercar, the Passion S is a 5,000 lb SUV that Voyah says completed the loop with its full battery pack and driver-assist hardware intact, without any weight-saving modifications. Power comes from a dual-motor AWD system producing a combined 637 hp and 564 Nm of torque, riding on an 800-volt silicon carbide platform Voyah rates at 93.8 percent drive efficiency.

A Tribute To The Disputed Ad

The original 2010 Mercedes-Benz commercial has never fully shaken accusations that a professional stunt driver, not Schumacher, was behind the wheel. Voyah is leaning into that history rather than avoiding it, framing its own loop as proof performed by a standard retail car rather than a specially built stunt rig. Chinese automakers have leaned hard into viral demonstrations lately, though not every one has landed as cleanly – a Chery SUV failed while attempting a similar homage to a famous Range Rover stunt.

Pricing And Launch

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The Voyah Passion S entered pre-sales in July, with its top-spec trim priced around $45,600. Full retail pricing arrives at the car’s official launch on August 15, the same playbook Chinese EV makers like Xiaomi have used to generate headlines ahead of a launch, stacking a viral stunt on top of a competitive spec sheet before pricing is even final.

A Porsche spokesperson declined to comment on the report from Wirtschaftswoche directly, instead pointing to CEO Michael Leiters’ July interview with the Frankfurter Allgemeine Zeitung, in which he said there were “no plans to discontinue the Taycan in the short term.” That statement is notable given Leiters has separately admitted the car’s launch timing “wasn’t ideal” for the brand’s broader electrification push.

The Sales Collapse Behind The Decision

The numbers explain the timing. Taycan deliveries peaked at nearly 41,000 units in 2023, then fell to roughly 16,000 in 2025, and just over 6,000 in the first half of 2026 alone. A slide that lines up with Porsche’s record-low U.S. sales year despite steady American demand elsewhere in the lineup. Production at Stuttgart has reportedly been paused multiple times this year, part of a broader retreat that has seen Porsche’s new CEO double down on gas engines after its EV strategy pivot backfired.

What Happens To Porsche’s EV Lineup

If the Taycan does exit by 2030, the Macan Electric – which just picked up new tech and convenience features for the 2026 model year – would become Porsche’s only fully electric model unless new EVs arrive before then. The reported reversal comes barely a month after Leiters’ comments suggested otherwise, underscoring how quickly Porsche’s electrification plans have been reshuffled amid weak European demand, US tariff pressure, and growing competition from Chinese automakers.

The Problem Toyota’s New Patent Aims To Solve

Traditional automatic transmissions won’t upshift if doing so would cause the engine RPMs to fall so dramatically that the car could stall, nor will they allow downshifts when doing so would cause a severe spike in engine RPM, which could grenade the engine and/or transmission in what’s known as a money shift, when the transmission is moving far more quickly than the engine can safely keep up with but still tries, causing explosive damage. This is the case even when the automatic transmission features so-called ‘manual’ paddle shifters, which you can keep clicking but will simply ignore your requests until inter-system speeds are safely aligned. Toyota’s new patent aims to change these cautionary protocols. The transmission effectively stores impossible requests for transmission shifts and then executes them the moment they are safely possible, aiming to reduce the delay some torque converter autos are known for.

Toyota’s Automatic Transmission Solution

Let’s say you’re braking hard for a corner, and you click the left downshift paddle, but nothing happens because engine RPMs are too high, and you have to wait for a slower engine speed before pulling the paddle again. Toyota’s new system would remember the downshift request, and instead of only allowing a downshift to happen when there’s a 1,000-RPM buffer between the lower gear’s engine speed and the engine’s redline, it could cut that buffer to 500 RPM or less without a repeat input from the driver. In some scenarios, the transmission might even allow a downshift when RPMs would move slightly above redline, preempting the further fall in revs that would occur in the moments between a downshift request and its execution. Under hard acceleration, the transmission also wouldn’t automatically uphshift at redline, increasing driver control. Basically, Toyota is trying to give you similar responsiveness and similar responsibility to that provided by dual-clutch and manual transmissions, respectively.

