Mustang Events

• The new BMW X5 will gain a V8 engine in 2027.
• It will be available in an M Performance version, likely an X5 M60.
• The twin-turbo, 4.4-liter V8 is likely to continue well into the 2030s.

The new X5 will go down in history as BMW’s first production model with five types of powertrains: gasoline, diesel, plug-in hybrid, electric, and hydrogen. However, there is still something missing, at least at launch: a big ol’ V8. Initially, the luxury SUV will be available only with inline-six engines on the ICE side, but we bring good news: the eight-cylinder engine lives.

Tucked away in the press release for the fifth generation of the Spartanburg-built luxobarge is confirmation that a larger engine is on the way. Unsurprisingly, BMW is reserving the twin-turbocharged 4.4-liter V8 for an M-flavored version of its revamped X5. However, we should point out that it won’t be a full-fat X5 M but rather an M Performance model.

While it doesn’t have an official name yet, an educated guess tells us it will be called the X5 M60. Yes, without the “i” at the end, because BMW is dropping the letter from gasoline-powered models. It has already happened to many models, including the new X5 for the 40 versions. In the future, the “i” designation will be reserved exclusively for electric vehicles.

Photo by: BMW

The new X5 M60 will have to wait since it won’t be available at launch alongside the new Audi Q7 rival. BMW plans to roll out the V8-powered version sometime in 2027. Most enthusiasts will be thrilled to hear the M Lite variant won’t be a plug-in hybrid but instead deliver a pure V8 experience. We wouldn’t rule out a mild-hybrid setup, but a 48-volt system adds only a minimal weight penalty compared to a much heavier PHEV setup with a substantially larger battery.

The New BMW X5 Is Getting Three M Performance Versions

Speaking of plug-in hybrids, the X5 does get an M Performance version at launch. It’s called the X5 M60e, but it won’t be offered in the United States. BMW is also cooking up a third not-quite-M model without a combustion engine: a hotter iX5 derivative. Munich isn’t committing yet to a full-fat X5 M with either gasoline or electric power, but we’d be surprised if one doesn’t arrive in 2028 or later, in both ICE and EV forms.

Given that the outgoing X5 had a nearly eight-year production run, BMW is likely to keep the V8 alive well into the 2030s in the new generation. With a new X7 confirmed to debut in 2027 and almost certain to feature the company’s largest engine, the eight-cylinder story is far from over. Additionally, the recently facelifted 7 Series is getting the V8 treatment in 2027 with an M Performance variant. The Alpina side of the BMW Group is also developing a V8-powered 7 Series and will likely do the same for the next-generation X7.

The BMW V12 Continues, But Not In BMWs

BMW technically still builds an even larger engine. However, the twin-turbocharged 6.75-liter V12 assembled at the Hams Hall factory in the UK remains exclusive to Rolls-Royce models. The ultra-luxury brand based in Goodwood had planned to go fully electric by 2030, but that’s no longer the case.

As a result, the twelve-cylinder powerhouse is also set to continue into the next decade. As for a return to a BMW or Alpina model, we wouldn’t count on it.

32

Source: BMW

Motor1’s Take: While Mercedes-AMG is making a big deal about recommitting to V8 engines, the eight-cylinder X5 is little more than a footnote in a press release. The reason is simple: BMW never said it would move away from large-displacement engines or combustion engines in general. Even with stricter Euro 7 emissions regulations on the horizon, there’s still life left in the V8.

The only concern surrounds output. BMW had to detune its largest engine in the M5 and XM to comply with tougher emissions rules in markets that follow the Euro 7 standard. We’ll have to wait and see whether the X5 M60, or whatever it ends up being called, will also lose some of its Bavarian-bred horses in Europe.

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Sales of 25,000 over six years were never quite Subaru was after and the car was expensive, not very fast or attractive  – but we can’t help ourselves admiring it nonetheless.

Infiniti QX70

The QX70 was a performance-orientated SUV and had its target set on the BMW X6, giving buyers a choice of a 3.7-litre V6 and a 5.0-litre V8. All cars arrived with a seven-speed automatic gearbox with paddle shift and stiff suspension. 

Very few people liked its elongated bonnet, curved headlights and tacked-on side grilles. However, next to a competitor like the X6, it looks unconventional and from some angles it looks posher; it’s almost like it should sit in a class of its own, and that’s exactly why we like it.

Porsche 914

When unveiled at the Frankfurt Motor Show in 1969, people couldn’t decide whether the Porsche 914 was a Volkswagen or a Porsche due to it being a collaboration between the two German giants. Volkswagen wanted to replace the Karmann Ghia while Porsche wanted a new car to succeed the 912. The 914 was fitted with a monocoque chassis and an 80bhp mid-mounted four-cylinder from the Volkswagen Type 4 and, in a car that weighed 900kg, this meant 0-62mph arrived in a leisurely 14sec. 

A revised 914/6 variant was later equipped with a more powerful 2.0-litre flat-six from the 911T, although this came with a higher price tag which saw less than 4000 units being built. Volkswagen or Porsche debate aside, the 914 is a classic and it’s a joy to drive enthusiastically.

DeLorean DMC-12

While it looked like a supercar with its gull-wing doors, its build quality, alongside slothful performance, quickly put it under the tyres of the American and Italian cars it was trying to compete with. Its 2.8-litre V6 produced just 130bhp and gearbox choices were either a five-speed manual or sluggish three-speed automatic. 

Forgetting its woes, we think the DMC-12’s design cues, such as its brushed stainless steel body panels, quad headlights, slated rear boot lid and tyres that were almost too big for the bodywork, isolate it from anything ever produced by any other manufacturer. This, combined with a supple Lotus-tuned chassis, means that it sits comfortably in the cool category.

• Porsche reportedly closed four dealerships in China.
• German automaker will reduce from 116 to 80 dealers in China.
• Chinese sales are down 21% to start 2026. 

Despite currently making some of the greatest sports cars in the company’s illustrious history, Porsche is not off to the best start in 2026. Sales were down for nearly all regions outside of Germany during Q1, and according to new reporting from IT-home via CarNewsChina, the automaker’s poor performance in China means it will close down four regional dealerships.

The four dealers in Wuhu, Jining, Huai’an, and Nanning ceased operations on June 30th and will adjust their sales authorizations. It’s unclear which of these stores will remain open to service existing Porsche customers, and which ones will relinquish their business to other dealers.

Related: Download 345win app, and claim daily bonus now!

Photo by: Porsche

Before these recent closures, Porsche China managed 116 dealer centers in the country, but there are plans to bring that number down to 80 in the coming years to improve profitability. Each dealer is reportedly losing 20,000 yuan (around $2,941 USD) to 30,000 yuan ($4,413 USD) per delivery.

Eliminating unpopular models like the Taycan Sport Turismo will help a bit, but further cuts are still required. The automaker also shut down around 200 DC fast chargers in China, which it likely built at great expense. Porsche plans to streamline departments and perform restructuring, which is predicted to cut around 3,900 jobs.

The company ended 2025 with 41,938 vehicles delivered in China, a 26.3 decrease compared to 2024. Sales are still down in 2026 with 7,519 units sold in Q1, down 21.0 percent compared to 2025. In fact, China saw the largest drop-off of any market to begin this year.

Motor1’s Take: Porsche has felt the impact of the market shift away from electric vehicles, and the ramifications in China are likely heavier than in other regions. China is a heavy EV country, and although the United States has contracted heavily with EV sales, not catering to the Chinese market leaves Porsche in a state of vulnerability. Larger automakers with wider product portfolios may be able to weather this storm, but Porsche may need to brace for a few rough years in China.

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• New car prices reached a record high of $51,974.
• Full-size pickup trucks lead the market with the biggest price increases.
• Higher prices are not leading to lower sales. 

If you feel like new cars are all too expensive, it’s not just a figment of your imagination; the data backs it up. New Catalyst IQ data reported by Automotive News reveals that new vehicles in the United States broke a three-year-old record for the highest average transaction price.

On Jun 26, 2026, the Catalyst IQ Vehicle Price and Inventory Tracker hit $51,820, breaking the previous record of $51,819 by just a single dollar, which was set back on July 7, 2023.

Even after setting a new record, the average transaction price kept climbing, adding another $154 to peak at $51,974 just four days later. This marks a $314 increase compared to May and a $2,421 jump compared to June 2025.

Not all vehicle segments are impacted equally by the price increases. Mid-size luxury crossovers and SUVs, for example, saw the average transaction increase of $3,204 in the past year, while mid-size sedans saw the smallest increase of $262. Full-size pickups saw a sizable increase of $2,296, and mid-size mainstream crossovers and SUVs were less impacted, with only a $952 increase.

Five segments saw price decreases, according to Rick Wainschel, vice president of analytics at Catalyst IQ. Convertibles saw the largest decline at 9.8 percent, followed by minivans at 3.2 percent. Full-size SUVs, extra-large luxury SUVs, and luxury vans also saw price decreases in the past year.

 
Today
30 Days Ago
One Year Ago

All Segments
$52,113
+$428
+$2,436

Full-Size Pickups
$61,149
+$89
-$2,296

Midsize Luxury SUVs
$72,312
-$26
+$3,204

Midsize Sedans

$31,239
+$34
+$262

Midsize SUVs

$40,381
+$205
+$952

Tariffs have played a major factor in price increases across the industry as automakers work out new ways to shift production to North America. Models like the Subaru Outback moved production from Indiana to Japan, while Buick plans to move Envision production from China to the US.

The higher prices don’t appear to be having a negative impact on sales, according to Catalyst IQ experts. “Even with [automakers and dealers] that are out there discounting, you still have prices heading upwards,” Wainschel said. “But our data shows that overall, turn rate is up and days-to-move is down, which means vehicles are selling faster, and price increases are not having as huge an impact as you think they might.”

Motor1’s Take: Average weekly wages are currently not outpacing inflation, according to data from the Bureau of Labor Statistics. With vehicle prices continuing to climb, a new car may become unobtainable for many people in the US.

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• Hyundai reports its best first half of sales in company history to start 2026.
• Hybrids now account for 33% of sales.
• Hybrid sales are up 74% in June 2026. 

2026 is off to a great start for Korean automaker Hyundai. The company’s local arm, Hyundai Motor America, just published its June sales numbers, which include figures for Q2 and the first half of 2026. Hyundai has 450,568 reasons to celebrate.

Hyundai posted 450,568 units sold through the first half of 2026, a 3.0 percent increase over last year when it sold 439,280 vehicles. This is the best first half of sales in company history, which was made possible by the best June ever. Hyundai moved 77,555 units last month, an 11.0 percent year-over-year increase. Q2 sales totaled 245,180 units, up 4.0 percent.

June was a particularly strong month for a slew of Hyundai models across a variety of segments. The following models saw year-over-year increases compared to June 2025:

• Elantra (up 22.0%)
• Ioniq 9 (up 21.0%)
• Palisade (up 23.0%)
• Santa Fe (up 1.0%)
• Sonata (up 36.0%)
• Tucson (up 20.0%)
• Venue (up 20.0%)

Looking more granularly, Hyundai saw massive growth with its electrified models in the month of June. The Santa Fe Hybrid improved by 12.0 percent, the Tucson Hybrid increased by 14.0 percent, and Sonata Hybrid sales were up by 246.0 percent.

Overall, Hyundai hybrids saw 74.0 percent sales growth compared to June 2025, 71.0 percent in Q2, and 67.0 percent so far in the first half of the year

Model
2026 YTD Sales
2025 YTD Sales
% Change

Elantra
79,839
74,768
7%

Ioniq 5
20,730
19,092
9%

Ioniq 6
1,241
6,322
-80%

Ioniq 9
4,858
1,013
380%

Kona

36,169
39,828
-9%

Palisade
63,453
57,197
11%

Santa Cruz
9,981
14,221
-30%

Santa Fe
64,003
65,078
-2%

Sonata
37,057
32,986
12%

Tucson
117,612
113,310
4%

Venue
15,625
15,463
1%

Hyundai says electrified vehicles, counting hybrids, plug-in hybrids, and electric vehicles, now account for 33.0 percent of the company’s sales. If you take hybrids out of the equation and only count EVs, that percentage is likely much lower, but it’s impossible to say for sure because Hyundai doesn’t separate Kona Electric sales from overall Kona numbers.

The Kona Electric isn’t a big seller, which is why that model is skipping the 2026 model year. If we only include the Ioniq 5, Ioniq 6, and Ioniq 9, EVs accounted for 26,829 units, around 5.9 percent of sales. The Ioniq 6 was also discontinued (excluding the Ioniq 6 N), so it’s unsurprising to see sales down 80.0 percent this year. Ioniq 5 sales are up 9.0 percent to 20,730 units despite the expiration of the federal tax credit, while Ioniq 9 sales have skyrocketed 380.0 percent, albeit to a modest 4,858 units.

Motor1’s Take: Hyundai recently expressed interest in following Toyota’s lead, making some models hybrid only. Based on the success of its hybrid models, this seems like a smart move.

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Google Maps: navigation that actually understands your EV

Google Maps is already the navigation app of choice for millions of people. So the fact that Renault has built it directly into its openR link system – rather than relying on a phone mount and a Bluetooth connection – is a significant step forward in its own right. You get the full Google Maps experience on your car’s central screen, complete with real-time traffic updates, live rerouting if disruptions occur, and maps that are constantly refreshed so you’re never caught out by outdated information. Better still, Renault has properly integrated Google Maps into their cars, so it’s a much richer experience than simply using your phone. 

Sign in with your Google Account and the experience becomes even more personal. Your saved addresses, search history and favourite places all transfer directly to the car’s screen, so you can pick up exactly where you left off on your phone. Better still, you can plan a route on your smartphone and send it straight to the car using the Google Maps ‘Send to Car’ feature – particularly handy when you’re heading somewhere new and want everything ready before you set off.

For EV drivers, though, the real headline is how Renault has made Google Maps feel native to its cars – so everything works seamlessly. This isn’t just sat-nav with a rough idea of your battery level – Renault has turned it into a genuinely joined-up system. Enter a destination that’s beyond your current range and your Renault will automatically add a charging stop to your route. It factors in traffic conditions, your real-time energy consumption, battery temperature and your preferences for charging speed to plot the most efficient journey possible.

There’s one feature that stands out above all others, though: battery preconditioning. When you set a fast charger as your destination, Renault’s system works with Google Maps to bring the battery up to its ideal temperature before you arrive. That means faster charging when you get there and less time spent waiting. Factor in the already-impressive electric range across the E-Tech electric lineup – up to 381 miles in Scenic – and you can see how this effortless approach to long journeys makes range anxiety a thing of the past. This intelligent, proactive thinking on Renault’s part makes a real difference to everyday EV ownership.

• The new BMW X5 does not have a split-folding tailgate
• BMW claims it was due to customer feedback
• BMW says the new tailgate is wider and easier to load items into

This week, BMW revealed the fifth-generation X5. While the big headlines surrounded its five different global powertrains, the news was mostly overshadowed by something more important: the lack of a split-folding tailgate.

The split tailgate has been a staple of the X5 since its launch back in 1999. While other SUVs like the Toyota Land Cruiser axed the option years ago, the X5 remained one of the last true holdouts. Until now.

Attending the X5’s launch event in Spartanburg, South Carolina, I asked BMW why they came to the decision to kill the split tailgate. The Director of Luxury Class Cars for BMW Alpina and Rolls-Royce, Philip Koehn, told me:

‘Any average person with average arm length is actually struggling. If you’re perfectly honest, the split tailgate is in itself a cool thing with the low-end opening, and a normal-sized person will really struggle to load, or even more importantly, unload the boot.’

Photo by: BMW

Despite citing customer feedback, Koehn provided no hard data or percentages of customers who had this issue. And social media feedback seems to contradict these claims, with current and former owners saying the feature is one of their favorite aspects of the car.

Koehn also cited the desire to create a sleeker rear hatch as another reason why the X5 loses its tailgate, saying the following:

‘The other bit is that the new X5 has a bit faster roofline, hence the top end of the tailgate has come down a bit, and therefore the overall height of the tailgate actually has been reduced, but by contrary, we’ve opened, we’ve increased the width of the aperture.’

The 2027 BMW X5 is slated to hit dealers in late 2026, with gasoline, plug-in hybrid, and electric powertrain options. One thing it won’t have? A split tailgate.

30

Source: BMW

Motor1’s Take: We don’t entirely believe BMW axing the split-tailgate was due to customer feedback. We believe it may have something more to do with cost-cutting measures, or a desire to create a sleeker roofline for improved range on the electric iX5 models. Still, we are sad it’s gone, and that there is one less SUV out there with the perfect rear tailgate setup. 

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The company is working on plans for three new models, “and it’s quite possible that some of those have numberplates on”, he revealed, without giving any firm details of what form they would take.

He did hint at potentially offering the Spéirling with a second seat in the future but said that the future models under consideration “are in a completely different direction altogether”. 

Q&A with Thomas Yates, MD, McMurtry Automotive

Can you imagine a motorsport series?

“I think of the pre-war era, where there was this spirit of endeavour, where you had people that were so enthusiastic about their cars and what they could build and what they could run, that people would just come together and they would race, and motorsport grew organically out of this burning desire to go quickly. I would love it if we had a customer base that turned to us and said ‘we want to go racing’. To me that’s that’s the best ever justification for why you would go racing with these cars. But what we’re not interested in at this point is curating an artificial environment to take these things racing.”

Do you look to firms like Ariel and BAC for inspiration?

“One hundred per cent. We have a lovely meeting where it’s me, [Ariel’s] Simon Saunders, the [BAC] Briggs brothers, Morgan and Caterham, and we all get together and laugh about how insane it is to try and run a car company in the UK. But it’s so uplifting, because even though we’re offering different levels of cars, there’s so much endeavour between the group, and it’s wonderful. So I’m hugely inspired by those guys; they’ve done an incredible job, and the proof in the pudding is that I would so gladly have a garage filled with one each of their cars.”

You could theoretically break every lap record under the sun. Will you?

“There’s definitely some cool stuff in the pipeline that we want to do, and I’m sure we’ll announce it formally soon. The extra huge effort that’s been put through the car to increase the range opens up some interesting and new possibilities that maybe would have been more difficult with the original prototype, so that’s exciting. Mostly what we want to achieve, though, is to support our wonderful owners to let them go and break records and go and live their aspirations. Our dream is that headlines will be made by our customers.”

• The McMurtry Spéirling Pure is the production version of the incredible prototype hypercar that’s been shattering track records.
• Only 100 examples are to be built, each one starting at $1,300,000.
• The Spéirling Pure delivers nearly 1,000 hp and is capable of 4,400 pounds of downforce through its fan system. 

If you’ve been paying attention to the wild world of hypercars, a new name has popped up in the last few years and sent tongues wagging: McMurtry Automotive. Based in the UK, the McMurtry team has blown minds and preconceptions with its Spéirling prototype. The electric hypercar delivers four-figure horsepower, but far more fascinating is the potential for over 4,400 pounds of downforce at zero miles per hour.

While the prototype has been busy blasting track records all over the globe, the team has been prepping the production version. Meet the McMurtry Spéirling Pure.

Photo by: McMurtry

This car closely resembles the prototype, but McMurtry says the Pure features 95 percent new components. The battery pack is larger, rising from a 60.0-kilowatt-hour unit to a more usable 100.0-kilowatt-hour pack. McMurtry has reworked the driver’s motors, adjusted the cooling system, tweaked the exterior design, and now says the carbon-fiber monocoque meets global motorsport standards while also allowing for more elbow and legroom for the driver.

All that is well and good, but with a technical masterpiece like this, we know you want to dig into the specs.

The Spéirling Pure uses a pair of electric motors but drives only the rear wheels. Power is rated at 986 horsepower, and it’s enough to help the Spéirling Pure rip off a 0-60 mph run that requires just 1.55 seconds of your time.

With the 100.0-kWh pack, McMurtry claims the Spéirling Pure can handle a race distance of 25 to 31 miles at full LMP2 pace before needing to charge. Charge times get a bit murky, as McMurtry quotes a range of 20 to 60 minutes, depending on ambient temperature and charger capacity. But assuming a best-case scenario, you can be back on track in relatively short order.

Photo by: McMurtry

The Magnificent McMurtry Fan System

You’ve likely seen the videos. McMurtry has enough trust in its Downforce-on-Demand fan system that it lets people experience the car upside down at zero miles per hour. This is possible thanks to the pair of high-speed fans mounted under the car, which work with a skirt system to generate over 4,400 pounds of downforce.

The dual-fan system is for redundancy, so that if one fan fails, the other will maintain a massive amount of downforce. And if a driver did experience a spin, the system would bring the car to a stop far more quickly than your plebeian hypercars devoid of such fan systems.

Photos by: McMurtry

Photos by: McMurtry

With the fans on full tilt, the Spéirling Pure can generate 3g during cornering and braking. That’s a level of track toy few on this planet have experienced. And few will experience the Spéirling Pure, to be sure.

McMurtry plans to build just 100 examples. Each one starts at $1.3 million, and owners can add on optional factory support for any racing they plan to do with their Spéirling Pure. McMurtry says the Spéirling Pure will be allowed to compete in GT1 Sports Club and Global Time Attack events here in the US. European events include the Time Attack Masters series.

You’ll be able to get a peek at the car if you happen to attend the upcoming Goodwood Festival of Speed. Otherwise, the car will arrive on US soil during Monterey Car Week.

15

Source: McMurtry

Motor1’s Take: The Spéirling Pure is a technical masterpiece that will wind up in the hands of very few. Hopefully this level of performance capability allows McMurtry to make more models with similar tech and more approachable price points.

Regardless, the car is truly amazing, and we’re happy to see it realized in production form.

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• Audi believes regional differences have killed the global car.
• Audi’s spinoff brand AUDI (without the Four Rings) is exclusive to China.
• Four-ringed models will continue in China.

Audi was the first luxury automaker to enter China in 1988, six years before BMW and 17 years ahead of Mercedes. It didn’t take long for the trio to discover that Chinese customers prefer more spacious cars with roomier back seats. They all adapted by stretching the wheelbases of their global models for the locally manufactured versions. Since then, Western brands have launched a myriad of China-only models, including long-wheelbase SUVs.

With help from SAIC, Audi has taken things to the next level by setting up a separate car brand specifically for the Chinese market. The recently founded AUDI, spelled out in capital letters and without the iconic Four Rings, sells two models in China that you can’t get anywhere else. The wagon-esque E5 Sportback led the way before the E7X SUV arrived, and a new sedan is also on the way.

Why is Audi going through this much trouble? Simple: it believes the era of the global car has come to an end. The days when a one-size-fits-all formula worked are over, and automakers need to adapt their vehicles to suit regional preferences. As the saying goes, different strokes for different folks. In an interview with Australian magazine GoAuto, chief technical officer Rouven Mohr said there are fundamental incompatibilities between what buyers want around the world:

Photo by: Audi

‘I think the idea of the global car – so one car that fits the world – this is gone, to be honest, because it’s not fitting anymore in the US (and) in China. You need this kind of local-for-local pillar.’

His view is echoed by the head of Audi’s fellow Volkswagen brand in China. Last year, Ralf Brandstätter said that while Europeans want “tactile controls, long-term durability, and driving dynamics,” Chinese buyers prefer “AI-first, connected vehicles, with seamless voice control and smart cockpits.”

That’s not to say Audi will stop selling its global cars in China. Some of its four-ringed models will remain, catering to customers who still want one of the long-running nameplates and their German character. However, the CTO believes future growth is likely to come from the AUDI brand. These look completely different inside and out from those wearing the iconic badge, which dates back to 1932, when Auto Union was created.

It’s not just the AUDI models for China that are adopting fresh styling. The core Audi brand is also embracing a new design language. We’ve already seen it on the Concept C and Nuvolari sports cars, and the electric A4 is expected to become the first mass-production model to use it when it arrives in 2028. The “Strive for Clarity” philosophy also brings interior changes, with Audi planning to improve quality and reintroduce more physical switchgear.

77

Source: Audi

Motor1’s Take: The old ways of doing things no longer work because today’s market offers far greater variety. The rise of domestic brands in China has made competition fierce in the world’s largest car market. For years, Audi, BMW, and Mercedes had little reason to worry about direct rivals because there weren’t any.

Chinese automakers, however, have come a long way over the past couple of decades. Once mocked for copying the designs of global cars, they have become a force to be reckoned with. As a result, legacy brands are struggling in China, where local companies are introducing much cheaper vehicles that, in many cases, are far better equipped.

I’d add that brand prestige is no longer as important as it once was, as much younger companies can deliver compelling products at significantly lower prices.

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• The VW Group’s statement doesn’t necessarily deny the rumors.
• All brands sitting under the corporate umbrella must ‘transform profoundly.”
• The automotive conglomerate admits its “business model no longer works.”

It feels like Porsche’s decision to walk away from Bugatti Rimac went largely unnoticed, even though it really shouldn’t have. It marked the end of an era, especially for those of us who grew up seeing the Veyron as the ultimate car. With Porsche selling its stake in Bugatti Rimac, Bugatti is no longer part of the Volkswagen Group for the first time since 1998.

A new report from a reputable publication alleges there could be at least one more name crossed off the list of VW Group-owned brands as the automaker looks to raise money to fund its restructuring plan. The Financial Times (subscription required) alleges that the company’s advisers are pushing for additional businesses to be put up for sale, including the motorcycle brand Ducati.

Additionally, advisers reportedly want Lamborghini to transition from a privately owned business, as it has been since the VW Group acquired it in 1998, to a publicly traded company. Why? The VW Group would still control the Raging Bull brand through its Audi subsidiary while raising capital by selling shares to the public.

Photo by: Lamborghini

The VW Group Responds To Rumors

Our sister site RideApart reached out to the VW Group for comment on The Financial Times report. To their surprise, and ours, a spokesperson for the German automotive giant didn’t flatly deny the rumors. While our colleagues rightly asked about Ducati’s fate, the company’s response (full statement here) was broader, saying all of its brands and subsidiaries must “transform profoundly.” It also said a “realignment of the company” is underway.

The full statement also explains that the “business model no longer works,” particularly the longstanding approach of developing cars in Germany and building them in Europe for export markets. We’ve actually heard this before. In July 2025, then-Porsche CEO Oliver Blume told employees in an email seen by Bloomberg that the “business model, which has served us well for many decades, no longer works in its current form.” Blume has since stepped down to focus on leading the broader VW Group.

The VW Group Is Downsizing

Bugatti isn’t the only asset the VW Group is offloading. Last week, it announced plans to sell its majority stake in the Everllence marine diesel engine business, raising around €7.4 billion (about $8.4 billion). Additionally, Bild (subscription required) reports that the automated driving partnership between software unit CARIAD and Bosch could come to an end despite a €1.5 billion ($1.7 billion) investment.

The company’s organizational overhaul could also include shutting down four factories and cutting 100,000 jobs, according to German business publication Manager Magazin.

Suffice it to say, all signs point to a storm brewing in Wolfsburg.

97

Source: Lamborghini

Motor1’s Take: It appears the VW Group is undergoing a dramatic transformation, shrinking its footprint to raise funds for a stronger future. Deep job cuts, multiple plant closures, and the sale of key assets all seem to be on the table, but nothing is official until the company confirms it. For now, the only confirmed moves are Porsche’s exit from Bugatti Rimac and the VW Group’s decision to sell a 51-percent stake in Everllence while retaining the remaining 49 percent in the medium term.

The VW Group has already announced plans to reduce its workforce in Germany by more than 35,000 by the end of the decade, but the cuts could ultimately run much deeper. Eliminating 100,000 jobs would be unprecedented for the automotive industry and would underscore just how dire the situation has become for the German giant.

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• Nissan’s boss believes aggressive sales targets hurt quality.
• The new plan is to stop relying so much on rental-car sales.
• Nissan aims to bounce back by improving quality and rolling out new models.

A little over a year into his job, Nissan CEO Ivan Espinosa has been making sweeping changes at the troubled Japanese automaker. A massive cost-cutting plan is underway, calling for the elimination of around 20,000 jobs and the closure of seven factories and two design studios. The company is also significantly reducing annual production capacity from 3.5 million to 2.5 million units and cutting the number of platforms from 13 to just 7.

The Re:Nissan recovery plan also calls for bringing new vehicles to market much sooner than before. Under the new strategy, development time for next-generation models will drop from 52 to 37 months, while subsequent derivatives will go from 50 to 30 months. Perhaps the most important element of the recovery effort is renewing the lineup by rolling out a myriad of models across the core Nissan brand and the Infiniti luxury division.

While these actions aim to pave the way for a better future, Espinosa is also looking back at what went wrong under the previous leadership. In an interview with Reuters, he didn’t mince words, saying Nissan’s heavy reliance on rental-car sales in the United States backfired. The company once prioritized sales volume above all else, but that strategy ultimately hurt Nissan’s image:

Photo by: Nissan

‘Before, it was like, okay, we want, volume, volume, volume. This is not a good way of operating a car company.’

Nissan Has Many New Models On The Way

Nissan’s leadership now acknowledges that aggressively chasing volume cheapened the brand because of its association with rental fleets. In the future, Espinosa said he would prefer Nissan to “stay away” from the rental-car market as part of an effort to repair its battered reputation. CEO and President since April 2025, the 47-year-old Mexican executive wants to put Nissan back on track in North America by renewing the lineup and improving quality.

Looking ahead, there are reasons to be optimistic. The Xterra is officially returning as a body-on-frame SUV with a tentative starting price below $40,000, according to Nissan Americas chairman Christian Meunier. It’s unlikely to go on sale before the 2028 model year and will offer both an already confirmed V6 gas engine and a V6 hybrid setup.

Meanwhile, Japan’s new Skyline will be officially revealed this winter and will subsequently spawn an upscale Infiniti counterpart for North America. Elsewhere in the lineup, the Rogue Hybrid E-Power is coming for the 2027 model year as a range-extending EV, with a small turbocharged three-cylinder engine generating electricity while electric motors drive the wheels.

2027 Nissan Skyline teaser

Photos by: Nissan

2027 Nissan Skyline teaser

Photos by: Nissan

Motor1’s Take: A lot is happening at Nissan these days, and we didn’t even mention the likely tie-up with Honda after the two companies failed to merge last year. Espinosa appears to be a man of action and also an enthusiast who daily drives a Z. He has also spoken about bringing back the Silvia and the GT-R, giving sports-car fans plenty to look forward to.

Nissan seems to be doing many of the right things to become a leaner and more competitive automaker. It’s launching a plethora of new products, eliminating underperforming models, speeding up development, and implementing drastic but necessary cost-cutting measures. The results of these structural changes won’t appear overnight; it will likely take a few years to determine whether Nissan has made the right moves.

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An ‘estate’ variant of the Polestar 4 will spearhead a product offensive from the Swedish EV firm as it looks to overturn a financial slump – and the new model has now been caught testing in the UK.

Images sent to Autocar by reader Richard Jinks reveal a key difference compared with the existing coupé-SUV version of the 4. It has a conventional rear windscreen, something eschewed by the more rakish version in favour of a rear-view video camera. 

The reinstatement of rear glass gives the appearance of a more conventional SUV, which will add another string to the 4’s bow as it fights off strong competition from the new BMW iX3 and Mercedes-Benz GLC Electric.

From the front end, however, the two versions will be indistinguishable from one another. 

Polestar CEO Michael Lohscheller previously said: “The Polestar 4 is a winning model, but some people want a bit more function and practicality: some people have dogs. It’s all the good things from the current car, but it’s a bit more practical.”

The estate is due to arrive later this year. It will take on the 4 name, while the existing car will be renamed the 4 Coupé. 

Under previous planning, the two variants were due to be built together in Busan, South Korea, so that they could sidestep prohibitive US tariffs on Chinese-built cars. It remains to be seen whether this will remain the case: Polestar was last week barred from the US market under cybersecurity rules designed to target Chinese- and Russian-made cars. 

Following the decision to end sales in the US, Lohscheller said Polestar would refocus on Europe and other markets in which it could grow, such as Asia, Latin America and Canada.

“The automotive industry is entering a new phase, based on regional dynamics,” he said. 

Sales of 25,000 over six years were never quite Subaru was after and the car was expensive, not very fast or attractive  – but we can’t help ourselves admiring it nonetheless.

Infiniti QX70

The QX70 was a performance-orientated SUV and had its target set on the BMW X6, giving buyers a choice of a 3.7-litre V6 and a 5.0-litre V8. All cars arrived with a seven-speed automatic gearbox with paddle shift and stiff suspension. 

Very few people liked its elongated bonnet, curved headlights and tacked-on side grilles. However, next to a competitor like the X6, it looks unconventional and from some angles it looks posher; it’s almost like it should sit in a class of its own, and that’s exactly why we like it.

Porsche 914

When unveiled at the Frankfurt Motor Show in 1969, people couldn’t decide whether the Porsche 914 was a Volkswagen or a Porsche due to it being a collaboration between the two German giants. Volkswagen wanted to replace the Karmann Ghia while Porsche wanted a new car to succeed the 912. The 914 was fitted with a monocoque chassis and an 80bhp mid-mounted four-cylinder from the Volkswagen Type 4 and, in a car that weighed 900kg, this meant 0-62mph arrived in a leisurely 14sec. 

A revised 914/6 variant was later equipped with a more powerful 2.0-litre flat-six from the 911T, although this came with a higher price tag which saw less than 4000 units being built. Volkswagen or Porsche debate aside, the 914 is a classic and it’s a joy to drive enthusiastically.

DeLorean DMC-12

While it looked like a supercar with its gull-wing doors, its build quality, alongside slothful performance, quickly put it under the tyres of the American and Italian cars it was trying to compete with. Its 2.8-litre V6 produced just 130bhp and gearbox choices were either a five-speed manual or sluggish three-speed automatic. 

Forgetting its woes, we think the DMC-12’s design cues, such as its brushed stainless steel body panels, quad headlights, slated rear boot lid and tyres that were almost too big for the bodywork, isolate it from anything ever produced by any other manufacturer. This, combined with a supple Lotus-tuned chassis, means that it sits comfortably in the cool category.

Skoda is evaluating how it can add cheaper combustion-engined and electric models to its European line-up.

The European city car market has all but evaporated in recent years as petrol models such as the Ford Ka, Peugeot 108 and Skoda’s Citigo have been axed.

The lack of replacements has left customers at the most affordable end of the market unserved, forcing them to consider larger superminis such as the Skoda Fabia.

But Skoda is now weighing up an entry into the electric city car class, and it could bolster its ICE offering with the Indian-market Kylaq crossover.

“We have a project where we are looking at putting components together from various very cost-efficient sources,” said Skoda CEO Klaus Zellmer.

He said that Skoda was initially involved in the development of sibling company Volkswagen’s ID Every1 concept (pictured below), which will evolve into a replacement for the Up next year, but soon left the project.

Zellmer explained: “With the [slower than expected growth] speed of battery-electric vehicles in the market, Skoda is in a better spot to stay with [the petrol) Fabia, Scala and Kamiq, where we have reasonable margins, production capacity and engineering very well accepted in the market.

“Within the bigger Volkswagen Group, we have our colleagues from VW to fish in the [city EV] market that is currently developing. It’s not very present and the margins are thin.”

To that end, a new entry-level Skoda EV is “nothing that you will have this. decade”, said Zellmer, but he did suggest that there’s still potential for a model priced below the Fabia, which starts at £21,000.

Zellmer highlighted the Kylaq, which is shorter than the Fabia and costs the equivalent of just £6000 in India, as one potential candidate for European import.

He said: “If you look at the design and technology, fit and finish, we don’t know, but that is something we could look into [raising to European standards].

“If you look at the Fabia, if you squeeze everything out to get below €20,000, and if you look at the price of a Kylaq in India, there’s a massive gap. There’s a business rationale that you can challenge and see whether that makes sense.”

The Kylaq is based on an adapted version of the Volkswagen Group’s MQB A0 platform for small cars (a cross-brand asset for which Skoda was given responsibility in 2021), which it shares with the slightly larger Kushaq crossover and Slavia saloon in Indian dealerships. 

Managing an increasingly complex charging ecosystem has become a growing challenge for fleets as electric company cars move from pilot-scale deployments into mainstream use, ChargePoint has warned.

Ore Oluwatudimu, its solutions engineering director for Europe, told Autocar that fleets are no longer concerned about whether electric cars are fit for purpose but are instead struggling with the much larger volume of charging sessions – spanning homes, workplaces and public networks – as electrification scales up.

In turn, it has become harder for them to keep track of who is charging, where they’re plugging in, the energy used and differing costs across multiple providers, workplaces, reimbursement schemes and energy tariffs, he added, which has strategic implications.

Charging locations can have a significant impact on operating costs and suitability. Drivers who can plug in at home could pay as little as 7p per kWh of electricity if they charge overnight, whereas the most expensive public DC rapid charging networks cost 92p per kWh.

Based on those figures, a Volkswagen ID 3 Pro Match could cost 2p or 23p per mile, depending on where it’s charged. That’s 86% cheaper or 80% pricier than a petrol Volkswagen Golf eTSI, which becomes the cheaper option if more than half of the energy is supplied by a DC charger.

“Electrification strategies are becoming increasingly data-driven,” said Oluwatudimu. “Rather than simply asking how many vehicles can be electrified, operators are focusing on where charging can be delivered most efficiently, while maintaining control of total cost of ownership and ensuring drivers have reliable access to charging wherever they need it.”

ChargePoint operates 927 public chargers in the UK, according to Zap-Map, but the business is changing its focus. 

On 30 June, it cut off access to its network via its own app and RFID cards, unless they were provided by the driver’s employer, fleet company or leasing provider. Other users can still access the network with contactless payment and third-party roaming providers. Now it’s prioritising offering charging equipment and software solutions for businesses.

For corporate fleets, the aim is a reduced operating burden and leaving fleet managers to focus on their vehicles instead of charging infrastructure. 

This includes tools such as the Driver Management Solution (DMS), which works across home, workplace and public charging, giving fleet managers a consolidated view of energy usage and costs, while automating expenses claims from drivers.

The alternatives are either using the HMRC-approved Advisory Electric Rate (AER) of 7p per mile for home and 15p per mile for public charging and apportioning the journey across the two or setting their own rates and proving that they’re accurate. 

‘Dynamic load management’, which shifts energy use into cheaper periods, and chargers with a more efficient centralised (instead of per-unit) AC-to-DC conversion are also designed to reduce the cost of operating depot-based chargers.

“In time, fleet charging will improve how it integrates charging infrastructure, fleet management platforms, telematics systems and energy networks,” Oluwatudimu said. 

• Ford rehired 350 engineers because AI couldn’t reach the desired quality checks. 

• Those engineers will train younger employees and AI. 

• Ford will still invest heavily in AI quality checks. 

After setting the record for most recalls ever in 2025, Ford needs all the help it can get in the quality control department. Perhaps that’s why a new Bloomberg report claims that the automaker hired 350 veteran engineers, some of whom were former employees, after artificial intelligence was unable to meet predicted quality control levels.

“Mistakenly, we thought that by just introducing artificial intelligence and ingesting the design requirements that we had, that would produce a high-quality product,” said Charles Poon, vice president of vehicle hardware engineering. “Over prior years, we didn’t pay as much attention as we should have to the experience of our most knowledgeable engineers who have been with us through many product cycles.”

This may sound like a win for the human labor force, but it may only be a temporary victory. Ford may have rehired employees who were let go in favor of using AI, and even brought on additional workers, but the company is using them as what it calls “gray beard” engineers.

The 350 workers were brought back to train younger workers and help reprogram the AI, so it can more effectively deliver the desired quality checks. In other words, Ford brought back human workers temporarily to train their own replacements.

Ford’s AI Push

Ford deployed 900 AI-powered cameras to detect quality issues, and although the company is on pace to have fewer recalls in 2026, it may have more vehicles affected by the end of the year. On the bright side, Ford did rank at the top of the JD Power Initial Quality Study amongst mainstream brands, so the quality checks are clearly having some benefit.