Autoblog’s Take

Toyota’s new patent may not make production, but it does provide proof that the automaker is trying to make performance driving more accessible, both in price and philosophy. This could resolve the few drawbacks of the Direct Automatic Transmission without much more cost, but Toyota will need to be very careful about how it provides this control to drivers. Not only does more control in the driver’s hands increase the risk of damage to mechanical components, but if a stored downshift request is executed when the driver is not expecting it, that could cause a lock-up of the driven wheels and the driver could find themselves in a ditch or a barrier. Remember the Mercedes-Benz CLK63 AMG Black Series? That AMG Speedshift 7G-Tronic automatic would store a downshift, and it would be later executed when the revs had fallen enough, but sometimes the delay would be so long that the shift would occur at the most unexpected times, causing the rear wheels to suddenly grip and lock and the car to spin out. Hopefully, Toyota tunes this system better.

Related: Over a Million Jeep Wrangler, Gladiator Owners Told to Park Outside Due to Fire Risk [UPDATED]

What’s Wrong With These Jeeps?

According to the recall report filed with the NHTSA, the Electric Hydraulic Power Steering Pump (EHPSP) in some Jeep Wrangler and Gladiator models could have an issue with their electrical connections.

“In some circumstances, high resistance electrical activity may take place in the area of the EHPSP connection causing overheating of combustible materials,” states the recall report. “Overheating of combustible materials in the vehicle or surrounding area may potentially lead to a fire. A fire can result in increased risk of occupant injury and injury to persons outside the vehicle.”

Plaintiffs Sandra and James Teuber from Illinois claim the same steering pump issue led to their 2022 Gladiator catching on fire when parked in their driveway. Attempts to extinguish the blaze with a garden hose failed, so the fire department was called. According to the lawsuit, shared by Car Complaints, 3,800 gallons of water and 35 gallons of firefighting foam were needed to stop the fire. The plaintiffs also complain that 20 gallons of gasoline leaked onto the property during the fire. 

The automaker claims the case should not be in court, citing a binding arbitration agreement between it and the plaintiffs. However, the judge ruled against the automaker after the plaintiffs claimed they did not agree to arbitration when the lease papers were signed.

How Many Vehicles Are Affected?

Other than the 2022 Jeep Gladiator involved in the lawsuit, a total of 289,112 Gladiators between the 2021 and 2025 model years were recalled. A further 787,887 Wranglers spanning the same model years were recalled, for a total of 1,076,999 vehicles. The recall report states that the automaker is aware of one injury related to the issue, while the lawsuit claims at least 10 fires have occurred.

Owners were notified of a planned remedy between July 9 and August 3, 2026. In the meantime, the automaker has warned owners of affected vehicles to park outside. The Illinois couple claims their burning Jeep damaged their garage door and surrounding trim; it was parked 10 feet away from the garage at the time.

The fire recall and associated lawsuit won’t do anything to improve Jeep’s already dismal reliability ratings. Out of 26 car brands, Consumer Reports ranked Jeep 24th for reliability. And, while the Gladiator and Wrangler are formidable off-roaders, owners of these vehicles must be prepared for more common repairs and potentially higher maintenance costs than in many rivals.

Related: Jeep Vs. Ram Reliability: The Results Aren’t Pretty

Bentley Torcal EV Brings New Fabric, Wood, And Metal

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Bentley says the new Torcal will still embrace the use of leather and wood, but those seeking something new will be catered to as well, starting with the introduction of Merino wool. In the fashion world, this material is desirable for its softness and warmth, but with butts and backs moving back and forth and side to side over seating surfaces, wool hasn’t historically provided the durability required by automotive applications until now, so in partnership with Fox Brothers, a Somerset, England-based cloth maker that has been working with wool since the 1700s, Bentley has developed a weave that gives us “the world’s first 100 percent Merino wool automotive fabric capable of meeting the exacting demands of a luxury vehicle.” Despite its resilience and robustness, the fabric managed to achieve 100 percent certification under the Responsible Wool Standard, and Bentley has added six new interior colorways to match.

Also new to Bentley and making its debut on the Torcal is Ombre Veneer, which combines sustainably sourced walnut off-cuts with recycled paper. Over 1,000 individual layers are carefully selected and then pressed together. This mass of arboreal material is then sliced to less than a millimeter in thickness; the end product lets four shades of walnut (deep black, dark smoke, light smoke, and natural walnut) flow together, creating a unique pattern for every vehicle. Another new addition is Sunburst Aluminium by Mulliner, reinterpreting Bentley’s traditional engine-turned aluminum dashboards with a special three-way brush pattern. At first glance, it almost looks like a metal-interwoven carbon fiber.

Autoblog’s Take

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Bentley’s teasers thus far have all highlighted how the all-electric Torcal will adhere to the same standards for luxury and quality as every other Bentley, and this one does more of that. Bentley is aware that the luxury EV market is cooling somewhat, and it’s aware that those buying a Bentley want more than just transport. These teasers indicate the British brand wants people to view the Torcal as a real Bentley in every way, providing more of the same opulence customers have come to expect despite the adoption of a novel powertrain. Will it be a success? A lot of that depends on the styling, not just the capability of the Torcal, so we’ll have to wait for the reveal on September 23 to cast a verdict.

It’s no secret that Mercedes-Benz will be keeping the fuel-fed C-Class for a while. After all, it’s still a popular car, and the company would be throwing away so much sales if it went EV-only. Of course, all attention was towards the new and first-ever electric C-Class. Much has already been said about it, including how it was built in the most environmentally sustainable way possible.

But after months of buzz and fanfare for the battery-powered model, Mercedes has turned its attention back to its combustion-powered counterpart. About time, too, as the current-gen C-Class is about to be the veteran among its compatriots. With that, it gets a facelift for the 2027 model year, along with useful interior updates and some reshuffling of the powertrain choices.

Baby S-Class

Ever since the first-generation model from 1993, the C-Class has emulated its much-bigger brother, the S-Class. The same still rings true for this updated model, as it now gets a similar grille and front-end treatment as the flagship sedan. This is possibly the biggest grille ever fitted to a combustion-powered C-Class, and both four-door (W206) and wagon (S206) share it. The grille surround can also be illuminated, keeping up with current trends for better or worse.

New headlight DRLs and larger corner air intakes are also part of the 2027 update, along with new wheel options. As for the rear, the sedan gets new taillight elements adapting the same look as the E-Class and S-Class. For the wagon, the lights are also tweaked, but not to the same extent as the sedan. Both get new rear bumpers as well.

Still a Familiar Cabin

Refreshingly, the 2027 C-Class doesn’t get a hyperscreen for this minor model change. Sure, some would like door-to-door screens on the dash, but it appears Mercedes resisted the temptation to do that at the risk of alienating traditional customers. With that, the dashboard layout remains as before.

Instead of slapping in more screens, the infotainment system’s software was given an upgrade. There’s a new interface that’s supposedly faster and more responsive than before. Greater AI functionality was added as well, along with an updated navigation system with Google Maps. Joy of joys, more physical buttons have been added to the steering wheel, getting rid of the capacitive touch pads in the current and outgoing model. Most commands and functions are still on the screen, though, but it’s a start.

Electrified but Not Electric

As before, the gas and diesel models all come with some form of electrification. The standard combustion engines are mild-hybrid as before, but have been tweaked to meet new emissions standards. Plug-in hybrids are also available, but the plug-in hybrid diesel has been discontinued.

For the gas engines, there’s the C200, C250 and C300, at least for now. The C180 and it’s 1.5-liter mild-hybrid turbo is gone and effectively replaced by a boosted 2.0-liter C200 with 174 hp. Taking over the C200’s previous role is the C250 with 215 hp from the same engine. The more relevant model here is the C300 still producing 255 hp and most likely the one that will be bound for the U.S. New in the diesel lineup is the C250d, replacing the C220d but still retaining 197 hp. If you want even more power, there’s the C400 e 4Matic plug-in hybrid with 389 hp, the punchiest model available until the AMG versions arrive.

But wait, where’s the six-cylinder C53? We’ll have to wait a little bit longer for that. It’s coming for sure, likely before the end of the year. It’s touted to use the same arrangement as the GLC 53, so we can expect 443 hp and 443 lb-ft of torque from its 3.0-liter turbo mild-hybrid straight-six.