Company CEO Jim Farley says the rehired engineers are already “contributing to literally hundreds and hundreds of millions of dollars of a tailwind for Ford on cost.” Despite this, Farley has previously admitted that “artificial intelligence is going to replace literally half of all white-collar workers.”

Motor1’s Take: While AI will have useful applications in the future, we believe companies should be beholden to ensure a responsible implementation as to not displace the human workforce.

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So what use is 1141bhp on the UK roads of 2026, you may be wondering, in a full-size electric SUV? Well, you can actually use it, believe it or not. Most of it, at any rate – and in very short bursts – because Porsche’s tuning for the Cayenne Electric’s controls is so good. 

You only get access to all of it during launch control starts; but dialling up Sport Plus mode on the rotary drive mode knob lets you tap into a little over 1000bhp of power, which the car deploys surprisingly progressively.

The accelerator pedal isn’t made to feel like a switch, as in some fast EVs. Instead, you can just squeeze, and squeeze, and squeeze. The Cayenne’s capacity to find ever more urgency makes you feel a little like you might actually have been ‘beamed’ from one place to another without actually visiting any of the spaces in between. On smooth surfaces, the car can accelerate and then cover ground mesmerisingly quickly.

Alternatively, if you just get in and drive it about in Comfort or Normal mode, the car feels incredibly civilised. Almost zen-like, actually. There’s tyre noise from the enormous 22in Michelin tyres, but almost no motor whine; wind noise is subdued; and you breeze along, trying not to be tempted by the ‘push to pass’ button. 

Meanwhile, while the Taycan has more feelsome brake response, the Cayenne’s (whether you’ve added optional ceramics or not) are still some of the best brakes of any performance EV.

And what of the mid-range S model? Well, a 657bhp electric Porsche Cayenne is not, it turns out, in want of urgency. It doesn’t quite rocket off the line like the Turbo; but still, any car this size that can hit 62mph from rest in less than four seconds has to be considered a very serious performance prospect indeed. The S feels like the rubicon beyond which Cayenne Electric performance extends into the realm of the gratuitous; or, to put it another way, it’s all the Cayenne Electric anybody really needs.

Porsche meters the car’s accelerator and brake pedal progression in suitably linear fashion, so the car only ever responds to either how you expect it to. Unlike in the Taycan, no gearshift is necessary in order for the car to keep piling on the pace, which it’ll do urgently all the way up to fast autobahn speeds. Regen, meanwhile, is controlled either through a handy shortcut ‘button’ on the central touchscreen, or via the selected drive mode dialled in via the steering-mounted rotary knob (if you want it off entirely, you can have that).

After all that, the standard Cayenne Electric’s 436bhp and 0-62mph time of 4.8sec sounds almost weedy – but in practice it’s a muscular and serene thing to drive, that offers 90% of what even the Turbo can do in most cases for a lot less money. It wouldn’t leave anyone feeling short-changed.

• Ford has issued two new recalls for 771,000 vehicles.  
• One affects the Ford F-150, Ford Expedition, Ford Explorer, Lincoln Navigator, and Lincoln Aviator for a transmission issue.  
• The other recall affects the Bronco for fender flares that may detach from the vehicle.  

Ford is recalling 770,000 trucks and SUVs across two recalls. In one, several models could have transmissions that may fail to hold a vehicle when set to park. The other affects the Bronco, which may have fender flares that could detach from the SUV.  

The transmission recall is the larger of the two, affecting 741,195 vehicles. They are the 2021 Ford F-150, 2020-2021 Lincoln Aviator, 2020-2021 Ford Explorer, 2018-2021 Lincoln Navigator, and 2018-2021 Ford Expedition.

These models might have a transmission that temporarily engages the parking pawl while the vehicle is in motion. This can happen because the vehicle’s transmission valve body separator plate limits flow to the park valve when the transmission commands certain shifts.  

If this occurs, it can damage the transmission’s parking components, which may then be unable to effectively hold the vehicle without also engaging the parking brake. This could cause the vehicle to roll away.  

Ford says it is aware of 24 reports of property damage, 7 reports of physical injuries, and 2 reports of emotional injuries potentially related to the issue.  

The automaker will fix the issue by installing updated PCM software. This will prevent the transmission from commanding the shifts that may temporarily engage the parking pawl while in motion. The automaker will also inspect the transmission and replace the parking components as necessary.  

The Bronco Recall  

Ford is also recalling the 2022-2026 Bronco. According to the recall report, a supplier manufacturing the fenders used tooling that was not properly maintained. This resulted in incorrectly sized attachment holes with burrs and stray fibers, which could prevent the fender flares from fully attaching during production.  

The recall affects 36,046 Broncos, and owners may notice gaps, sagging, or misaligned fender flares as the clips lose retention. The fenders may also make noise, such as rattling, clicking, or flapping.  

Ford said it is aware of 370 warranty claims, 36 field reports, and two customer reports related to the issue. The automaker will fix the fender flares by replacing the fasteners with new push pins and replacing any missing flares.  

Motor1’s Take: Ford has issued 53 recalls so far this year, affecting over 11 million vehicles, as the automaker leads the industry in recalls once again.  

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When you board the EV9 GT, the GT-ness is immediately obvious thanks to the heavily bolstered front sport seats. Even if you’re not usually a fan of ‘easy entry’ functionality, which slides the seat back as you open the door, you might find it useful in the EV9 GT because the bolstering can genuinely get in the way. The artificial leather better be reinforced with Kevlar, because it is sure to take a beating in daily use.

Once you are ensconced in them, however, the seats have both a luxurious feel thanks to the soft padding and microsuede upholstery, and offer decent support and adjustability. Some testers did find that the backrest made them hunch a bit, and that the steering column could use some more reach adjustment, but overall it’s a very accommodating environment.

More GT-specific touches come in the form of additional black microsuede on the dash, a plastic trim panel that does a decent impression of the ‘camouflage carbonfibre’ you find in high-end Audis, and a three-spoke steering wheel with a flattened top and bottom and a nuclear green GT button. There’s enough here to put you in the mood without going over the top for what is still a practical family wagon.

The EV9 certainly is that. You’re never short of versatile storage spaces, no matter which row you’re in. In the front, there’s a huge centre tray, while the centre console harbours a multitude of cupholders, including two that can be deployed as necessary or stowed to create a storage bin. In the back, there’s a pull-out bin/shelf, and even the rearmost row gets large cupholders. All rows are also provided with USB-C ports and air vents; in the boot, there’s a three-pin socket.

Our test car came with the optional six-seater layout instead of the standard seven seats. This means the rear bench is replaced with two individual ‘captain’s chairs’ that are electrically adjustable and have heating and ventilation. They certainly add an extra level of comfort, so are well worth considering. Note, however, that the deployable leg rest is of limited use because the seats won’t slide far enough back to allow occupants to really stretch out. Being fully electric, they’re also quite slow to move out of the way for third-row passengers to get in or out. That third row has Isofix points, and enough leg room to accommodate adults for short trips, but still shouldn’t be considered a full pair of seats.

Even with all seats up there’s a usable amount of boot space, and with them down the EV9 GT turns into a very rapid van. The boot roller blind can only be installed behind the second row but does fit under the boot floor to stow it.

Kia’s user interface is very well known to us by now, and by and large we like it a lot, because important, frequently used functions get physical controls. Detail stuff is handled by the touchscreen, which is quick to respond, logically laid out and has a useful amount of user-configurability. The built-in navigation is clear and gives you plenty of different route options, and while the map itself isn’t Google-based, the search function does integrate Google data so is very good at finding points of interest. Since we tested the standard EV9, a software update has added wireless functionality for Apple CarPlay and Android Auto. Kia’s smartphone app is also pretty slick and feature-rich.

One significant annoyance is that the infotainment shortcut keys are haptic areas on the plastic trim panel. Although it’s a neat visual effect, their response is very inconsistent, and we hope that a facelift will replace these with proper buttons.

• Toyota is developing a new supercar that will spawn a GT3 race variant. 
• The GR GT3 has a 4.0-liter twin-turbocharged V8 engine.
• A new video captures what the race car will sound like when it hits the track. 

Toyota is developing a new supercar. It is called the GR GT, which Toyota describes as a road-legal race car, but the car is also spawning a proper GT3 race variant, and it sounds downright menacing.  

A new Instagram video from user khuritzz and the UK’s Car Magazine has captured the GR GT3 on the track, and you can clearly hear its 4.0-liter twin-turbocharged V8 growl. The car designed the engine to meet FIA GT3 regulations. 

Toyota is targeting 640 horsepower and 627 pound-feet of torque in the road-going car, and the short video captures the GR GT3 race car cruising alongside a bus while performing quick bursts of acceleration. You can clearly hear the growl, alongside the whine of the twin turbochargers.

Toyota unveiled the GR GT and GR GT3 in December 2025, and the road-going versions is expected to go on sale in late 2027. The car features an all-aluminum frame, a newly developed eight-speed automatic transmission, and carbon fiber-reinforced plastic and aluminum body panels.  

Inside, the GR GT has a driver-focused cabin and carbon-backed Recaro bucket seats that you will not find in the race version. The GR GT3 has more aggressive aerodynamics, like a front splitter, a big wing, and fender louvers. The race car also ditches the eight-speed auto for a sequential gearbox. 

Motor1’s Take: The Toyota GR GT3 looks and sounds like a proper race car. We can’t wait to see it on the track alongside other race cars.   

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2: McLaren F1

The greatest supercar this country has produced. Moved the global boundaries of road car performance further and faster than any other. Commercially unsuccessful when new, its speed, scarcity and race record meant it would in time acquire the status of true automotive legend.

1: Ferrari F40

There have been times – rare ones, I concede – where briefly the Ferrari F40 is superseded in my mind as the greatest road car I’ve driven. It happened a few years back with the LaFerrari, and many years before with the McLaren F1. But once time is allowed for true perspective, there it always is. The F40. 

Twist the key and press the little rubber button. Mayhem breaks out behind you. Anyone who says a turbo engine can’t sound good has never listened to one of these. It’s growling and gurgling, spitting and popping, and that’s just at idle. If its looks don’t intimidate you, the noise will.

You need to respect this machine, but also to trust it. Unlike other Ferraris made around that time, 288 GTO included, the F40 is remarkably faithful on the limit, so if the boost arrives a trifle suddenly at the exit of a corner, you can be reassured that, first, the chassis will tell you the moment traction is about to break and, second, the steering will round up any movement at the back without even the need to lift.

1: Ferrari F40 – continued

It’s number one because of all the thousands of cars I’ve driven doing this job, it’s the one I think of most. It’s the one I most miss being in, the one I most don’t want to get out of. Speed and grip? They’re incidentals. It’s about the sense of occasion, the totally immersive driving experience; it’s every crackle from the engine, every scrape from the gearshift, every snatched breath and every tick of the bodywork as you sit at journey’s end, unable to take in what just happened.

And yes, it is also that this is Enzo’s last car. I know he was difficult, know too he cared little for his road cars and even less for those who drove them. But I don’t care. The F40 has his defiance, his iconoclasm and, though I never met him, what I imagine to be his spirit, too. It is, to me, still the most exciting road car in the world, if now far from being the fastest. I don’t know how you get to drive one before you die, but believe me, it’s the one you should covet above all the rest.

What do you think? Vote for your favourite car from this story here.

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• Kia just had its best June sales results ever.  
• Kia’s electrified models saw huge sales increases.  
• Kia also had its best first-half sales results ever.  

New cars are more expensive than ever, but that’s not slowing down buyers, especially those who want a Kia. The Korean automaker has posted its sales results for June and the first half of 2026—and Kia is quite happy with them.  

The automaker just had its best June ever, selling 70,507 vehicles, up 10 percent from the same month last year. Leading the sales surge were Kia’s hybrids. The electrified versions of the Sportage, Sorento, and Carnival saw sales rise 165 percent, 114 percent, and 56 percent, respectively.  

The Kia Telluride (+24 percent) and Kia Seltos (+56 percent) also contributed to the automaker’s strong June sales result. Only two models saw their sales decline last month: the Kia EV6 and Kia K4. Sales of the EV9 are down overall in the first six months of 2026, but sales of the K4 are up.  

Model
June 2026 Sales
June 2025 Sales
2026 Year-To-Date Sales
2025 Year-To-Date Sales

Kia EV9
1,299
913
7,035
4,938

Kia EV6
584
680
4,043
5,875

Kia K4
10,553
11,564
73,579
75,535

Kia K5
6,378
5,613
38,394
34,565

Kia Soul
3
4,737
3,480
26,126

Kia NIro
2,048
1,966
13,767
11,788

Kia Seltos 
6,627
4,259
32,504
24,939

Kia Sportage
15,995
12,630
94,907
87,172

Kia Sorento
8,602
7,050
49,348
50,919

Kia Telluride
11,432
9,239
73,602
61,502

Kia Carnival
6,986
5,198
40,068
33,152

Total
70,507
63,849
430,727
416,511

Kia’s Strong First-Half Sales

So far this year, Kia has sold 430,727 vehicles, about 15,000 more than at this time in 2025, and an increase of 3.4 percent. Kia’s electrified models saw the largest increase. Hybrid sales were up 115 percent through June, while electrified sales increased by 68 percent.

Eric Watson, Kia America’s vice president of sales and operations, attributed the brand’s success to its broad lineup of powertrains. He said:  

‘The results illustrate our ability to react to shifting market demands by resetting our showrooms with the right mix of ICE, hybrid and electrified models.’

Mixed EV Sales  

While demand for the Kia EV6 has slipped, consumers are interested in Kia’s three-row battery-electric vehicle, the EV9. Sales for the big SUV are up in June and through the first half of the year.  

Kia sold 1,299 EV9s last month, bringing total sales to 7,035 so far this year. That’s up from 4,938 sold in the first six months of 2025. Kia sold about 100 fewer EV6s in June, down from 680 to 583.  

So far this year, Kia has sold 265 more EVs than in the first half of 2025: 11,078 versus 10,813.  

Motor1’s Take: Kia’s broad range of powertrains is attracting consumers. The company offers several fuel-efficient hybrids in segments where consumers care about value, and that seems to be a winning strategy right now.  

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During the 2000s, we received some of the best cars ever produced by their respective manufacturers.

From hot hatchbacks to hypercars, and everything in between, some of the best cars of all time graced showroom floors during the period, whether because of their beauty, outstanding driving dynamics or just downright craziness.

Join us as we take a look at 25 of the very best in alphabetical order, as well as 5 bonus cars that had the potential to join such esteemed company, but for one reason or another, never got the chance:

Alfa Romeo 8C Competizione (2007)

Launched as a halo model for the Italian brand, just 500 examples of the Alfa Romeo 8C Competizione were ever built, alongside a further 329 Spiders.

Powered by a Ferrari-derived, 4.7-litre, 444bhp naturally-aspirated V8, which was later shared with the Maserati Granturismo, the 8C received a bespoke platform, carbon fibre bodywork and carbon ceramic brakes to accompany the thunderous soundtrack.

What we said: “In GT terms it’s a bit of a hot rod, but when you step out, you want to step right back in.”

Aston Martin DBS (2007)

With looks that haven’t aged a day, you may recognise the DBS as the first proper Bond car to have accompanied Daniel Craig during his time as the world’s most famous spy. But Aston’s super-GT was so much more than just a movie star.

Arriving in 2007 as a more focused version of the DB9 grand tourer, the DBS weighed 65kg less than the car it was based upon, thanks to an aluminium structure and a blend of carbon fibre and aluminium body panels. The DBS also had a 5.9-litre, 510bhp V12 at its disposal – and, if optioned, this colossal powerplant could be controlled via a six-speed manual gearbox. Unfortunately though, there was no box to tick on the configurator for a glovebox-located defibrillator.

What we said: “In being lighter, more accelerative and a much more accomplished grand tourer than the Vanquish S, the DBS is a fitting dynamic successor.”

Audi RS4 B7 (2005)

Unveiled in 2005 as an answer to the BMW M3, the B7-generation RS4 set the Audi Sport brand on a completely different path, proving that the Ingolstadt-based manufacturer could indeed build exciting drivers’ cars in the 21st century – something that had been increasingly called into question.

Available in saloon, estate and convertible flavours, the RS4 was able to break such a stereotype mainly through the deployment of a truly great powertrain. Namely, Audi fitted a 4.2-litre, 414bhp naturally-aspirated V8 screamer (the redline could only be located after 8250rpm) and a six-speed manual gearbox that we described as ‘hard to find fault with.’

What we said: “Sensationally quick, practical and desirable. Something very special.”

Audi R8 (2006)

In 2006,  Audi caused jaws to drop even further when the covers came off their first ever supercar, the R8. Named after the successful Le Mans racer, the R8 was the sister car to the Lamborghini Gallardo – but, somehow, it managed to be even better, emerging as the victor in our coveted Driver’s Car of the Year issue.

• IIHS crash-tested a 2026 Blazer against a 1996 one.
• The new Blazer driver would sustain minimal injuries.
• The older Blazer driver could have been fatally injured. 

Despite what some armchair “experts” would have you believe, new cars are far safer than their older counterparts. To prove it, the Insurance Institute for Highway Safety (IIHS) lined up a 2026 Chevrolet Blazer against its 1996 S10 counterpart from 30 years ago for a head-to-head moderate overlap crash test. The results speak for themselves.

The driver of the 2026 Blazer would have likely walked away from the crash with bumps and bruises, thanks to innovations like crumple zones, high-strength steel construction, reinforced side protection, and additional airbags. As for the 1996 Blazer driver, they would have sustained more serious or even fatal injuries.

Watching the crash footage and seeing the aftermath of the test, the older Blazer’s passenger compartment was compromised with a bent A-pillar and roof structure. The dashboard and steering column were pushed into the crash dummy’s lap, and the fully inflated airbag hit the dummy in the chin, snapping its neck back.

The IIHS says the crash dummy shows a human driver would have almost certainly suffered head or neck injuries, and likely leg injuries as well. The 2026 Chevrolet driver may have sustained a small injury to their right foot or lower leg, but that’s far lower than the level of risk in the older Blazer model.

Some people wrongly assume that because new vehicles use more plastic rather than metal, old vehicles were built to a higher standard and are somehow safer. It’s important to dispel these misconceptions with videos like this, so consumers see how valuable testing from the IIHS can be and how it makes vehicles less dangerous over time.

The IIHS says that nearly 50,000 lives have been saved in 30 years as a result of the changes automakers have implemented since the institute began its crash test programs. It has also saved around $500 billion in societal economic benefits.

The institute continues to push for further safety improvements, including adding safety ratings to heavy-duty trucks, a measure that has been desperately needed for years. 6,535 people were killed in crashes involving HD or medium-duty trucks and light vans in 2023, so it only makes sense to measure them by the same standards as passenger vehicles.

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Fiat is committed to offering an affordable combustion-powered successor to the current Panda alongside its future affordable city car project.

While the current Panda, which dates back to 2012, is no longer sold in the UK, due to the ZEV mandate, it remains the best-selling car in Italy and accounted for more than 70% of Fiat’s sales last year.

With EV uptake dramatically lower in Italy than in Northern Europe, Fiat’s European boss Gaetano Thorel said the firm is committed to continuing to serve those customers in the future.

Fiat is currently working on an affordable sub-£15,000 city car that will be twinned with the forthcoming Citroën 2CV revival from its fellow Stellantis brand, intended to take advantage of the EU’s planned E-car rules.

This will naturally form the entry point of Fiat’s electric car range, sitting above the Topolino and new Multiplina quadricycles.

But Thorel said the firm “hadn’t decided yet” if it would take the Panda name, due to the passionate following for the current model.

“The E-car could be the next-gen Panda, but we haven’t decided yet,” Thorel told Autocar. “It depends first on future regulations and second that we as Fiat have a duty, particularly in Italy, to think of the millions of Panda owners and give them a solution in the future.