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Detroit has spent the last year scrambling to cut costs and appease shifting political winds. Ford recently initiated a high-profile domestic production shift by relocating its best-selling luxury SUV manufacturing from China to the United States. However, these localized moves represent just a fraction of the broader industry disruption looming on the horizon.

Peeling Back the Financial Details

Ford, GM, and Stellantis are currently mounting a fierce lobbying campaign ahead of critical U.S.-Mexico trade negotiations. The core dispute involves a proposed mandate requiring vehicles to contain at least fifty percent U.S.-made content to qualify for lower tariffs. Internal estimates suggest these specific rule changes could slap at least two billion dollars in annual costs on each Detroit automaker.

This monumental burden piles onto an already fragile financial foundation. GM expects up to three and a half billion dollars in tariff-related expenses this year, while Ford projects a one billion dollar net hit. Despite anticipating massive recent tariff rebates, automakers warn that modern vehicles rely on deeply entrenched global supply chains. You cannot instantly localize manufacturing when thousands of complex parts originate overseas.

The supply chain web is growing increasingly complicated by the day. Lawmakers are aggressively scrutinizing vehicle origins, floating the idea of entirely blocking Chinese components from the domestic market. Strangely, foreign rivals importing cars to the U.S. currently face a simple flat fifteen percent tariff, while domestic brands navigate an absurdly complex web of levies on imported steel and aluminum.

Local Manufacturing at All Costs

The ultimate irony of this aggressive onshoring strategy is that it inadvertently penalizes the very companies attempting to build cars in America. If upcoming trade policies aren’t carefully calibrated, they will render North American production fundamentally uncompetitive. Industry executives acknowledge the global reality, with Ford’s CEO recently admitting their best manufacturing plants are located overseas, highlighting the steep capital investment required to match international production efficiency.

Ultimately, the everyday American consumer will foot this massive bill. The political push for domestic purity directly conflicts with the modern buyer’s shrinking budget. As new vehicle prices inflate to cover these localized manufacturing costs, market analysts predict frustrated buyers will inevitably demand access to cheap Chinese EVs. Washington’s desire for domestic dominance sounds great, but it ensures you will pay a massive premium.

Automotive memorabilla is an amusing thing. It can be a simple (but actually vital) as collecting brochures and diecasts, or it could be getting official merchandise from the past or present. But once in a while, something unusual comes up. In this case, its not one but two full-size replicas from BMW.

Up for grabs is a replica of a BMW i3 (no, not the Neue Klasse) and i8. For those who remember, these two cars represented Munich’s first baby steps into electrification. While it wasn’t the most successful venture, it was a defining moment in BMW’s history.

How Did These End Up Here?

As much as we’d love to get the back story on this, it’s a bit of a mystery on how it ended up being on Bring a Trailer. These replicas were actually sold as a pair back in December 2024, and the seller at the time acquired both in 2022. There was no mention how the person from the original sale got hold of it, but it’s nice to know someone saved this piece of automobilia.

Now, bear in mind that the i3 hatchback began production in 2013, while the i8 started in 2014. That should make both these models over a decade old. These ‘cars’ are said to have been made by BMW, and these were supposedly used for promotional purposes in dealerships. We’re now curious if there were more of these made given that there are over 300 BMW dealers in the U.S.

The ‘Cars’

As these are replicas (replicars?), these aren’t runners. There’s no engine to speak of, or even an interior. Lights are present but inoperable at the time of writing, and both move around with wheels bolted on to the frame that allows these cars to keep their shape. These are full-sized fiberglass copies of the real deal, and it would make for pretty interesting decor at home.

Admittedly, both need some care and attention. Some of the paintwork had faded and the black parts had gone bubbly, and the headlights have become hazy as well. On the i3, it’s missing the passenger-side door handle. At least it won’t be too much work to bring it back to its former glory should the buyer decide to restore either one of these.

The cars are being sold by The DFW Toy & Car Museum. The reason for the sale, according to Bring a Trailer, is because the facility has surpassed its 200‑car limit and is selling off part of the collection to allow for future acquisitions. At the time of writing, there’s four days to go for the auction, and current bids stand at $100 for the i3 and $700 for the i8.