“We have a duty to this popola di Panda [Panda population], which alone has a 7% share of the Italian market every month, to give them an answer for today and tomorrow that is based on their needs and not based regulations.”

Thorel didn’t rule out branding both models as Pandas, as Fiat previously did with the technically unrelated combustion and electric versions of the 500.

He wouldn’t specify whether Fiat is considering a new ICE Panda or continuing to update the existing model, but he said: “One thing is clear: I need to find a proper answer for my Panda population. We need to find a multi-energy solution.”

Thorel noted that the commitment by Stellantis to build the two E-cars are its plant in Pomigliano was “important for us because small cars are Italian territory and it means Pomigliano will have a future”.

Nearly a decade on, a lot has changed with Lamborghini’s first SUV. The original Urus debuted with a twin-turbocharged V8 engine, which spawned an even more powerful Performante trim. In 2024, the restyled Urus SE arrived, now with a plug-in-hybrid powertrain.

Today, that lineage continues with the new Urus SE Performante.

The quickest and most powerful Urus model to date, the SE Performante packs the same twin-turbocharged 4.0-liter V8 plug-in-hybrid powertrain as the standard SE. But in true Performante fashion, it’s boosted to be even more powerful.

2027 Lamborghini Urus SE Performante

Photo by: Lamborghini

Fastest SUV In The World

The Urus SE Performante makes 800 horsepower and 738 pound-feet of torque—11 more hp than the standard SE, and 37 additional pound-feet. That makes it the fastest super-SUV in the world by Lamborghini’s measure, sending it to 62 miles per hour (100 kilometers per hour) in 3.3 seconds and on to a top speed of 194 miles per hour.

The V8 engine is paired with a synchronous electric motor with power supplied by a 25.9 kilowatt-hour battery pack. That battery is housed beneath the load floor to improve the Urus SE Performante’s center of gravity, and it allows the performance SUV to drive on electric power alone for up to 37 miles.

Photos by: Lamborghini

Photos by: Lamborghini

The same eight-speed transmission manages all that power, but here it’s been recalibrated to improve response times and minimize torque lag. It’s paired with a standard all-wheel-drive system with an electronically controlled center clutch.

An upgraded dual-chamber air suspension also improves the Performante’s abilities in the corners, with body roll correlating by a whopping 55 percent over the standard SE. That also coincides with a 25-percent reduction in body vibrations.

All told, the Urus SE Performante is 6 percent quicker when maneuvering, and has a 12-percent quicker reaction time. Pair that with new Pirelli P Zero Tires—measuring 22 or 23 inches—and grip also improves by up to 6 percent.

Model
Engine
Output
0-62 MPH
Top Speed

Urus SE Performante
Twin-Turbo 4.0L V8 PHEV
800 HP / 738 LB-FT
3.3 Seconds
194 MPH

Lightweighting And Aerodynamics

Of course, with any true Lamborghini performance model, it’s not just about power. That’s why the Urus SE Performante features a bevy of aerodynamic and weight upgrades meant to improve its performance both on the road and on the track.

Thanks to a hefty use of carbon fiber on the hood, roof, side skirts, and elsewhere, the SE Performante is 70 pounds lighter than the traditional Urus SE. The lightweight muffler and tailpipes as part of the new Akrapovič exhaust system shed 22 pounds, while the Integrated Power Brake system shaves another 8.8 pounds, and the enhanced NVH package drops another 7.3 pounds.

The Urus SE Performante has a total curb weight of 5,452 pounds.

The SE Performante also boasts a 3 percent reduction in total aerodynamic drag compared to the Urus SE, as well as an increase of 16 percent in downforce over the previous Performante, and 23 percent over the standard Urus SE. The carbon fiber spoiler and diffusers ensure high-speed stability at the rear, while a wider front end improves battery cooling and airflow. Even the brake cooling is 8 percent more efficient than on the Urus SE.

97

Source: Lamborghini

Pricing

One thing we still don’t know about the Urus SE Performante is how much it will cost. With the standard Urus SE starting at just over $252,000, and the previous Performante coming in at around $270,000, don’t expect the Performante model to come cheap.

A base price of around $300,000 isn’t out of the realm of possibility.

Motor1’s Take: With the Urus SE PHEV replacing the standard version, it was only a matter of time before the new Performante showed up. 

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Lamborghini is vying for the performance SUV crown with the new Urus SE Performante, the hottest derivative yet of its exuberant family hauler.

Its plug-in-hybrid powertrain pairs the venerable 4.0-litre twin-turbo V8 with a single electric motor, boosted to combined outputs of 800bhp and 737lb ft. This represents an increase of 11bhp, thanks to a free-flowing exhaust set-up and reworked engine management software.

A new Akrapovic exhaust swaps the SE’s cross-pipe set-up-with which header pipes from each cylinder bank meet at a cross section, before running through the length of the car to split silencers – for two separate exhausts, with one per bank. This improves the flow of exhaust gases out of the engine while creating what Lamborghini claims to be a “more powerful” tone. The new pipes are made from aluminium, so the revised system also results in a 10kg weight saving.

Shedding yet more mass is the extensive use of carbonfibre, which is used for the bonnet, roof, wings, side skirts and rear diffuser. A new one-box brake and stability controller saves 4kg, lightened sound deadening cuts 3kg; and swapping leather for the new ‘Corsa Tex’ Dinamica upholstery saves a further 2.7kg. All combined, it makes the Performante 32kg lighter than the regular SE, at 2473kg.

The Performante also features the ‘6D’ drive computer that was introduced with the Temerario supercar. This measures acceleration over the X, Y and Z axes, along with pitch, roll and yaw, to allow for finer control over the dynamic state.

Completing the package is an outlandish new look intended to maximise the tall, wide SUV’s aerodynamic performance. Thanks to an array of chunky splitters, skirts and spoilers, the Performante produces 23% more downforce than an Urus SE. Key to this is the integration of an S-duct through the front bumper and bonnet, to push the nose down as speed builds. Despite this, the Performante also produces 5% less drag than a regular SE, helped by reworked underbody cladding that includes the largest rear diffuser yet fitted to a Urus.

• Although the Honda-Nissan merger failed, the two companies are still interested in collaborating.
• Honda CEO and President Toshihiro Mibe says they’re “close to an announcement.”
• The two are working on several projects, but there aren’t any merger plans.

Honda and Nissan grabbed headlines in December 2024 when they signed a memorandum of understanding (MoU) to explore a merger. By February the following year, however, the two Japanese brands had already decided not to proceed with a single new holding company. Why? Reuters reported at the time that, rather than the initially stated merger of equals, Honda wanted to take control and turn Nissan into a subsidiary. The deal also fell apart because Honda pushed for deeper job cuts and plant closures, which met resistance from Nissan.

Although the merger talks ended abruptly only a few months after the announcement, it didn’t take long for reports to emerge about a different type of tie-up between the two companies. Now, Honda’s CEO and president has confirmed that a deal with Nissan is close. Nikkei Asia cites Toshihiro Mibe telling shareholders that negotiations between the two Japanese brands are “quite far along, with some aspects close to an announcement.”

While he didn’t go into detail about what the partnership will entail, Honda’s chief executive said the companies are “proceeding with each project in a win-win relationship.” From that statement, it’s clear the two aren’t looking to merge but rather to collaborate in specific areas of their businesses. Whether that means joint vehicle development, shared production capacity, or something else remains unclear.

Honda CEO and President Toshihiro Mibe

Photo by: Honda

Honda And Nissan Could Share ECUs

There are reports that Honda, Nissan, and Mitsubishi are working together to standardize electronic control units (ECUs) for next-generation models. These shared ECUs would be used across the three brands in vehicles scheduled to arrive around the turn of the decade. While not all details have been finalized, the ECU is expected to be used in hybrid and electric models.

Renault is also likely to have a say in the deal, as it still holds a 15% voting stake in Nissan, down from 43% in 2023. These new negotiations come as Nissan carries out a major cost-cutting program, which includes closing seven factories, shutting two design studios, and laying off around 20,000 employees. Under its RE:Nissan restructuring plan, the company is also reducing production capacity from 3.5 million to 2.5 million units.

Honda is undergoing significant changes of its own after posting its first annual loss in history. It recently canceled several EV projects due to demand concerns and has abandoned its goal of becoming an all-electric automaker by 2040. Instead, it is now betting on a new generation of hybrids, led by a wedge-shaped sedan and SUV duo expected in 2028.

Photo by: Nissan

Motor1’s Take: We’ll likely hear more about long-established automakers and their plans to team up in the future. With China breathing down their necks, legacy manufacturers are under pressure to tighten their belts to stay competitive. Joint development not only reduces expenses but also accelerates a vehicle’s market launch.

Honda and Nissan are both under strain, and while merger talks have come and gone, it’s increasingly likely the two will still find common ground and collaborate on major projects.

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Matra Murena (1980)

First came the Bagheera, then the Murena, which was effectively an update of the earlier car. Both featured an unusual three-abreast seating layout; Murena’s power was courtesy of Renault.

Renault 5 Turbo (1980)

There would be a sequel in 1983, called the Turbo 2, but this is the original homologation special from 1980. Renault created the Turbo for rallying but road cars were made too; in all 1820 R5 Turbos left the factory, each powered by a 158bhp turbocharged 1397cc four-cylinder engine.

De Lorean (1981)

With its stainless steel bodywork, gull-wing doors and 2849cc Renault-sourced V6 engine, the De Lorean looked promising. But then the company and its founder was rocked by scandal and it was all over after just two years, with 8353 cars made.

Pontiac Fiero (1983)

American companies have generally shied away from producing mid-engined cars, so the Pontiac Fiero was a big statement from the usually very conservative General Motors. Although 370,000 were made in a five-year production run, the car was heavily criticised in period for its poor dynamics, build quality and safety record.

Toyota MR2 (1984)

Once the MGB had died, Fiat had the affordable sportster market to itself with its X1/9. Then came the MR2, with its rev-happy 1.6-litre twin-cam engine, superb reliability and brilliant chassis. There would be three iterations of the MR2 between 1984 and 2005, with the original arguably the best.

Ford RS200 (1985)

Powered by a turbocharged 1.8-litre BDT engine, the RS200 was a Group B special that came in roadgoing form with 250bhp, while competition versions boasted up to 650bhp. It could have shone on the rally stage, but the series was cancelled before the RS200 got into its stride.

Nissan Mid-4 (1985)

Nissan produced a mid-engined four-wheel drive supercar proposal in 1985, and then another in 1987, both with twin-turbo 3-litre V6 power. To complete the hat-trick a third iteration was produced with a 4.5-litre V8. Then came a recession, and that was the end of it…

When reviewing SUVs, we focused on the core priorities of a modern buyer: practicality, versatility, flexibility, drivability, running costs and safety. 

Here is what our expert team of road testers assessed:

1. Driving dynamics and performance 
We evaluated handling and body control on mixed roads. Because SUVs have a higher center of gravity, we specifically tested for body roll through corners to ensure a stable, car-like feel. Performance was tested across various powertrains – petrol, diesel, hybrid and electric – to measure acceleration under load and refinement at motorway speeds.

2. Real-world practicality 
We didn’t just look at spec sheets: we measured actual cabin space for passengers of all ages. This included testing the ease of entry and exit, the installation of bulky child seats and the boot capacity by loading everyday items. For seven-seat models, we assessed whether the third row is good enough for adults or strictly for children.

3. Efficiency and running costs
Fuel economy (MPG) was measured in real-world conditions rather than relying solely on manufacturer figures. We compared the efficiency of traditional engines against hybrid and electric alternatives to determine which offers the best balance of power and long-term running costs.

4. Safety and driver assistance 
Safety is paramount in a family SUV. We examined Euro NCAP’s safety-test ratings and verified the effectiveness of active safety tech, such as automatic emergency braking, blindspot monitoring and lane keeping assistance. We also noted whether these features are standard or hidden in expensive optional packs.

5. Interior quality and technology 
We scrupulously interrogated the inside of each SUV to judge seat comfort, material quality and infotainment usability. Our team assessed screen responsiveness, smartphone integration (Apple CarPlay and Android Auto) and the logic of physical controls to ensure they aren’t a distraction while driving.

It is tangibly roomier inside than the likes of the 5, with what Hyundai claims is a C-segment-sized interior in a B-segment footprint.

It has 100mm more metal between the wheels than the Renault, for example, and a more cab-forward stance affording a longer cabin that’s much more comfortable for second-row passengers; I’m roughly average height and had no problem sitting behind my own driving position for a short stint.

The roofline is actually a fair bit flatter than it looks in pictures, too, so head room isn’t impacted as drastically as you might expect to look at its coupé-esque silhouette, but the hockey-stick window line does shrink the back windows and make the rear feel a little dark. 

It has an impressively massive boot, too, at 441 litres – a fair bit bigger than that of the Volkswagen Golf – with about a quarter of that concealed under a false floor in what Hyundai loftily calls the ‘Megabox’, where you can stow grubby charging cables and welly boots without fear of squashing the shopping. 

The whopping touchscreen looks especially domineering in this context, where it might not in an Audi or BMW, but feels like it will be easy to rub along with after a bit of exposure. The Ioniq 3 is the first car in Europe to run Hyundai’s new Pleos Connect infotainment system, which features a streamlined and simplified menu structure – designed to prioritise your most used apps and controls – and features a fully customisable task bar to give immediate access to your preferred icons without needing to delve into menus. 

It worked well in our brief exposure – crisp, clear and quick – although we didn’t have the chance to try out the new real-time route guidance function which uses data from other connected cars to warn you of traffic and hazards and plan the best route to your destination, which sounds like it might render third-party navigation apps all but redundant. 

In any case, the screen is far from omnipotent, despite its unignorable presence. A priority for Hyundai’s new-gen interiors is to establish a balance between physical and digital controls, and the Ioniq 3 does it marvellously: the steering wheel has a healthy smattering of logically arranged and clearly labelled buttons for the audio and cruise controls; there are nice twiddly knobs for the volume and air flow; and the chunky drive selector and regen paddles behind the steering wheel have a pleasing tactility to them, which augments the general feel of quality and purpose. 

• White is the most popular car color, with over 20% of the market.
• Grayscale colors account for over 80% of vehicles.
• Sports cars are the most colorful, with over 36% in non-grayscale. 

Americans love boring car colors. So you may not be shocked to learn that white is the most popular car color in the United States, based on iSeeCars data from over 22 million used cars sold from model years 1996 to 2026, from January 2025 to May 2026.

The study revealed that grayscale hues (white, black, gray, and silver) make up 80.4 percent of the overall car market, which is a truly depressing statistic to report as an automotive website with an enthusiast focus. White led the market with a 25.7 percent share, up 16.7 percent from 21.1 percent in 1996 when it was still the most popular color.

1. White — 25.7%
2. Black — 23.4%
3. Gray — 22.9%
4. Blue — 9.1%
5. Silver — 8.4%
6. Red — 7.0%
7. Green — 2.2%
8. Brown — 0.4%
9. Beige — 0.4%
10. Orange — 0.3%

Gray made the biggest gain over the past 30 years, rising 528.4 percent from just 3.6 percent market share in 1996 to 22.9 percent in 2025, putting it in third place behind black at 23.4 percent share. Those three colors alone account for 72 percent of the market, while silver only adds another 8.4 percent in fifth place.

No non-grayscale color appears on the list until blue at number four, and it only makes up 9.1 percent of the market. Even as the most popular “real” color on the list, it has dropped in popularity over the last 30 years, decreasing by 10.8 percent from its 10.2 percent share in 1996.

Other colors—such as red, green, brown, and beige—have also seen their popularity wane since 1996. Red saw the biggest drop, going from a 20.1 percent share over 30 years ago to only a 7.0 percent share in 2025. Green also saw a sizable drop from 13.4 percent to just 2.2 percent. Brown and beige had similarly precipitous dips, but currently have much smaller market shares of 0.4 percent each.

Of the top colors listed, only one non-grayscale hue showed a rise in market share between 1996 and 2025: orange. The bright mixture of red and yellow saw a slight increase of 2.5 percent from 0.2 percent in 1996 to 0.3 percent 30 years later. Other colors such as yellow, gold, and purple also saw drops, though yellow recently earned the title as the best color for resale value.

Photo by: Porsche

Who’s Buying Colors?

Americans’ willingness to buy colorful cars varies a bit depending on the type of vehicle. Trucks have seen the biggest shift towards grayscale, representing 83.5 percent of the market, increasing from just 43.4 percent in 1996, with white leading at 33.6 percent. SUVs are similarly dull, with 79.3 percent grayscale, up from 43.8 percent 30 years ago. White leads SUVs with 25.1 percent.

Passenger cars buck the white trend, with gray taking the number one spot thanks to a 652.1 percent surge in the past 30 years, increasing from just 3.8 percent market share in 1996 to 28 percent in 2025. Black sits at number two with 23.7 percent, and white is down at number three with 21.2 percent.

Gray is also the most popular color for sports cars, accounting for 21.2 percent of the market, up 598.0 percent from 1996. Sports cars have the highest market share of non-grayscale colors at 36.2 percent, and colors like blue, yellow, purple, and orange all gained share.

Motor1’s Take: It’s sad to see so many colors at the bottom of this list, but not shocking. If you wander through any grocery store parking lot, it’s clear that colors are not a priority for many shoppers.

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Dacia has trimmed the price of its Spring city car to just £11,990 – undercutting the similarly sized Leapmotor T03 to become the UK’s cheapest car.

The move comes a day after Leapmotor slashed the entry price of its own tiny EV to £12,995, giving the T03 the cheapest car crown for just 24 hours. 

The cheapest Spring, though, is the entry-level Expression model, which with just 70bhp and a range of 140 miles is outpaced and outdistanced by the T03.

The uprated Spring 100, with specs that more closely match the T03, is also priced to match it at £12,990.

The more expensive Spring also adds a 10.1in touchscreen with smartphone mirroring, electric rear windows and a reversing camera over the sparsely equipped standard car. 

For reference, the UK’s cheapest petrol car is the Dacia Sandero, which starts from £14,765.

Leapmotor’s discount comes in the form of a self-titled ‘Leap Grant’ – a manufacturer-backed alternative to the government-funded Electric Car Grant that certain European-built EVs can claim – which gives a saving of £3000 off the T03’s original list price of £16k. 

The Spring is also built in China and therefore excluded from the government incentives, which effectively reward local manufacture and low-emission shipping, so Dacia’s discounting is likewise self-subsidised.

However, the next-generation Spring, due to be unwrapped in a few months and on sale early next year, will be built in Europe (probably alongside the closely related Renault Twingo in Slovenia) so is more likely to qualify for state incentives. 

Lina Ribeiro, Dacia’s UK boss, said the discounts have been enabled by “production efficiencies and a strong drive to continue to offer real value to our customers”, which “have helped us to pass on the savings”.

• The three one-off Porsche 911s inspired by Toy Story have been sold.   
• The anonymous buyer has pledged to donate $3 million to three different charities.  
• Big Brothers Big Sisters of America, the American Red Cross, and Starlight Children’s Foundation will each receive $1 million.   

Porsche has sold its three Toy Story cars, unveiled earlier this month. The trio is going to a single anonymous buyer who has pledged to donate $3.0 million to three different charities.   

The three charities are Big Brothers Big Sisters of America, the American Red Cross, and Starlight Children’s Foundation, and each will receive $1 million. The cars are going to a Porsche collector and philanthropist who said, “When we first learned about the project—the incredible cars and the work these charities do for children and families—we knew it was a natural fit.”

Photo by: Porsche

The three Porsches come from the automaker’s Sonderwunsch (“special wishes”) department, where the team spent 350 hours hand-painting each vehicle. A 911 GT3 with the Weissach Package features a Buzz Lightyear-inspired livery in white, green, and purple, with the cabin receiving purple and green accents.   

The second car is a 911 Targa 4 GTS that is inspired by Jessie. It is more subtle on the outside than the GT3, with blue rocker panels and yellow accents, but inside it’s stunning. The Targa has Dark Night Blue leather throughout much of the cabin, with red accents and cow-inspired floor mats.   

Woody is a 911 Carrera T that has a denim-like finish. The Sonderwunsch team pressed real denim into the wet paint to give the car a unique appearance. Inside, the seats feature more Woody-inspired touches, like a checkered pattern and brown leather.   

9

Source: Porsche

Motor1’s Take: The last time Porsche teamed up with Pixar, the automaker raised $3.2 million for charity, and it is nice to see these cars used for a good cause. They put fun first and are great reminders to not take things too seriously.

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Land Rover has revealed a high-spec new edition of the Discovery – which could be the final version of the nine-year-old seven-seater before it comes in for a dramatic reinvention.

The new Landmark model reprises a name previously used for run-out editions of the Discovery 2, 3 and 4 in their final months of production – suggesting that the end could finally be near for the fifth iteration.

The new £76k Landmark – sitting between entry-level S (£70k) and top-link Tempest (£84k) trims – comes in a bespoke shade of Tasman Blue paint that nods to the original Disco 1’s Clearwater blue, and is marked out from its range-mates with a raft of bespoke styling cues inside and out.

Standard kit on the Landmark includes a sliding panoramic sunroof and a fridge in the centre console.

All versions come exclusively with the D350 straight-six diesel, the Discovery having dropped all petrol and PHEV powertrain options.

Having been launched in the UK in February 2017, the Discovery is not just JLR’s oldest model but also one of the longest-running cars currently on sale in the UK. 

Autocar approached JLR for confirmation that the Landmark was a swansong for the current-generation car, but a spokesperson declined to comment on future product plans.

The Discovery 5 was briefly offered in a Landmark trim from 2019-2020, to celebrate the SUV’s 30th anniversary. 

Details of the nameplate’s future remain unconfirmed – with JLR focusing for now on the launch of the upcoming Range Rover Electric, Defender Sport and Velar successor – but the company has hinted at plans to dramatically reposition its big family hauler to differentiate it from the vastly more popular Defender.

Mark Cameron, who leads the Defender and Discovery brands, previously told Autocar: “If you look from a product perspective, Defender came in and sat quite squarely on top of Discovery and cannibalised a lot of that business.”

He said JLR was working on “recreating what Discovery stands for”, and said the priority was to “make sure it sits in a really unique territory”.

A successor model would be likely to use the similarly sized Range Rover’s MLA architecture, which can accommodate electric, combustion and hybrid drivetrains – in keeping with JLR’s renewed commitment to preserving a multi-powertrain offering across its model lines for the medium term. 

• Bugatti’s latest one-off is the Bugatti W16 Mistral Blanc Éternel.
• It features porcelain accents on the fuel cap, emblems, door rests, and more.  
• The Mistral is Bugatti’s last car with the quad-turbocharged 8.3-liter W16 engine.  

Fifteen years ago, Bugatti partnered with Königliche Porzellan-Manufaktur Berlin to create a special one-off Veyron Grand Sport. What made that car stand out was the use of porcelain, and the latest collaboration between the automaker and KPM uses that fine material again—this time on the Bugatti W16 Mistral Blanc Éternel.  

The car comes from the Bugatti Sur Mesure personalization program, and it is a celebration of more than just the Mistral. It’s also a one-of-one that honors the car’s W16 engine, which Bugatti is discontinuing (gradually).  

The W16 Mistral Blanc Éternel features porcelain on the inside and out. It adorns the EB emblems, fuel cap, and engine inlays on the outside, and the gear shifter, speaker covers, and armrests inside.
One of the car’s most striking features is the white body and black lines that outline the body, which

Bugatti designers replicated inside. It makes the car look like it’s ready for an animated movie. The Mistral is Bugatti’s last car to feature its iconic quad-turbocharged 8.0-liter W16 engine. Its successor is the 8.3-liter naturally aspirated V16 that powers the Tourbillon, which is also a hybrid that features three electric motors.  

12

Source: Bugatti

Motor1’s Take: The Bugatti W16 Mistral Blanc Éternel is an elegant sendoff for the hypercar and its W16 engine. Bugatti has made several of these as the Tourbillon takes over as the brand’s premier model.

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The company car is a long-established workplace perk in the UK, with 840,000 drivers getting one as part of their employee benefits in 2023/24, according to His Majesty’s Revenue & Customs (HMRC). With a company car tax system that favours low CO2 emissions, it’s become an important early adopter market for electric vehicles.  

HMRC reintroduced ultra-low tax bands for electric company cars in 2020 and, aligned with a fast-growing choice of increasingly cheaper and more capable models, it’s become a no-brainer for drivers and employees to switch. The latest government stats show an additional 120,000 employees have opted into a company car since the 2020/21 tax year, while 41% of the total are in an EV. Here’s why. 

How much cheaper is electric company car tax for drivers?

If your job involves a lot of driving, then you might be lucky enough to be provided with a company car. It’s an attractive perk; most are brand new, with maintenance and insurance costs covered, and they’re available for you and (often) your family to use outside work hours. 

Of course, there’s no such thing as a free lunch. If you’re using a company-owned car for private journeys, then HMRC classes it as what’s called a ‘benefit in kind’ (BiK). That’s a catch-all term for anything your employer provides on top of your salary, and they’re taxed as additional income. 

The easiest way to keep a lid on your tax bill is to opt for something with the lowest possible CO2 emissions at the tailpipe, and nothing emits less than a car that doesn’t have an exhaust at all.

All benefits-in-kind are assigned a ‘taxable value’, and for cars this is a percentage of its list price with CO2-weighted bands from 4% to 37%. An electric vehicle (which has rated emissions of 0g/km) falls into the lowest 4% band, while even the lowest-emitting full hybrid on sale – the Toyota Yaris – is taxed at 25% of its list price. 

Drivers pay BiK on that value at the same rate as their income tax. There are three bands (20%, 40% and 45%) in England, Wales and Northern Ireland, while Scotland has five (between 19% and 46%). A 20% taxpayer would be liable for 20% of their company car’s taxable value each year, and this is normally deducted in instalments from their monthly wages.

Put simply, that system offers drivers roughly five-times cheaper tax for selecting an EV, and there are sizeable incentives in place until at least 2030. The following table compares total tax costs over three years for 20% and 40% income taxpayers, for a vehicle delivered in 2026/27.

• Nissan Frontier 250th Anniversary Edition revealed for America’s birthday.
• Only 2,500 will be built in July.
• Available at no cost on the Pro-4X trim level. 

As the United States of America prepares to celebrate its 250th birthday on July 4th, 2026, Nissan is gearing up for its own milestone. The Japanese automaker just built the one-millionth Frontier pickup truck at its Canton, Mississippi plant, showing a strong dedication to American manufacturing.

Nissan moved Frontier production to Canton back in 2012 after previously building the truck in Smyrna, Tennessee. Since Frontier production began in Smyrna back in 1998, Nissan has built over two million of them in the USA. To celebrate, Nissan revealed a Frontier 250th Anniversary Edition to commemorate the country’s Semiquincentennial. 

Photo by: Nissan

“The Frontier has always stood for rugged capability, durability and adventurous fun–hallmarks of Nissan’s DNA,” said Christian Meunier, chairman, Nissan Americas. “Just as importantly, it represents the strength of American manufacturing. As we celebrate one million Frontiers assembled in Canton during America’s 250th anniversary year, this special edition honors the workers, communities and enduring spirit that drive our industry and our country forward.”

The 250th Anniversary Edition will be limited to 2,500 units, all built in July 2026. This special edition features a monochrome American Flag Stars and Stripes pattern within the Frontier emblem on the tailgate, which is a subtle but patriotic nod to the 250th anniversary.

It may not be the most comprehensive special edition, but Nissan says it will be available at no additional cost on the Pro-4X model only. This includes the short and long wheelbase variants and the Roush model. Customers can pair the 250th Anniversary Edition with any of the existing colors.

Photo by: Nissan

As with all Frontier versions, the 250th Anniversary Edition comes with a 3.8-liter naturally aspirated V6 producing 310 horsepower and 281 pound-feet of torque. That’s tied with the Chevrolet Colorado and GMC Canyon for most standard horsepower in the mid-size truck class, but the Frontier is one of the last pickups to offer a non-turbocharged engine.

Frontier sales were up 24.0 percent year-over-year in May 2026 with 6,773 units sold, the best May for the nameplate since 2010.

Motor1’s Take: The Nissan Frontier is not the most modern truck in its class, having last been redesigned back in 2022. Even this third-generation truck can trace its chassis to the second-generation Frontier, which dates back to 2005. Some buyers may see this as a detriment, but others see it as a benefit in an age of overly complicated vehicles that are loaded with technology. The 250th Anniversary Edition is a subtle and affordable special edition that should cater to these buyers.

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Fiat will launch a new tiny four-seat EV called the Multiplina, which will feature retro styling cues and be around the same size as the 1950s 500, as part of its continued focus on small vehicles.

The new urban runabout has been previewed with the Multiplina Concept, shown during a micromobility event at the Vatican City.

The 2028 production version will sit above the Italian firm’s current two-seat Topolino but below the current Fiat 500 and the affordable electric city car due to be shown later this year.

Plans for a four-seat microcar were first hinted at with mention of a new ‘Quattrolino’ model during a Stellantis strategy presentation last month.

Fiat boss Olivier François showed an image of the new Multiplina (enhanced above by Autocar) during a presentation and said it would be revealed later this year, likely at the Vatican in October or November. 

François said the Multiplina would “be super-important for us, because it’s really the missing link between Topolino and the traditional city car”.

The new Multiplina concept takes its name from the 600 Multipla of 1956, which Fiat called the “original people mover”, but the firm also noted that it has a similar footprint to the 500 of 1957. That would make it just under three metres in length, compared with 2.53m for the Topolino.

While the Citroën Ami-based Topolino sits in the L6 quadricycle category, the Multiplina will be built to the L7 regulations, allowing it to be more powerful and faster.

The Topolino is limited to 28mph and gets a range of around 46 miles from a 5.4kWh battery, but Fiat claims the Multiplina will be able to reach a top speed of 55mph – the maximum allowed under the L7 regulations – and offer an “extended range”, which should make it a far more versatile offering, able to operate outside of city centres.

The Multiplina will use the same basic platform as the Topolino and the three-seat Tris commercial vehicle, but this will be extensively reworked to offer more space, range and a larger battery.

The styling of the new concept makes clear callbacks to the original 600 Multipla, including the overall silhouette, vertical nose and round headlights.

François said it would “play a lot on our DNA and be rooted in our style”, adding that it shows that “Fiat will be the brand within Stellantis that will really go all in on micromobility”.

• The Ferrari Luce reportedly sold out in China.  
• However, Ferrari is still accepting orders for its first electric vehicle.  
• Ferrari will reveal next month how many people have placed deposits for the Luce.  

The Ferrari Luce has been controversial since its debut. Not only is it electric, which many people outright hate, but the design is unlike anything you’d expect from the same company that built the Ferrari F40 and 458 Italia. Online hate for the car is everywhere, and it’s not even out yet. But sales will determine if it is a success, and it might already be one in China.  

The Luce will launch in the Asian country this weekend, but one news outlet is reporting that all 88 EVs allocated to China have already been sold. That may be true, but the Beijing Business Times reported later that Ferrari Beijing is still accepting new orders for the car.  

All 88 could be sold, but Ferrari might be open to increasing that number if there are enough buyers. In the days following the Luce’s debut, Ferrari CEO Benedetto Vigna said that the automaker had received “strong interest” in the car, including deposits.  

The Luce is Ferrari’s first electric vehicle. It has four electric motors producing 1,050 horsepower, which is the most boring aspect of the vehicle. Inside, it has a comfort-focused cabin you would expect from a Mercedes, not an iconic supercar maker.  

We will know very soon just how popular the Luce truly is. That is when Ferrari will reveal how many potential customers have placed deposits for the car.  

15

Source: Ferrari

Motor1’s Take: Everyone will be watching to see how many Luce EVs Ferrari actually sells. The company is confident that this is a car consumers want, and maybe some markets are more eager for the model than others. 

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Repeat buyers will take a while to come to terms with the Renault Clio’s cabin. There’s an incongruous awkwardness to finding your fingertips on paddle shifters and left foot dangling in the space where a clutch pedal ought to be.

Renault would have done well to eliminate the stick shift entirely. Shunting a cheap-feeling lever between letters is a guaranteed way of yearning for a manual ’box right out of the gate.

As in the standard model, nothing about the surroundings is overtly pleasant to touch – unsurprising, since it shares the same basic architecture – although one would have thought that greater attention might have been paid to differentiating items like the column-mounted paddles, which are too flimsy to squeeze with any real satisfaction.

Give it time, though, and the Renault Clio proves habitable enough, especially for passengers. Make what you will of the styling impact, but no one destined for the rear bench will miss clambering across the front seats.

Five is better than three when it comes to doors, just as bigger is better when it comes to legroom, and the RS now has more of that. Enthusiastic drivers will find themselves sitting a little high (not unusual for the class) but the standard sports seats comfort and cradle in about the right amounts.

The Clio RS 200 comes with LED headlights, a F1-inspired front blade, rear diffuser and an aggressive bodykit as standard on the outside, inside there is air conditioning, cruise control, auto wipers and lights, and Renault’s MediaNav infotainment system complete with 7.0in touchscreen display, DAB tuner, Bluetooth, USB connectivity and sat nav. 

The RS 220 Trophy adds a little bit more equipment, namely Renault’s full fat R-Link infotainment system, more powerful audio system, climate control, parking sensors, reversing camera and 18in alloy wheels shod in Michelin Pilot Super Sport rubber.

Many will no doubt appreciate Renault’s RS Drive and RS Monitor; easily confusable names that do quite different things. RS Drive modifies the mapping of the transmission and engine and adjusts the intervention of the stability control and traction control systems.

It’s switchable through three modes: Normal, Sport and Race. The last two reduce engine lag, even increasing the idle speed, and bring progressively faster gearshifts and firmer power steering.

The RS Monitor, meanwhile, is a kind of on-board telemetry system that can monitor temperatures, amounts of wheelspin, performance data, g-forces and lap times. There’s also a data-logging option that allows all of these to be downloaded for later viewing.

Aside from the odd dash of badging or colour, everything else is a carryover. Thus, the centre stack is something of a glossy sore thumb, the instrument cluster is rather snazzy and the R-Link system – although juiced up with an abundance of real-time performance data courtesy of the latest version of the RS Monitor – remains blighted by rudimentary presentation and a finicky interface, a criticism which could be levelled at the cabin as a whole.

• The 2027 Corvette Stingray starts at $73,495.
• New LS6 engine helps it break the 200-mph barrier for the first time.
• Its 0-60 mph and quarter-mile times improve from last year. 

Chevrolet just revealed pricing for the 2027 Corvette Stingray, which is now the most affordable 200-mile-per-hour car following a General Motors-validated top speed run. The 2027 Stingray Coupe starts at $73,495 for the 1LT trim, while the power-folding Stingray Convertible costs $80,495.

That’s a far cry from the C8 Corvette’s original 2020 model year MSRP of $59,995, but Chevrolet has made some notable improvements to the car in that time.

Price
Coupe
Convertible

Corvette Stingray 1LT
$73,495
$80,495

Corvette Stingray 2LT
$80,595
$87,595

Corvette Stingray 3LT
$85,245
$92,245

The biggest change for the 2027 model year comes behind the cockpit, where the original 6.2-liter LT2 V8 has been replaced by a new 6.7-liter LS6 engine. Output increases from 490 horsepower (495 hp with the Z51 package) and 465 pound-feet of torque (470 with Z51) to 535 hp and 520 lb-ft, respectively. This same engine is also found in the revived Corvette Grand Sport and the newly introduced Grand Sport X, where it adds a front e-axle for a total of 721 hp.

We knew the LS6 engine would improve the Stingray’s performance figures, but now Chevy has revealed just how much quicker the 2027 model is compared to its predecessor. The top speed has improved from 194 to over 200 mph. Back in the C6 generation, the ZR1 was the first factory Corvette to break 200, and now a base Stingray has done it just two generations later.

Photo by: Chevrolet

Chevy says the 200 mph top speed is possible thanks to the Stingray’s improved power and narrow body, which produces less drag versus a wide-bodied Z06 or ZR1.

Along with the top speed, the new engine helps the Stingray accelerate from zero to 60 mph in 2.8 seconds, an improvement of one-tenth over the previous Z51 package car. Chevy says it will run an 11-second quarter-mile with a 124 mph trap speed, which is an improvement of around two-tenths with a gain of around two mph at the finish line.

“That’s all power,” small block assistant chief engineer Mike Kociba explained. “The record really shows the strength of the LS6, an engine that we set out to create a unique place in the Corvette lineup.”

4

Source: Chevrolet

Motor1’s Take: The Corvette may not be as affordable as it was in 2019, but that is not as much Chevy’s fault as it is a microcosm of a greater economic issue. This would also be a much bigger issue if Chevy didn’t make any changes to the car, which is far from the truth. The Corvette has been massively improved since the C8 generation was first introduced, and the price increase is justified.

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BMW claims 0-62mph in 5.0sec, a top speed of 150mph and combined consumption of between 67.3mpg and 88.3mpg for the lower-powered 50e xDrive. The battery is good for a claimed electric range of up to 63 miles.

Unlike the outgoing car, the X5 PHEV will also be offered in M-fettled M60e xDrive form, with outputs boosted to 604bhp and 590lb ft to trim the 0-62mph time to 4.5sec and nudge the top speed to 155mph.

Charging for both plug-in hybrid variants is still limited to 11kW top-ups, while rival PHEVs such as the Range Rover Sport and Mercedes GLC can fast-charge at 50kW-plus.

Top of the Klasse

The new X5 is the largest model yet to adopt BMW’s Neue Klasse design language, which was introduced with the iX3 and i3. Visually, it makes the new model a complete departure from the X5 it replaces, despite the semi-familiar underpinnings.

The form language and defining signatures are familiar from the X3 – including the minimalist, monolithic silhouette, muscular rear haunches, wraparound front light panel and distinctive vertical kidney ‘grilles’ – which will be a shared characteristic of all BMW SUVs going forward.

However, the X5 introduces a raft of bespoke cues that mark it out. Most obvious of these are the double-X LED light graphics that, says BMW, make it “instantly recognisable during both day and night”. These distinctive cross-shaped clusters incorporate the headlights, daytime-running lights and indicators. They can be switched at the press of a button for the iX3’s simpler diagonal arrangement.

Notably, the M60e xDrive PHEV will be the first model to feature M division’s new trademark yellow headlights, which were introduced on the M Concept Neue Klasse that was revealed earlier this month. Wheels will be 21in as standard on all cars, while the range-toppers will be available with 23in rims for the first time.

Inside, the new X5 is similar to the iX3, with the cockpit dominated by the unusual diagonal central touchscreen and a full-width panoramic driver display at the base of the windscreen.

The bulk of the switchgear is shared too, as is the unusual multifunction steering wheel. Unlike the existing Neue Klasse models, however, the X5 adds the option of a second touchscreen for the front passenger – with an array of streaming and entertainment apps to keep them entertained when on the move.

• BMW completely reinvents the X5 with Neue Klasse styling, a redesigned interior, and several controversial design changes.
• The iconic split tailgate is gone, replaced by a conventional liftgate to improve aerodynamics and packaging.
• The lineup expands to five powertrains globally, including gasoline, plug-in hybrid, electric, diesel, and hydrogen.
• The all-electric iX5 leads the range with up to 525 miles (WLTP) of estimated driving range and a new-generation 141.0-kWh battery.

​The BMW X5 nameplate is now 27 years old, and in that time, not much has changed. It has largely retained the same shape, carried over many of the same design cues, and—more or less—offered the same engine options.

For the fifth-generation X5, BMW has thrown almost all of that thinking out the window to create something very different from X5s of yore. ​Thanks to a Neue Klasse design, a bold interior, and five—yes, five—different powertrain options, the new X5 is as different as it’s ever been.

We’ve got all the details.