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Since the $7,500 federal EV tax credit expired in September 2025, the U.S. electric-vehicle market has posted decline after decline. June 2026 showed some signs of improvement, with EV registrations topping 100,000 for the first time since the incentive ended. Still, the month marked the market’s ninth straight year-over-year decline.

Automotive News, citing Mobility Global, reported that U.S. EV registrations fell 11% year over year in June to 100,515 vehicles. For shoppers, the softer demand could mean continued discounts and other incentives as automakers work to move inventory. Hybrids, meanwhile, have gained ground with U.S. buyers, adding pressure to the EV market.

The Biggest EV Brands in June

Needless to say, Tesla still topped the June rankings with 61,813 registrations, an 8% increase from the same period last year. It accounted for 61.5% of new U.S. EV registrations, while its bestselling model, the Model Y, captured 42% of the market on its own.

Interestingly, Rivian surpassed Hyundai to take second place with 4,535 EV registrations. That represented a 1.7% year-over-year decline, but nearly half of its total came from commercial vans, whose registrations rose 43% to 2,061. Registrations for the R1T and R1S both declined. It is worth noting that the R2 – expected to become the brand’s volume seller – only began customer deliveries in June, so the California-based automaker’s numbers could improve in the coming months.

Chevrolet placed third with 4,094 EV registrations, down 57% year over year, followed by Hyundai with 4,011, down 23%, and Cadillac with 3,931, down 4.6%. Toyota, which was slow to embrace EVs during the segment’s rapid rise, registered 3,690 vehicles – a 167% increase from the same period last year. To be fair, the redesigned bZ (formerly bZ4X) only arrived in the second half of 2025, while the C-HR EV reached U.S. dealerships earlier this year, giving the company a low comparison base.

The EV Market’s Long Way Back

The silver lining in the declining registrations is that the EV market appears to be stabilizing faster than the bleakest forecasts expected. However, no major rebound is expected anytime soon, with automakers reportedly hesitant to commit more resources to EVs.

Demand is currently shifting toward hybrids, an interesting development given that surging fuel prices have also increased interest in all-electric cars. That trend is particularly visible in California, America’s largest EV market, where hybrids accounted for more than 22% of first-half registrations, ahead of EVs at roughly 16%.

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Toyota’s dominance of the global automotive market has been untouchable for decades, but in recent years, its reluctance to dive into electrified mobility has somewhat hindered its growth. To address the issue, the automaker leaned into a Multi-Pathway Approach, introducing a range of propulsion and powertrain options to meet its carbon neutrality goals.

While it hasn’t been the most electrified brand, Toyota has introduced more EVs and PHEVs to bolster the successful hybrid lineup. It seems the approach is starting to bear fruit on the PHEV side.

PHEV Sales Up

Key sales figures for the year are out, and Automotive News reported that Toyota is beginning to see its Plug-In Hybrid (PHEV) sales rise. Despite accounting for a small share of Toyota’s overall vehicle sales, PHEV sales have increased 38 percent this year, including a 157 percent increase in July. These numbers are from sales data gathered by Toyota and its luxury sub-brand Lexus.

One major factor in why the numbers have dramatically increased is that the PHEVs are now available in all 50 states and no longer just sold in the 12 states that follow California’s zero-emission vehicle, or ZEV, requirements. Another key aspect of growth comes from other major competitors pulling out their PHEV offerings in the U.S., notably brands like Jeep, Chrysler, Dodge, and Kia.

Small But Notable

Part of the report notes that in total, PHEV sales accounted for just 1.1% of light-vehicle sales through June, compared with 1.8% of volume in 2025, according to data from Mobility Global. However, the upward trend in PHEV sales will likely continue as the effects of the Iran war on higher fuel prices have yet to be resolved.

Dave Christ, group vice president of the Toyota Division at Toyota Motor North America, told Automotive News that most of the interest in PHEVs is being driven by the introduction of the all-new RAV4 model. Christ also explained that California still leads in PHEV sales, but sales are growing quickly in markets such as Florida, the Gulf States, and the Upper Midwest.

The latest weapon in the state’s promotional arsenal is the highly anticipated MyFirstEV program. Designed to provide an immediate upfront discount rather than an after-the-fact tax credit, officials hope this new approach will convince fence-sitters to finally take the plunge. It offers a massive $3,500 point-of-sale rebate tailored specifically for new buyers. However, early adopters looking at specific Japanese brands are hitting a frustrating roadblock.