Photo by: BMW

​An All-New Outside

We have a lot to cover here, but first, let’s start at the front. The X5 comes with new double-X headlights that may or may not resemble the logo of a certain social media app. Flip a switch, and they turn yellow, a nod to classic BMW M cars. If you want them off entirely, don’t worry, there’s a button in the cabin that shuts off the left bar.

​Around the side, you’ll notice a lack of traditional door handles. Yes, BMW has followed in the footsteps of companies like Ford and Volvo by adding winged door handles operated by a button. This helps create a more streamlined design that, when revealed to us, was touted as an example of “BMW’s engineering competence.” The doors can also be opened and closed via both the key fob and the BMW app on your smartphone, similar to the updated 7 Series.

Toward the rear is where we see the most controversial addition, or dare we say subtraction, to the BMW X5: no split-folding tailgate. Sadly, one of the X5’s signature features is now gone. BMW says this decision is based on customer feedback and a desire to create a more aerodynamic shape. Whatever the real reason is, we’re sad it’s gone.

Photos by: BMW

Photos by: BMW

Bigger And Heavier

​As far as size goes, the BMW X5 is 2.2 inches longer than the previous version, and 0.6 inches shorter. That puts it roughly on par, size-wise, with the outgoing BMW iX, a car that the new X5 is likely to replace worldwide within the coming years.

​The X5’s also increases significantly. The base gasoline-powered car is roughly 300 pounds heavier than the old model, coming in at 5,213 pounds. The plug-in hybrid model weighs even more at 5,985 lbs. The pure electric iX5, however, takes the cake as the heaviest of the bunch, weighing an astonishing 6,393 pounds—almost 1,200 pounds more than the regular internal combustion model.

Photos by: BMW

Photos by: BMW

​A Luxurious Cabin

​The X5 is the latest BMW to feature the brand’s updated interior, found on all Neue Klasse cars. It has the same dashboard setup as the i3, but shares more in common with the recently updated 7 Series. The biggest similarity between the two is the addition of an optional 14.6-inch passenger display to complement the massive 17.9-inch center touchscreen.

​BMW’s new vertical spoke steering wheel also makes its way to the X5; however, upgrading to an M Sport package gives you access to a more traditional M Sport steering wheel. The new X5 also retains the same panoramic iDrive system underneath the windshield, complete with an AI assistant that can help with in-car functions, as well as answer most of your non-BMW-related questions.

​Interior materials are also a highlight of the new X5, with multiple surfaces receiving new accents. The center console, for example, can now be optioned with slate, a first for the BMW brand. Alcantara can also be optionally selected to cover both the lower portions of the dashboard, doorcards, and even the wireless chargers. Glass controls for the seats are also optional.

​Five Different Powertrains

​If BMW is proud of one thing about the new X5, it’s that it has five different powertrain options. The new X5 is available with a combustion engine, a plug-in hybrid, a battery, diesel, and even hydrogen. But don’t get too excited yet; the diesel will not be making its way to the US, and the hydrogen powerplant won’t arrive until 2028.

​For US trims, BMW plans on offering a single gasoline X5 40 model, powered by a 3.0-liter straight-six engine making 400 horsepower and 428 pound-feet of torque. Two plug-in hybrid trims will be available, an X5 50e and X5 M60e, paired with the same straight-six engine mentioned earlier with a 26.5 kilowatt-hour battery, making 489 and 612 hp, respectively.

Model
Powertrain
Output

BMW X4 40
3.0L Straight-Six
400 HP / 428 LB-FT

BMW X5 50e
3.0L Straight-Six PHEV
489 HP

BMW X5 M60e
3.0L Straight-Six PHEV
612 HP

BMW iX5 60
141.0-kWh
578 HP / 593 LB-FT

BMW X5 Hydrogen
TBD
TBD

​The battery-powered X5s, or the iX5, will also make its way to the US. As of now, BMW offers just one trim, the iX5 60. It features a new 141.0 kWh battery similar to that seen in current and future Neue Klasse BMWs. The battery sends power to all four wheels and makes 578 hp and 593 lb-ft of torque. The range for the iX5 60 is up to an estimated 525 miles on the WLTP cycle, with EPA numbers to follow in the coming months.

The battery itself is an all-new archetype for the brand. The battery cells are the same seen on the recently revealed iX3; however, they’ve been made slightly bigger to result in a 30 percent usability increase. This results in a denser battery, as well as reducing both physical battery size and its weight.

​Pricing And Availability

​Pricing for the new X5 has not been released yet, but we can expect a significant bump from the outgoing model. BMW plans to have the new X5 on dealer lots by the end of 2026.

29

Source: BMW

Motor1’s Take: This is BMW’s boldest X5 to date. With a radical new front-end design, five powertrain options, and a modern interior in line with the rest of the upcoming Neue Klasse range, the German automaker is taking a big swing with one of its best sellers. But we think it will pay off. 

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Overtime and stress-related sick days are an industry-wide issue for teams spearheading the UK’s transition to electric vehicles.

Fleet management has become so complex that it’s causing staff burnout and risks a skills shortage without urgent change, the Association of Fleet Professionals (AFP) has warned.

Lorna McAtear, the organisation’s vice chair, told Autocar that fleet managers are “trailblazing” new technology, requiring new expertise in areas such as battery chemistry, electricity supply and volatile regulations, while spending additional time bringing drivers up to speed with EVs.

“The days of giving out a key to a diesel and saying ‘here you go, your vehicle’s parked over there’ have absolutely gone,” she said.

“There’s a convergence of technology, transport and energy as three separate industries, and the fleet manager is smack bang in the middle having to deal with it.

“We’ve become more strategic fleet managers, and yet the expectation is we still do the traditional service, maintenance, repairs, purchasing and other admin that goes with [managing a fleet].”

With generous company car tax breaks in place until 2030, fleet adoption of EVs is comfortably ahead of the wider UK market.

Almost half (47%) of all business contract hire (BCH) cars operated by members of industry body the British Vehicle Rental and Leasing Association (BVRLA) were battery electric at the end of 2025.

That’s almost half a million electric cars and doesn’t include salary sacrifice vehicles, which are even more heavily influenced by the CO2-weighted benefit-in-kind tax regime and almost all EVs or PHEVs as a result.

However, McAtear added, with shorter product launch cycles, AFP members are increasingly finding themselves “beta testing” new vehicle software, often facing long waits for over-the-air updates to fix faults and dealing with increased out-of-hours driver enquiries.

Fleets’ EV strategies are also at risk of falling out of alignment with regulations that can change with little warning. That’s doubly complicated if they’re managing vehicles across countries with different timelines, she said.

Against the backdrop of “yearly” crises, including the Covid pandemic, volatile energy prices and semiconductor shortages, AFP members report workloads that are often spilling over into evenings and weekends, resulting in increased cases of burnout and sick leave – without necessarily having someone who can cover for them.

“Salaries aren’t necessarily moving with the level of responsibility and workload. There’s a genuine problem that we haven’t got enough fleet managers coming through, so we have a skills shortage coming up.” McAtear continued.

The AFP is trying to attract new staff and advises having at least one administrative staff member per 500 cars, in addition to the fleet manager, to deal with the complexity of the role.

It is raising fleets’ concerns with policy makers; is offering members advice about managing workloads, career development and speaking up internally’ and provides a WhatsApp group where managers can talk privately about the issues they face.

• Porsche tops JD Power’s latest Initial Quality Study.  
• Ford was the top mass market brand.  
• The overall industry average experienced its best year-over-year improvement in nearly 30 years.

JD Power has published its latest Initial Quality Study, and believe it or not, Lexus has fallen from the top spot. Replacing it is Porsche, which led both the premium brands and the overall market with just 138 problems per 100 vehicles (138 PP100).  

Genesis ranked second (151 PP100), followed by Ford in third (152 PP100), the top mass-market brand. Lexus (156 PP100) ranked fourth and tied with Nissan (156 PP100). The study’s average was 175 PP100, an improvement from last year’s score of 192 PP100.

According to JD Power, this is the study’s best year-over-year improvement in nearly 30 years. Despite that, the only category to experience an increase in reported problems was infotainment, with Apple CarPlay and Android Auto connectivity being the largest single contributor to the decline in quality.  

Photo by: Porsche

“When technology becomes too complicated, the likelihood of customers experiencing a problem rises considerably,” said Frank Hanley, senior director of auto benchmarking at JD Power.

Consumers also dinged infotainment screens for causing distractions. Forty-six percent of respondents blamed displays and touchscreens for distracted driving-related problems. Eighteen percent cited driver assistance alerts as causing a distraction.  

Countering the connectivity issues were cupholders. They were the single biggest contributor to this year’s improved initial quality, with consumers liking the more accessible locations and capacities.  

Here are the top 11 car brands that ranked above average in the JD Power 2026 U.S. Initial Quality Study:

1. Porsche — 138 PP100  
2. Genesis — 151 PP100
3. Ford — 152 PP100
4. Lexus —156 PP100
5. Nissan — 156 PP100
6. Buick — 162 PP100
7. Hyundai — 165 PP100
8. Subaru —170 PP100
9. Chevrolet — 171 PP100
10. Land Rover — 173 PP100
11. Kia — 175 PP100
12. Industry Average — 175 PP100

Photo by: Genesis

Model Breakdown

Digging into the data, the study highlights top models, such as the Porsche 911, which scored the highest initial quality of any vehicle at 110 PP100. The 911 ranked the highest last year, too.  

BMW received the most model awards, with six models leading their segments: 2 Series, 5 Series, 8 Series, X2, X6, and X7. Hyundai had five models that ranked at the top: Santa Cruz, Sonata, Venue, Carnival, and K4.  

General Motors had four models, with the Cadillac CT4, Cadillac XT5, Chevrolet Blazer, and Chevrolet Tahoe ranking at the top. Ford had three—the F-150, Mustang, and Super Duty.  

What Does JD Power Initial Quality Study Measure?

The JD Power Initial Quality Study consists of 227 questions across 10 vehicle categories, including infotainment; features, controls, and displays; exterior; driving assistance; interior; seats; powertrain; driving experience; climate; and unspecified.  

JD pairs this with relevant repair data to derive its score, measured in problems per 100 vehicles. The lower the score, the higher the initial quality.  

This year’s study collected responses from 78,514 owners and lessees. The study only measures problems experienced within the first 90 days of ownership.

Motor1’s Take: JD Power’s Initial Quality Study measures more than just outright defects. It also classifies design-related issues, like difficult-to-use controls, as problems, too, which could include more subjective things like cupholders or phone connectivity, which could be an issue with the phone and not the vehicle. 

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Stay with me.

You probably won’t be surprised to read that, as a member of the Autocar team, I have a lot of opinions about cars – but one of my strongest is about air fresheners. For me, there really is nothing worse than getting into a car that honks (no pun intended) before a long journey, and I marvel at how hanging one of these ultra-cheap dangly devices from the rear-view mirror can transform the experience.

I remember the unpleasant smell of the leather seats in my mum’s Saab, in which the previous owner had smoked for probably about a decade. It still lingered, but one of those Very Cherry Jelly Bellys (you will surely never read that again in this magazine) made our regular journeys between London and Devon infinitely more pleasant. Because your car smelling overwhelmingly like a jelly bean is far better than the funk of feet or whiff of wet dog, right?

Personally, I’m a huge fan of the California Scents fresheners – you know, the ones that come in little cans. They seem to last forever and are far better at masking odours than the traditional Little Trees.

But it’s the wide selection of scents that I like most about car air fresheners. It seems their makers never run out of ideas. You can even get a piña colada one. For me, though, I don’t think there’s a better scent than Coronado Cherry: that smell always seems to be overpowering (in the best way), covering up all manner of stinky sins.

It’s like a very budget-friendly and accessible form of car modification for the otherwise uninterested driver – and, actually, changing the aroma of your cockpit will have a far more tangible impact than fitting a mahoosive performance air filter or some slightly grabbier brake pads.

Since you’re indulging me, let’s go a little deeper: there are also a lot of different types of air freshener to get your head around. Obviously you’ve got your standard cardboard conifers, but they don’t work for very long. There are the cans I mentioned earlier, which are by far the better option. There are some that you can fix to the air vents so that the smell circulates when you’ve got the air conditioning or heating on. And you can even get sprays nowadays.

And now car makers themselves are getting involved, including BMW, which will try to flog you an ‘Ambient Air Package’ that features a customisable fragrance system located inside the glovebox, while Bentley has gone the other way and developed an aftershave flavoured with inspiration from the interior materials it uses in its cars. Eau de dashboard, anyone?

Shapes are also more varied these days. You can get air fresheners made to look like fruits, animals and even cassette tapes.

You should choose carefully, because I think your air freshener says a lot about you as a person. You might be fun and choose the mojito scent in the shape of a cocktail glass, or maybe you’re a bit more sensible and opt for the first black ice tree you see (no offence).

It’s a fun and fascinating little corner of the car world that you might not have thought about for years (particularly if you’re lucky enough to enjoy the heady scent of new car chemicals whenever you climb aboard), but why not indulge your inner aromatherapist and treat your cabin to a new fragrance next time you stop for fuel?

Maybe avoid the dill pickle option I’ve just spotted online, though.

• Toyota executive believes quality, durability, and reliability are the company’s strongest assets.
• The strong dealer network and after-sales support have also contributed to the company’s success.
• However, the ascension of Chinese brands is spectacular.

With a little over 10.5 million cars sold in 2025, Toyota (including Lexus) retained the global sales crown for the sixth consecutive year. Counting the subsidiary Daihatsu, the total climbs to around 11.2 million, further widening the gap to second-place Volkswagen Group, which sold nearly 8.7 million vehicles (excluding full-size commercial vehicles).

While Toyota and the VW Group continue to duke it out at the top of the leaderboard, the meteoric rise of Chinese automakers can’t be ignored. BYD ranked sixth globally last year after shipping 4.6 million cars, up 7.72 percent from 2024. Chairman Wang Chuanfu has ambitious plans, believing the company has what it takes to become the world’s number-one automaker within the next five years.

MG’s owner, SAIC, isn’t far behind. It finished 2025 in seventh place with 4.5 million vehicles sold, representing a 12.3 percent year-over-year increase. Volvo’s parent company, Geely, delivered 4.12 million cars, a whopping 26 percent jump that secured ninth place in the global rankings.

Photo by: Toyota

Even though these three Chinese automakers are already in the top 10 and continue to grow at a pace that should concern long-established manufacturers, Toyota believes it still has the edge.

Toyota Australia’s Vice President of National Sales, Marketing and Franchise Operations, John Pappas, detailed the company’s greatest assets in an interview with Drive magazine:

‘Toyota premium really comes out of product value and the fact that we’re renowned for our QDR – quality, durability, reliability. Around brand trust in times of uncertainty, people always go to brands they trust. We saw it in COVID, and I feel like our brand trust has really enabled that over a long period of time.’

He went on to say it’s not just about the product itself, but also the strong dealership network built around it and the after-sales support. Pappas also pointed to strong resale values as another feather in Toyota’s cap. We’d add that the company’s vast global lineup, along with region-specific models, also helps it maintain its dominance, although the Japanese automotive juggernaut is considering slimming down its portfolio.

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Source: Toyota

Motor1’s Take: Being number one certainly earns Toyota bragging rights, but there’s more to the story than sheer volume. Profit margins play a crucial role in any business, and the company knows it can’t afford to rest on its laurels.

During a meeting with suppliers earlier this year, ex-CEO Koji Sato painted a surprisingly grim picture of the future unless Toyota takes action to reduce costs:

‘Unless things change, we will not survive. I want everyone to acknowledge this sense of crisis. Right now, we in the automotive industry are battling for our very survival.’

The Chinese threat is very much real.

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Patience is a virtue, the saying goes, and in Protean Electric’s case, persistence and hard work have paid off.

Protean’s in-wheel motor (IWM) technology is being adopted by Renault to power its 5 Turbo 3E, which is due to go on sale in early 2027 as the first European car to be fitted with IWMs.

Protean has been working on IWM technology for around 17 years and has been exhaustively pursuing solutions to its potential pitfalls for production cars. These include unsprung mass, water and dirt ingress, the integration of a friction brake and thermal management.

During that time, the firm has found solutions to technical challenges and exposed others as long-standing misconceptions. It has found ways to integrate friction brake systems, keep the tightly packaged electronics cool (each IWM has its own integrated inverter) and simplify communications between individual components and wheels. The IWMs have been developed to last a vehicle lifetime of more than 186,000 miles, withstanding shock and vibration, potholes and kerb strikes.

The 5 Turbo 3E is rear-wheel drive and will produce 550bhp, with 3540lb ft of torque. Performance will be staggering: the 4m-long car will hit 62mph in less than 3.5sec.

Protean had only two years to develop motors specifically for the project. Its most powerful ‘off- the-shelf’ IWM is listed as the PD18, which produces 138bhp, so two of those would total 276bhp. The extra power for the 5 Turbo 3E is the result of further development and set-up from the Alpine engineering team, says Renault, no doubt in collaboration with Protean engineers.

One of Protean’s biggest challenges has been addressing the potential impact of unsprung mass due to the extra weight of an IWM compared with a conventional wheel hub. The firm has commissioned several independent studies by third parties and Lotus Engineering also worked on the Protean-Mahle VW Golf.

The key conclusion, says Protean, was that the effect on ride and handling due to unsprung mass could be offset by adopting stiffer suspension components and stiffer settings.

As for the brakes, the disc brake rotor is bolted to the motor assembly and the caliper to the suspension acting on the inside diameter of the disc. Protean has been working with brake manufacturer Alcon since 2011 and testing has established that the brake performance matches that of standard, non-EVs, with testing on vehicles of up to 3500kg.

Thermal management involves both hardware and software with a patented cooling system design.

Overall, Protean holds more than 320 patents and its portfolio of IWM solutions covers light commercial and autonomous vehicles as well as cars. It has also developed the Protean360+, a wheel corner module that, as the name suggests, can rotate through 360deg to move a future urban mobility vehicle in any direction.

• Audi confirms the A4 will return in 2028.
• The electric sedan is getting the VW Group’s new bespoke EV platform.
• The A4 EV will bring “clarity in design” and more physical controls.

For the time being, Audi has to watch from the sidelines as the new electric Mercedes C-Class and BMW i3 duke it out in the electric luxury sedan segment. Ingolstadt plans to fight back in 2028 when it will finally bring back the A4. Reinvented as an EV, the long-running nameplate is being repurposed for a completely different vehicle that will have little in common with the A5, which replaced the gas-fueled A4 a couple of years ago.

Before the A4 returns, Audi is finally sharing some preliminary details about its long-awaited electric sedan. Chief Technical Officer (CTO) Rouven Mohr has confirmed it will be among the first mass-produced models to adopt the new design language introduced by the Concept C in 2025. The Nuvolari will beat it to the punch when deliveries begin in 2027, but the Lamborghini Temerario-derived machine is limited to just 499 units.

A production version of the Concept C pictured here is also due to arrive before the A4 returns in 2028. While it won’t be as limited as the Nuvolari, it’s still going to be a niche product, given that the electric targa sports car based on the Porsche Boxster/Cayman EV isn’t expected to sell in large numbers. The sedan is likely to become the first four-door Audi to embody the “strive for clarity” design philosophy ushered in by the two performance cars.

Photos by: Audi

Future Audi Models Will Have Nicer Interiors

Much like the exterior, Audi is reworking its interiors after admitting that quality has slipped in recent years. The Concept C we’ve been mentioning brings a significant improvement in material quality throughout the cabin while restoring more physical controls. It also tones down the screen extravaganza that keeps plaguing modern cars, not just those wearing the Four Rings.

In an interview with Australian magazine GoAuto, Audi’s CTO also confirmed another key detail: the platform. The electric A4 will be among the first VW Group products to ride on the Scalable Systems Platform (SSP) the company has been talking about for years. The German automotive conglomerate aims to elevate its EV game by developing a more sophisticated architecture than the current MEB and PPE platforms.

Although we’ve focused only on the sedan so far, Rouven Mohr wants the more practical wagon body style to continue into the A4’s electric era: “If you ask me, I fully agree that an Avant is part of the Audi DNA. Audi made, I think, the station wagon cool – we should continue this.”