Navigating The Toyota Rebate Delay

According to the California Air Resources Board, Toyota and Lexus dealerships will not integrate the MyFirstEV rebate into their systems until September. This delay puts prospective buyers in a highly disadvantaged position. Competitors like Ford, Chevy, Hyundai, and Kia already support the program. On an affordable model like the 2027 Chevy Bolt EV, the upfront cash drops the price to a highly accessible $25,495, nearly matching a basic gas-powered Corolla.

Adding severe urgency to the situation is the fact that these state funds are strictly finite. When Tesla launched its participation in the program, enthusiastic buyers exhausted the allotted financial pool in less than a single week. Toyota shoppers will need to meticulously time their dealership visits this fall to secure the cash before the state’s reserve inevitably runs dry again.

Even without the new program active, Toyota is attempting to sweeten the pot right now to prevent late-summer sales from stalling. Current discounts on the 2026 Toyota bZ in Southern California include $4,000 in lease cash alongside 0% financing for 72 months. While recent months saw a notable drop in Toyota’s broader EV lease deals, these localized offers attempt to bridge the gap until September.

A Bird in Hand Worth Two in the Bush?

The reality of the current market is that patience is going to pay off handsomely for Toyota loyalists. While current zero-percent financing deals are undeniably tempting, leaving $3,500 of free state money on the table just to get a car a few weeks early is bad business. The financial math heavily favors waiting out this transition period to maximize your localized purchasing power.

Furthermore, the broader zero-emission sector remains incredibly volatile as manufacturers recalibrate their long-term strategies. Automakers are heavily relying on targeted regional incentives while simultaneously scaling back overly ambitious projects. As rivals actively pivot and cancel future models, with insiders speculating the Honda Prologue could be the next casualty, Toyota’s temporary delay in adopting the MyFirstEV rebate feels like a minor tactical bump. If you want that new bZ or C-HR crossover, keep your wallet closed until September.

A good braking system is crucial to maximizing a car’s performance. AP Racing is among the notable brands in this space, as is Wilwood, as is Wilwood, a popular choice for restomods and classic-car builds in the U.S. Of course, this conversation wouldn’t be complete without Brembo, which supplies factory braking systems to automakers, including for track-ready performance cars such as the Cadillac CT5-V Blackwing and Chevrolet C8 Corvette Z06.

But this time, Brembo, an Italian automotive-parts manufacturer, is expanding into heavy-duty pickup trucks and SUVs – a development American car owners may appreciate, given the strong demand for these types of vehicles in the U.S. Dubbed Boldika, the new brake caliper is debuting on the Chevrolet Silverado EV RST Stars and Steel Edition, though additional trucks and SUVs will follow. Because the product is designed for both combustion-powered vehicles and EVs, it could eventually appear on a wide variety of models, perhaps the Ford F-150 and Ram 1500.

The Weight of the Matter

The Boldika is a six-piston fixed caliper specifically designed for large trucks and SUVs. It provides more than 8,500 Nm (6,269 lb-ft) of braking torque, making it the most powerful caliper the company has ever built for a passenger-vehicle application. That is crucial because these vehicles are commonly used for off-roading and towing, two demanding situations that can place additional strain on their brakes.

The use of lightweight aluminum helps reduce weight compared with a fully cast-iron alternative, though the three-piece caliper still applies Brembo’s cast-iron central-bridge concept to a six-piston design for the first time. It also features the brand’s Enesys zero-drag technology, which helps the pads return to their resting position after braking, reducing residual brake torque to potentially extend EV range and brake-pad life.

When it comes to compatibility, the caliper can fit behind wheels measuring 20 inches or larger.

Big Brakes for Big Business

The Boldika fitted to the Chevy Silverado EV is finished in Torch Red. However, like other Brembo brakes – including the gold calipers on the Subaru BRZ tS – the Boldika will also offer customizable color options.

Brembo did not disclose pricing for the Boldika. For reference, the Silverado EV RST Stars and Steel Edition – a special-edition trim commemorating America’s 250th anniversary this year – starts at around $99,945 with the Extended Range battery.

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Mercedes-Benz unveiled the 2027 S-Class in January. While not an all-new model, the changes to the design and interior are substantial. It’s also received new engines, so the company is determined to retain the crown in the full-size luxury sedan segment. The 2027 configurator for the S-Class has gone live, giving us a first look at pricing and options. The good news is that base pricing for the S-Class has been cut, but it’s still more expensive than the BMW 7 Series. So, which one is a better buy?

2027 Mercedes-Benz S-Class Pricing

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Buyers interested in the new S-Class will be pleased to see that it starts at $6,950 less than the equivalent 2026 model. Here’s a comparison of pricing between the 2027 and 2026 models.

The base S500 is 5.8% less expensive for 2027, while the more powerful S580 is now 3% pricier. There’s also a S580e hybrid, but pricing for this model hasn’t been shared yet. 

The S500 has a 3.0-liter turbocharged six-cylinder mild-hybrid powertrain with 442 horsepower and 443 lb-ft of torque. It’s got more torque than the 2026 S500, while the 0-60 mph time is just 4.3 seconds. The S550 has a new 4.0-liter turbocharged V8 with a flat-plane crankshaft. This model produces 530 hp and 553 lb-ft, over 30 hp more than the old one. It can get to 60 in only 3.9 seconds. Considering the modest price hike for this model, it seems worth the upgrade.

As with the 2026 model, the 2027 S-Class is available with a massive options list. One of the priciest upgrades is the Pinnacle Trim, which costs $10,700 on the S500. It adds items like four-zone climate control, heated/ventilated rear seats, heated rear armrests, and rear dual MBUX remote controls. You can add a rear entertainment system for $3,000, an Extended Leather and Trim Package for $6,050, and the sporty AMG Line styling package for $4,300.

Considering the more potent engines, bolder styling, and completely new dashboard layout, pricing for the 2027 S-Class isn’t as steep as expected, but it’s still not as affordable as its main rival.

Related: BMW’s Most Underrated 7 Series Forced Mercedes to Rethink the S-Class

2027 Mercedes S-Class Vs. 2027 BMW 7 Series Pricing

Like Mercedes-Benz with the S-Class, BMW also handed the 7 Series a major update for the 2027 model year. Besides a dramatic stylistic makeover, the BMW also received a new dashboard layout that mirrors what we’ve seen in Neue Klasse BMWs like the iX3 and i3. Here’s a look at the BMW’s pricing:

• 740: $99,800
• 740 xDrive: $102,800

Pricing for the 750e plug-in hybrid and an expected V8 performance model are unknown at this stage, so for now we can only compare the 740i to the equivalent S500. As you can see, the BMW starts at $12,750 less, but that’s for the rear-wheel-drive 740. Mercedes doesn’t sell a RWD S500, as all have AWD. Even comparing AWD variants, the BMW is still cheaper by $9,750.

The BMW 740 has a 3.0-liter turbo inline-six engine making 394 hp. That’s significantly less than the updated S500, so it’s no surprise that the Mercedes is quicker. In terms of features, you can add the $12,200 Premiere Package to the BMW and still come in at slightly below the base S500’s price. This package adds automatic doors, crystal headlights, front massaging seats, a Bowers & Wilkins Diamond surround-sound system, and ventilated front seats, among other items. However, the S500 already has some of these options equipped as standard, such as the ventilated/massaging front seats.

What Car Is The Better Buy?

The Mercedes somewhat justifies its higher base price with its more powerful engine and standard AWD. On paper, it handily outperforms the BMW, but the 740 is hardly slow, so it’s questionable whether luxury buyers will care about a few tenths’ difference in their acceleration times. When we’ve driven both 2027 models, we’ll be able to make a final call, but you can drive off in the 7 Series for less, even after adding a range of premium features. In that sense, it’s the better buy.

However, the S-Class and 7 Series have such distinct brand identities that fans of each brand are unlikely to consider the alternative. Both cars are still two of the finest luxury sedans in the world.

Related: 2027 BMW 7 Series Vs. 2027 Mercedes-Benz S-Class: BMW’s High-Tech Flagship Takes on the Luxury Benchmark