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Source: Audi

Motor1’s Take: With the Concept C and Nuvolari, Audi hopes to replicate the success it had with the original TT and R8. Ideally, the enthusiasm generated by the two sports cars will draw more people into showrooms to buy mainstream models like the electric A4. The new design language will eventually spread across the entire lineup, meaning Audi’s portfolio is set to look radically different by the early 2030s.

Opinions are split on the new design language, but it’s still too early to pass judgment. It’s better to wait for a high-volume model like the A4 EV to see what Audi really means by its “strive for clarity” approach. While design is subjective, we can all agree the company should move away from today’s screen-heavy cabins and sea of glossy black plastic, returning instead to the excellent build quality that once convinced buyers to choose Audi over BMW and Mercedes.

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Motoring and industry groups say it remains unclear whether Fuel Finder, the Government’s scheme that lets drivers compare fuel prices at nearby petrol stations, is influencing where motorists choose to fill up.

The service, which is available through apps and websites including Waze, Petrol Prices and the AA, was launched four months ago. It now covers around 95% of UK forecourts, according to the Department for Energy Security and Net Zero (DESNZ).

The Competition and Markets Authority (CMA) says motorists could save up to £9 a tank by switching from the most expensive to the cheapest retailer within a 10-minute drive. 

Geoff Steadman, a senior director at the CMA, said: “We know higher prices at the pump in recent months are putting real pressure on drivers’ pockets, so using Fuel Finder-backed services will enable them to find the cheapest petrol station nearby and save money.

“But we’re concerned that weak competition in the sector is leaving drivers paying more. By making prices more transparent, Fuel Finder should push petrol stations to compete harder and drive down prices in the long run.”

However, the RAC and the Petrol Retailers Association say it is too early to judge whether or not the scheme is working.

Simon Williams, the RAC’s head of policy, told Autocar that “the jury is still out”, adding “the price of diesel should really have fallen faster”. However he said he was “hopeful that it could make a difference”. 

Gordon Balmer, the executive director of the Petrol Retailers Association, said he doesn’t believe that Fuel Finder has “had a material effect on buyer behaviour”.

“Prior to its launch, consumers already knew that supermarkets price their fuel keenly and that you will pay a little more on the motorways,” he said. 

“At the start of the crisis in the Middle East, supermarkets experienced a spike in fuel sales as consumers filled up to try and beat price increases, however I don’t think that was due to improved price visibility.”

He said that it was up to the government “to assess its success” but confirmed that he hadn’t seen any data including usage of fuel pricing apps.

Is Fuel finder actually helping?

The AA, however, takes a different view. Luke Bosdet, its head of policy, said that he observed that many motorway service areas cut their prices when petrol wholesale prices were rising. 

He said: “Petrol at 185 pence a litre earlier on in the war is now 176 pence at notoriously expensive locations like Chieveley (Berkshire) on the M4.”

He attributes to Fuel Finder: “We have been surprised at the speed of the reductions and concluded that this is the influence of Fuel Finder: retailers seeing how much rivals are cutting their prices and, knowing that drivers can see the same information, having to respond.”

DESNZ did not answer questions about how many motorists use Fuel Finder-backed services or whether the scheme is influencing where drivers buy fuel.

• Amble One beach buggy revealed as a neighborhood electric vehicle.
• It has a 60-mile range and a top speed of over 40 mph.
• Pricing starts at $25,000 with deliveries in 2028. 

If you live near the water or anywhere golf carts are prevalent but want a vehicle that’s more unique, there’s a new option about to hit the market. Say hello to the Amble One, an adorable electric buggy that wants to take over your nearest beach town or luxury resort.

Reservations for the Amble One are now open with a $100 deposit, though deliveries are not set to begin until 2028. Like the Slate Truck, the One is set to cost just $25,000 (plus VAT), and Amble says the electric vehicle will be street legal. Since this buggy doesn’t have airbags and other safety equipment, it will be sold as a neighborhood electric vehicle, meaning it will have certain speed and driving restrictions.

The company touts a 12.0 kilowatt-hour battery driving a 20 horsepower rear electric motor, good for over 60 miles of driving range. On an AC outlet, it should take around five and a half hours to recharge the battery.

Though the website claims a top speed of over 40 mph, NEV regulations vary from state to state and may limit the Amble One to roads with posted speed limits of 35 mph. Per the United States Department of Energy, medium-speed EVs are permitted on 45 mph roads “in counties consisting of islands that are only connected to the mainland by ferry routes.”

So while the Amble One will be as affordable as the Slate Truck, it won’t be nearly as practical, since you can’t drive it on all public roads. Even if it could go faster, you likely wouldn’t want to since the Amble One does not have any doors or windows as standard. The company teases some accessory doors as “weather protection,” but they are only shown in a drawing.

Amble imagines this as a more stylish golf cart replacement, and in that goal, the company has hit the mark. The aluminum frame and polymer body features mounting points for baskets, straps, mirrors, and other storage accessories, making the vehicle adaptable to your needs. It has four seats, three of which fold down to fit larger objects like a surfboard. Fully independent suspension should ensure the Amble One is more comfortable than the average golf cart, which it should be for $25,000.

Motor1’s Take: The Amble One is not a new concept, as vehicles like the Moke and Myers Manx are already popular in the United States. This new one should slot in to what appears to be a growing market, though there does not appear to be any centrally tracked sales data for NEVs in the US, at least none that is publicly available. 

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• BMW will reveal the all-new 2027 X5 on June 30th.
• The automaker is teasing some design elements, including the new X-shaped headlights.
• The 2027 X5 will feature five different powertrains and Neue Klasse styling.

The new BMW X5 is on the way. The mid-size luxury SUV has been around since 1991 and is now set to enter its fifth generation. Ahead of that full reveal, BMW has taken to Instagram to tease what will likely prove a polarizing design element.

The 2027 X5 will arrive wearing a full Neue Klasse styling kit. One of the main features up front is the new X-shaped headlights. Take a look:

Besides the headlights, the face of the new X5 features right-sized kidney grilles set between a pair of parallel lighting elements. There’s no denying that BMW is aiming for an illuminating presence with this latest X5.

More intriguing than the admittedly interesting headlight treatment are the various powertrains BMW will have on offer. The 2027 X5 will reportedly feature five drivetrain options. There will be gas, diesel, plug-in hybrid, fully electric, and even a hydrogen X5.

We don’t yet have the specific info on power output and which markets will get which powertrains. Stay tuned, however, because the 2027 BMW X5 will make its global debut on June 30th.

Motor1’s Take: Those headlights are pretty cool. It’s fun to see BMW return to interesting design elements that don’t take away from the rest of the vehicle. As we enter the Neue Klasse era, we look forward to seeing this style applied throughout the rest of the BMW family.

Smaller kidney grilles mean nature is healing.

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• Hyundai is recalling 96,310 SUVs due to faulty instrument panel displays.  
• The instrument panel on the 2025-2026 Tucson can go blank during vehicle operation.  
• Hyundai will fix the issue with a software update and make it available over the air when it’s ready.  

Hyundai has issued a recall for 96,310 SUVs. The vehicles might have an instrument panel display that could go blank while driving.  

The recall affects the 2025-2026 Tucson, including the two hybrid variants. According to the recall report, a software logic issue between the instrument panel and the head-up display could cause the display to intermittently reboot during operation.  

If this happens, the driver might be unable to see vital vehicle gauges, such as the speedometer and fuel gauge, or vehicle notifications. Vehicles with this issue fail to meet the Federal Motor Vehicle Safety Standard.

Photo by: Hyundai

Hyundai began investigating in July 2025 after a customer reported that the display intermittently failed to work. Over the next 10 months, Hyundai eventually discovered an intermittent connection issue with the HUD external harness that could cause the screens to reboot and issued the recall earlier this month.  

Hyundai says it is not aware of any crashes, fires, injuries, or fatalities related to the issue. The automaker will instruct affected owners to bring their vehicles to a Hyundai dealer. A technician will update the vehicle’s instrument panel software, but the automaker is working on an over-the-air update that Hyundai will issue when it is available.  

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Motor1’s Take: As automakers cram more software into cars, getting all that code to flawlessly work as designed can be a challenge. It seems like many automakers, not just Hyundai, are suffering from software issues that bork in-car displays—and that’s dangerous. 

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Catone hinted that the next-generation STLA One platform is being developed to ensure Jeep can deliver the four-wheel-drive ability that it’s known for: “It’s not that we are developing on something [that is] existing that we have to adapt; we are working on something new. It’s a shared platform globally, but we have the opportunity to create these cars from scratch, so we can implement all of our requirements as a Jeep.

“We are very confident that we will be able to deliver a true Jeep experience and benefit from the manufacturing and the industrial efficiency of the co-operation within the group.”

Catone said that the new platform is being engineered to ensure that the 4WD of the new Jeeps will be able to offer “best-in-class” off-road ability, with “specific investments” being made to offer the technical ability and approach and departure angles requited.

He hinted that could mean the new Jaapes will feature technology that will be enabled on STLA One such as steer-by-wire, which is being introduced by sister brand Peugeot in its future line-up.

Chinese joint venture to supply new flagship

Jeep’s new large SUV will be produced in a joint venture with Chinese firm Dongfeng, which is already partnering with Stellantis on a pair of new global Peugeot models.

Catone said the new machine, which will be built in China on a Dongfeng platform, will feature a design entirely set by Jeep and will still be engineered for off-road ability.

He described it as a “global Jeep project that will be sold in China and other regions, including Europe” but insisted it’s a “vehicle fully designed by Jeep”.

He said it’s similar to “an iPhone model, in which the technical features of the design are fully lined with the identity of the brand but we leverage on the industrial footprint”.

The D-SUV will also be multi-energy, with a plug-in hybrid option that’s likely to be based on Dongfeng’s range-extender technology.

• Jeep’s European lineup is set to expand with three additional models spanning the B and D segments.
• Two new B-segment SUVs are planned to sit alongside the Avenger.
• A mid-size D-segment SUV developed with Dongfeng will join the range, part of Jeep’s broader global strategy.

During Stellantis’ presentation of its new global plan, one slide in particular left many people—including us—scratching their heads. The section covering upcoming Jeep models showed just one new vehicle: the Wrangler Scrambler, a smaller pickup positioned below the Gladiator. For such a key brand for Stellantis, the brief mention felt surprisingly limited.

As it turns out, that slide was only a small preview of what Jeep has planned between now and 2030. In a separate online briefing, the brand’s leadership hinted—without offering specifics—at three new models destined for Europe. Here’s what we know so far.

2027 Jeep Avenger (Euro spec)

Photo by: Jeep

Jeep’s Current European Lineup

At present, Jeep’s European lineup consists of just two models: the Avenger and the Compass. The upcoming Recon—an electric off-roader revealed some time ago—is expected to arrive in early 2027. It will effectively replace the Wrangler, which is set to exit the European market by the end of 2026.

The company has confirmed the Wrangler’s withdrawal, noting that bringing it back to Europe would be difficult under current safety and emissions regulations. Its distinctive shape limits flexibility in meeting crash-test requirements. Jeep says it is still working on potential solutions, but for now, it remains off the official European product roadmap.

The Recon will complete a trio that is expected to expand further in the coming years, although Jeep has not yet shared a detailed timeline or reveal schedule for its future models.

Photo by: Jeep

Jeep’s Next Models

Looking ahead, Jeep’s European lineup will grow with two additional small SUVs (B-segment) that will sit alongside the Avenger. With the Avenger measuring 161.4 inches (4.10 meters) in length, these new models are expected to be slightly larger, around 165.4 inches (4.2 meters).

Internally, Jeep refers to them simply as a “B-SUV Compact” and “B-SUV Large.” Based on current indications, the company is not concerned about overlap within the segment. An early glimpse of one of these models may have been shown during Stellantis’ original presentation.

While details remain limited, the two SUVs are expected to differ in both styling and positioning. Official names have not been confirmed, but one possibility is the return of the Renegade nameplate, which was discontinued at the end of 2025.

Photos by: Jeep

Photos by: Jeep

Both models will be underpinned by Stellantis’ new STLA platform architecture, designed for multi-energy use. This will support internal combustion engines, full hybrids, and fully electric powertrains, including Stellantis’ new hybrid system likely based around the 1.2-liter turbocharged engine.

The third new Jeep will be a mid-size (D-segment) SUV developed in collaboration with Dongfeng, as recently announced. Jeep has previously confirmed that new models will be developed and manufactured in China for both domestic and global markets, and this project further reinforces that strategy.

Despite the shared platform, Jeep has emphasized that this will be a true Jeep product, with in-house design and engineering. It will not be a rebadged model, but a fully developed SUV built on a platform currently being co-developed with Dongfeng. Like the smaller models, it will also be multi-energy, with electrified and fully electric versions planned.

All three upcoming models are expected to retain core Jeep traits, including available all-wheel drive and the brand’s familiar design and off-road character.

Where Will The New Jeeps Be Built?

For now, the only confirmed production location relates to the mid-size SUV, which will be manufactured in China. For the two smaller models, Jeep has only said it has “a very clear plan” but is not yet ready to provide details, while also referencing the proposed Industrial Acceleration Act—a potential European policy aimed at encouraging more automotive production within Europe to reduce reliance on overseas manufacturing.

Motor1’s Take: Jeep is clearly trying to build a scalable European footprint around the B-segment while using global partnerships to fill out the upper end of the range. The reliance on multi-energy STLA platforms also shows where Stellantis is heading overall—flexibility over specialization. The bigger question isn’t whether Jeep will have enough models, but whether it can maintain a distinct identity across such a wide mix of platforms, sizes, and development regions.

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• Hyundai could make some models hybrid-only, like Toyota.
• A few vehicles, like small hatchbacks, could keep internal-combustion powertrains.
• Hyundai’s hybrid vehicles are already outselling combustion ones. 

Toyota recently decided that several of its models once available with gasoline engines—including Camry, Land Cruiser, RAV4, Sequoia, and Sienna—can now only be purchased with a hybrid powertrain. The strategy has seemingly worked so well that one of Toyota’s key rivals is considering a similar tactic within its lineup.

Hyundai Australia CEO Gavin Donaldson told CarExpert that the company is considering moving its mainstream cars to hybrid powertrains exclusively, noting that Toyota has done “exceptionally well” in its switch to hybridization. He said:

‘Would we consider making our mainstream cars more hybrid? I think that’s inevitable. I think moving out of ICE into hybrid and EVs [electric vehicles] is inevitable.’

In the United States, Toyota still offers seven models with gasoline and hybrid versions compared to eight that are hybrid-only. As for the company’s gas-only models, just four remain in the lineup if you count the Corolla Hatchback and GR Corolla as separate vehicles.

Photo by: Hyundai

Hyundai’s Hybrid Strategy

Hyundai’s powertrain strategy up to this point has differed from Toyota’s, making a more aggressive push toward full electrification while also offering a range of hybrids, plug-in hybrids, hydrogen fuel cell vehicles, and internal combustion engines. This is the first meaningful mention of a shift away from ICE vehicles. 

“Right now, we have some other products that are ICE powertrains, [and] unless there’s an alternative we’ve got to consider where we want to keep them in the portfolio,” the Australian CEO said, hedging his statement slightly.

Hyundai’s current lineup does not have any hybrid-only models, but like Toyota, it only has four vehicles that are strictly ICE: Kona, Elantra N, Santa Cruz, and Venue. It might make sense to keep small affordable cars available with ICE powertrains based on price, but larger models like Sonata, Santa Fe, and Palisade could easily transition to a hybrid-only lineup structure.

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Source: Hyundai

Motor1’s Take: Despite consumer confusion around hybrids, they function exactly like an ICE vehicle, only with improved fuel economy. Aside from a handful of enthusiast performance vehicles, heavy-duty trucks, and affordable economy vehicles, there are few reasons why the majority of vehicles shouldn’t have a hybrid powertrain in 2026. The increased cost is minimal; most of them are more powerful than their ICE counterparts, and the fuel savings quickly offset the price increase during the ownership period.

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• Mazda says the global SUV boom is still growing.
• The automaker believes sedans won’t reverse the trend.
• The upcoming CX-6e SUV has reportedly attracted more pre-orders than the Mazda 6e sedan in Australia.

Even though there’s some belief in the industry that sedans will make a major comeback (ourselves included), not everyone is as convinced. Despite Mazda’s recent investments in passenger cars abroad, the Japanese automaker says demand for SUVs will continue climbing worldwide.

Speaking to Australia’s CarSales about global market trends, Mazda 6e program manager Hiroshi Ozawa dismissed the idea that SUV demand has plateaued. He said:

‘Globally, I believe that the SUV will still grow. That’s our projection.’

Mazda believes compact SUVs like the CX-5 still represent the biggest opportunity moving forward. Ozawa pointed to Europe, where tighter city streets continue pushing buyers toward smaller vehicles, while China is seeing rapid growth in the segment. North America, meanwhile, remains firmly committed to crossovers.

While the company recently revived the Mazda6 name in markets like Australia with the electric 6e sedan, Mazda still has new electric crossovers like the CX-6e on the way. More than 1,000 buyers have already placed pre-orders for the CX-6e ahead of its launch, according to Mazda. That’s comfortably ahead of the roughly 700 pre-orders generated by the Mazda 6e sedan.

Photo by: Mazda

SUVs Still Dominate

Even as automakers like Mazda introduce stylish new sedans abroad, most customers still clearly want the practicality and versatility that SUVs offer. That’s reflected across much of the global market.

SUVs now account for roughly 63 percent of new-vehicle sales in Australia, and crossover demand continues to dominate in North America as well. While passenger cars may be enjoying a modest resurgence thanks to new EVs, Mazda clearly doesn’t see that changing the industry’s long-term trajectory.

If Mazda’s prediction is right, expect more compact crossovers to arrive over the next several years.

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Source: Jeff Perez / Motor1

Motor1’s Take: The sedan isn’t dead, but it doesn’t look like the SUV’s reign is ending anytime soon. Automakers like Mazda continue to roll out new compact options as demand grows globally.

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Beale had to explain the suspension to me twice before I totally got it, but here goes: in the standard ride height there are two drive modes available: Comfort and Sport. The only difference is between them is damper stiffness.

There is a blank section within the spring/damper unit that gets compressed when the ride height is dropped. It doesn’t affect the coil spring, the rate of which is unchanged. However, McLaren wanted the spring rate to increase when Race mode/height was engaged. So there are what look like anti-roll bars and what McLaren calls ‘heave bars’ front and rear.

At the front, the bar is telescopic and attaches to the suspension via thin torsion rods. When the suspension moves, in high ride mode, the bar is free to slide, unlocked, so its ends move entirely freely, and only the main springs are doing any resisting.

In low-ride-height mode, however, that bar is locked in position, which brings the torsion rods to which it is attached into play: suspension forces not only have to overcome the regular springs, but now they also have the resistance of these wee torsion bars, thus significantly increasing the spring rate.

At the rear the theory is the same, but the application is slightly different: a transverse heave bar, mounted high, is not engaged until its drop links are made rigid, as they are in Race mode. Otherwise they slide.

That sounds easier to explain than at the front, but they work on the same principle – and it’s packaging that means they’re different front to rear. At the back there’s a lot of engine and transmission stuff to lift the heave bar over. 

Pushrods also keep the unsprung mass down, while at the front those and the inboard bar also help clear space around the wheel well, which is used to channel air through to the sides of the car to cool the brakes along the way.

For this same aero reason, McLaren’s trademark dihedral-opening doors aren’t here: their hinges would be in a high airflow area, because McLaren directs it out from the front splitter and onto the bodywork. So there are gullwing doors. 

There’s a movable front splitter and a big active rear spoiler, whose full extension moves the rear wing 300mm backwards, where its underside takes up some of the flow from the diffuser (and in which form it’s not road-legal, so its use is geofenced for circuits or static display). Overall downforce is 1000kg; that figure is capped, so its effect bleeds off at speed.

The W1 is 4635mm long and 2191mm wide across the mirrors (2074mm with them folded, which is one gnat wider than body width). 

• The next-generation Miata will use a bigger engine.
• The naturally aspirated 2.5-liter unit is part of a new Skyactiv-Z engine family.
• A Mazda executive suggests it’ll be the final MX-5 with a combustion engine.

We’ve written extensively about the next Miata, even though the overhauled roadster is not coming anytime soon. That’s even though the “ND” generation is already over a decade old. The venerable age is usually a problem in today’s ultra-competitive market, but it’s actually an asset in the MX-5’s case. Everyone loves the diminutive, lightweight sports car for its back-to-basics formula, harking back to the analog era.

A few months back, Mazda Europe Design Director and design boss Jo Stenuit revealed the new one “will take a few more years” before it hits the market. When it eventually does, it may signal the beginning of the end for the combustion engine. Car Expert cites Mazda Australia CEO Vinesh Bhindi, who reportedly heard from a company executive who arrived Down Under a few months back that the fifth-gen Miata will likely be the last with a gas engine.

“One of the executives who visited us early in the year said ‘yes, there will be a new one. When? We can’t comment.’ He also hinted at it possibly being the last ICE [internal combustion engine] version.”

Photo by: Chris Rosales / Motor1

The New Miata Will Get A Bigger Engine

Through various voices from within the Zoom-Zoom company, Mazda has already shared some key details about the “NE” generation. The next MX-5 is expected to use a larger powertrain, namely a 2.5-liter unit from the forthcoming Skyactiv-Z engine family. It’ll stay naturally aspirated and send power to the rear wheels through a six-speed manual gearbox.

There are plans to keep the next Miata under 1,000 kilograms (2,204 pounds), which would be an impressive feat given the increasingly long list of mandated safety features. Achieving the targeted curb weight would be downright remarkable should the new MX-5 need to incorporate some form of electrification to comply with ever-stricter emissions regulations. Whether a mild hybrid setup is planned remains unclear, but the “NE” may need some electric assistance to lower its CO2 levels.

The Next Miata Is Unlikely To Arrive Before 2028

When should we realistically expect the new Miata? The Skyactiv-Z engine won’t debut in a production car until late 2027 in a hybrid CX-5. That means the next MX-5 isn’t coming before 2028 at the earliest. Given the long life cycles of the “NC” and “ND,” the new one could stick around throughout the 2030s.

However, we remain cautious about its future in Europe, given how carmakers active in the EU region must slash their CO2 emissions by 90 percent by 2035 compared to 2021 levels. Hopefully, Mazda can make the math work in the Miata’s favor and keep it alive on the continent. That said, it currently lacks the EVs needed to offset the higher emissions from gas cars.

31

Source: Mazda

Motor1’s Take: Even if the next-next-gen Miata goes fully electric at some point, it’s unlikely to happen in the next 10 to 15 years. That leaves enthusiasts with plenty of time to buy one while there’s still a combustion engine under the hood.

With Mazda vowing to keep the traditional recipe alive for the fifth-gen model, there are good times ahead before the bad ones inevitably arrive.

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Ten years since the first reports emerged, grille badges that incorporate the radar unit used by their ADAS systems are still being stolen from some Volkswagen vehicles, with victims paying out hundreds of pounds in repairs.

In 2016, owners took to social media to report how thieves were prising the grille badges from the latest VW models such as the Mk7 Golf to gain access to the radar unit that controls features including the vehicle’s adaptive cruise control and autonomous emergency braking system.

More recently, in May 2024, The Guardian newspaper reported that the badges and radar units were still being stolen, with more than 50 residents in one London borough falling victim to the crime.

However, despite the fact that the radar unit cannot be reused without being electronically coded to the vehicle by VW before being accurately calibrated, the badges and the radar units they conceal continue to be taken two years later.

Among the latest victims is Claire Coleman. The grille badge on her VW Passat 2.0 TDI, registered in 2020, was stolen while the vehicle was parked on a street close to her home in Brixton, south London. “It was there one day and gone the next,” she said.

Neighbours quickly shared their stories of similar thefts, with one claiming his car had been targeted twice. Coleman reported the theft to the police.

Without the radar unit, her car’s adaptive cruise control, speed limiter and lane assist did not function. In addition, a warning light indicating a fault with the ACC and the error message ‘Front Assist not available’ was displayed, although these would not cause the vehicle to fail its MOT.

A VW dealer quoted almost £2000 to replace the badge and radar unit but told Coleman that, owing to a customer support package made available by Volkswagen in response to badge thefts, it might be possible to reduce the bill to around £400.

The precise value of the contribution is decided on a case-by-case basis and Coleman was eventually quoted £539.

A former VW technician told Autocar that in similar cases, the size of VW’s contribution may be linked to a car’s service history, with full main dealer history attracting greater support. Coleman’s car has a partial main dealer history.

“The cost is one thing but it’s the fact that VW has not publicised the fact that these radar units are single-use devices that cannot simply be fitted to another VW that frustrates me,” said Coleman. “If they did, it might put off the thieves.”

• Hyundai is already dropping hints about the next Elantra N.
• The company’s design boss wants to make the compact sedan look even more aggressive.
• The Elantra N is expected to have a larger engine.

The new Elantra is unquestionably the biggest star at the ongoing 2026 Busan Auto Show in South Korea. Hyundai has revamped its compact sedan for its eighth generation by applying design cues derived from the spectacular N Vision 74 supercar concept, or so we’d like to think. This is just the beginning, as the Executive Vice President and Head of Hyundai and Genesis Global Design Center is already dropping hints about what lies ahead.

At the very end of the debut event, Sangyup Lee shared some juicy tidbits about the high-performance version. While he stopped short of calling it the Elantra N, we can easily read between the lines. CarSceneKorea quotes the design head honcho as saying:

‘Even at this very moment, we’re preparing the sportiest Elantra yet. Making the wide fenders even wider. Making the sporty feel even sportier. I’ve been counting down the days just as eagerly as all of you.’

It’s worth noting that at 1855 millimeters (73 inches) wide, the regular Elantra (Avante in South Korea) is already 30 millimeters (1.18 inches) wider than its predecessor. Sangyup Lee’s surprising eagerness to tease the performance version suggests we may not have to wait much longer for the N. While we wouldn’t expect to see it as early as this year, a 2027 debut seems plausible.

Next-generation, high-performance Hyundai engine

Photo by: Hyundai

The New Elantra N Is Getting A Bigger Engine

Hyundai has been talking about a new Elantra N for a while. Back in November 2023, former Head of R&D and current Executive Technical Advisor Albert Biermann revealed plans for a bigger engine. Rather than tweaking the existing 2.0-liter unit, the next-generation model could use a larger 2.5-liter engine.

Consequently, it’s reasonable to expect more oomph than the current Elantra N’s 276 horsepower and 289 pound-feet (392 Newton-meters) of torque. How much more? For reference, the turbocharged 2.5-liter four-cylinder produces 290 hp and 311 lb-ft (422 Nm) in the Sonata N Line. In the Genesis G70, it delivers an extra 10 hp while torque remains unchanged.

2027 Hyundai Avante (South Korea)

Photo by: Hyundai

Hyundai N Is Testing An All-New Engine

But the next Elantra N might not use the current 2.5-liter turbo engine. Hyundai has already tested what it calls a “next-generation high-performance powertrain” at this year’s Nürburgring 24-hour endurance race. Since it’s being described as a next-generation engine rather than an evolution of the existing powertrain, there could be major developments that push output well beyond the 300-hp mark.

From the few details Hyundai has shared, the new engine tested in the Elantra N1 RP prototype at the Green Hell has “improved power and response characteristics with enhanced race capability while meeting current emissions standards.” The latter part of the statement clearly suggests the engine is destined for road-going production cars, and the Elantra N seems like the perfect early adopter.

10

Source: Hyundai

Motor1’s Take: High-performance cars from mainstream brands are becoming rarer than hen’s teeth, so it’s refreshing to hear Hyundai remains committed to building a new Elantra N. Pairing the beefier body with a larger engine should make it a compelling proposition in the shrinking sporty compact sedan segment.

Hopefully, the Koreans will find a way to keep the six-speed manual gearbox alive for another generation. Also on our wishlist is a pure ICE setup, skipping any form of hybridization that inevitably adds weight and complexity. However, electrification is becoming a necessity to comply with emissions regulations.

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Built under licence in Germany, the Seven was the first car produced by BMW. It was also, despite its humble station in life, very tunable, and performed exceptionally well in both racing and record breaking. Production ended in 1939, but the Seven remains popular (as both a road and a competition car) among classic enthusiasts to this day.

Austin-Healey 3000

The 3000 was the last and greatest of the ‘big Healeys’ co-developed by BMC and the Healey sports car company. Derived from earlier 100-series models, it was fitted with a 2.9-litre version of the BMC C-Series engine more commonly found in large saloons.

As well as being the epitome of the ‘hairy-chested sports car’ in road-going form, the 3000 was one of the most formidable rally cars of the early 1960s, and performed well (if less successfully) in long-distance sports car races.

Bentley Arnage

If one car represents the entire history of the Bentley marque, it’s the Arnage. It was named after a corner at the Le Mans circuit, where Bentley won the 24-hour race five times between 1924 and 1930, and was mostly powered by a development of the 6.75-litre L-Series V8 engine which dated back to 1959.

Yet it was also a thoroughly modern car, introduced near the end of the 20th century and surviving for the first decade of the 21st. Its spirit lived on in the later Mulsanne, and still does in today’s Flying Spur.

BMC Mini

At least historically, if not financially, the Mini was the crowning achievement of the British Motor Corporation. In fact, it was never branded BMC (because nothing was) but instead wore the badges of Austin, Morris, Innocenti, Authi and, in three-box saloon form, Riley and Wolseley, though it was eventually sold simply as Mini.

Less than a decade into its production life, which began in 1959, it was three things at once: everyday family transport (that was much more comfortable and safer than the microcars it largely supplanted), a car celebrities wanted to be seen in and a ferocious competitor in racing, rallying and almost every other form of motorsport. It was already seriously dated by 1980, but was so well loved that it remained on sale for a further 20 years, finally disappearing shortly after it was placed second behind the Ford Model T in the one-off Car of the Century list.

• The reborn Pajero/Montero will feature a digital Multi Meter.
• It displays vehicle pitch and roll angles, altitude, and more.
• Mitsubishi will reveal the new off-roader this fall.

It’s been precisely a month since Mitsubishi announced the surprising return of the Pajero (aka Montero in some markets). It revives a moniker last used in 2021, but one with major historical significance, representing a family of highly capable off-road models dating back to the early 1980s. The fifth generation will break cover sometime this fall, and in the meantime, there’s a fresh teaser to ease the wait.

The reborn Pajero will bring back a fan favorite: the Multi Meter. To keep up with the times, Mitsubishi is turning the triple meter into a fully digital setup capable of displaying a wide array of information. Aside from the vehicle’s pitch and roll angles, the driver also has access to other useful data when venturing off the beaten path, including altitude, compass heading, and left-right torque distribution.

Whether it’s built into the instrument cluster or the infotainment system remains unclear, but ideally, it would be a separate display that doesn’t require navigating through submenus to access. Regardless, Mitsubishi says it will deliver real-time data to help drivers get out of sticky situations while tackling the rough terrain the Pajero is known to conquer.

Photo by: Mitsubishi

The 2027 Pajero Is A Truck-Based SUV

Make no mistake, the new Pajero will be a proper off-roader. It’ll borrow the ladder frame from the Triton and deliver genuine 4WD capability so it lives up to the name. Mitsubishi will honor the moniker with a true successor instead of repurposing it for an entirely different vehicle, as it did with the Eclipse.

The new Pajero is just the beginning. Mitsubishi aims to roll out a series of Pajero-badged models, with subsequent derivatives likely to slot below it. It remains to be seen whether all of them will get the nostalgia-infused Multi Meter or if it’ll be exclusive to the flagship model. The latter will break cover in the coming months before going on sale in 2027.

However, rumor has it that the Montero for North America sadly isn’t coming anytime soon. Details from a meeting Mitsubishi held with dealers earlier this month in Chicago have surfaced, revealing the go-anywhere SUV won’t reach the United States until 2030. Those who saw it claim it will do away with the side-hinged rear door and the externally mounted spare wheel in favor of a conventional tailgate, which would represent a major departure from the past four generations.

Motor1’s Take: The Pajero is central to a major product offensive Mitsubishi is planning as it looks to get back on track. No fewer than 13 new models are due by early 2032, including five EVs and five hybrids.

The Pajero has big shoes to fill, considering previous generations were sold in more than 170 countries and regions, racking up over 3.25 million sales across four decades.

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We found: 2009 Volvo S80 V8, 60,000 miles – £12,000

How many left?: Around 100

Volkswagen Passat R36 (2008) – £10,000

We’ve already addressed the W8-engined Passat B5.5, but few people remember that despite its complete lack of success it had a successor – the R36 that was based on the Passat B6. Fitted with a 296bhp 3.6-litre VR6 engine the R36 could do 0-62mph in just 5.6 seconds – almost a second quicker than the W8. And the differences from a normal Passat wagon are subtle.

We found: 2008 Volkswagen Passat R36, 68,000 miles – £15,000

How many left?: Around 130

Brabus EV12 (2009)

We’ve generally avoided modified cars here because where do you draw the line? However, we have to make an exception for this; a humdrum-looking saloon that packed an 800bhp 6.2-litre twin-turbo V12 that’ll go all the way up to 230mph. That’s faster than any production Ferrari, Lamborghini, Porsche, McLaren or Aston Martin, yet it’ll carry a family and their luggage in comfort – at insane speeds.

Infiniti Q50 hybrid (2013) – £18,000

It may have looked sharp, but ultimately the Infiniti Q50 was still pretty much invisible. However, those who opted for the hybrid edition had a true wolf in sheep’s clothing thanks to a 302bhp 3.5-litre V6 backed up by an electric motor to give a peak power output of 359bhp. That was enough to give 0-62mph in just 5.1 seconds, so it was a shame the Q50 was so inert to drive.

We found: 2018 Infiniti Q50 hybrid, 58,000 miles – £19,400

How many left?: Around 250

Tesla Model S P100D (2016) – £50,000

Thanks to Tesla’s forward-thinking design the Model S looks high-tech and desirable, but let’s face it, this doesn’t look like a car that can get from a standing start to 62mph in as little as 2.3 seconds, does it? That’s comfortably (or more accurately, uncomfortably) faster than a Ferrari 488 GTB or Lamborghini Huracan Performante.

• Lamborghini teases a new Urus variant for a July 1 reveal.
• It’s likely the Performante model, which left production in 2024.
• A PHEV powertrain could produce over 800 horsepower. 

Lamborghini just released a teaser for a new Urus variant, which will be revealed on July 1, 2026. A simple caption reads, “A new chapter is taking shape.” The reveal will be livestreamed on lamborghini.com and YouTube, where more details will be announced.

Along with the brief caption, Lamborghini showed off a single image of the new Urus, partially obscured by shadows. From what we can tell, the bright green SUV is fitted with two spoilers: one above the rear window and the other just above the taillights positioned in the middle of the liftgate. Based on the size and aggressiveness of these spoilers, this is likely a high-performance variant.

If we had to speculate, this is probably the return of the Urus Performante, which ended production in 2024. That model featured a twin-turbocharged 4.0-liter V8 engine producing 657 horsepower, up from the 641 hp rating in the standard Urus.

Lamborghini still uses the same twin-turbo V8 in the 2026 Urus SE, but it’s now a plug-in hybrid that features an electric motor, delivering a combined 789 hp. We expect this future performance variant to improve on that power figure, possibly pushing the Urus over the 800-hp threshold for the first time in the nameplate’s history.

In addition to the immense power, the revived Urus Performance should see plenty of upgrades under the skin. The previous iteration got a retuned suspension with fixed springs (replacing the standard car’s air suspension), more agile rear-wheel steering, and a more rear-biased all-wheel-drive system. You should also expect plenty of visual cues, including carbon fiber accents denoting that this is no ordinary Urus.

Ahead of the previous model’s debut, it set a record for SUVs at the Pikes Peak International Hill Climb Road, taking 10:32.064. Perhaps the new model will attempt a similar record.

Motor1’s Take: With the Urus approaching and possibly exceeding 800 hp, this should be a remarkably fast SUV. However, the PHEV component will make it heavier than the previous Performante, meaning it may not be as sharp to drive on the track.

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• The McMurtry Spéirling Pure is the production version of the automaker’s wild track-focused electric hypercar.
• McMurtry will build just 100 examples with deliveries expected to begin in the latter half of 2026.
• The Spéirling produces more than 1,000 horsepower, weighs just 2,860 pounds, and can go from 0-60 mph in 1.55 seconds. 

The McMurtry Spéirling appears to be just about ready for prime time. McMurtry has released a teaser image of its upcoming Spéirling Pure, the production version of its wild electric fan car.

If you’re in the market for such a vehicle, put your accountant on notice that McMurtry will debut the Spéirling Pure next week. Deliveries are slated to begin later on in 2026. And just 100 examples are to be built, with an asking price of £995,000 before destination and handling (that’s over $1.3MM at current exchange rates).

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Since its debut, the Spéirling has set about shattering our notions of what’s capable from a road-going passenger car. The electric track-only hypercar delivers up to 4,400 pounds of downforce at 0 miles per hour. It does this through its fascinating underfloor fan setup.

Add in the ability to deliver over 1,000 horsepower in a vehicle that weighs just 2,860 pounds, and you have a truly awesome driving experience at your hands. McMurtry says the Spéirling Pure can dole out a 1.55-second 0-60 mph time, handle 3g of cornering force, and boasts a 190 mph top speed.

McMurtry says the car can handle drivers up to 6’5″ tall. The Spéirling Pure is also eligible for various US and European racing series, and the automaker will offer optional factory support if you want to go racing for real.

You’ll be able to run the car for up to 20 minutes at a time at full GT3 race pace before needing to charge the 100.0-kWh battery pack. Keep a 350-kW charger handy, though, and you’ll be back on the track in just 25 minutes.

Motor1’s Take: We look forward to seeing the full production spec of the Spéirling Pure, as we’re quite curious about the cabin layout. Regardless, that will be one of the least interesting aspects of the car, considering it can, quite literally, be driven upside down.

The McMurtry Spéirling Pure is easily one of the wildest vehicles to come along in quite some time. The price, while quite high, hardly seems outrageous for what could be considered an engineering marvel.

And if you own one, take it to a track day and don’t win, you should probably return the car.

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When even car journalists struggle to keep up with new Chinese entrants, does the industry have a problem?

I suppose it finally had to happen. An entire vehicle brand has been launched in the UK before I realised it even existed.

Retailers started offering this maker’s cars only four days before I found out about it, but still.

I feel like I’ve failed. The car market has left a self-confessed car bore like me behind to the extent that there are not just models but now entire brands (okay, this one sells only one model at the moment) that can arrive and remain below my radar.

My fault, I think, for having a holiday towards the end of April when, during the week we reviewed the Aion V, I was watching short-oval racing in New Hampshire (Ford Crown Victoria single-make races a particular highlight).

Otherwise I like to think/pretend I’d have spotted the V’s existence. But it continued to skim beneath my consciousness until a colleague today prompted me for my thoughts about one. What do I think? Honestly couldn’t say. A bit embarrassing.

So welcome to the UK market the Aion V, which the internet tells me is a car made by a company that’s part of GAC, or Guangzhou Automobile Group. And, yes, I have heard of that because it’s one of those Chinese state-owned conglomerates that has been around for decades.

GAC is one of China’s top five car makers, producing almost two million vehicles last year, and has joint ventures with Toyota and Honda.

So although the Aion brand is new, the car is unknown and by the end of the year there will be only 25 UK dealers for the V (which, in case you missed it or have forgotten already, is a mid-sized electric crossover), it is not really a shock to find out that Aion knows a thing or two about building cars.

The V, which has 201bhp and a 317-mile range from its 75kWh battery, is by all accounts not bad.

But if I don’t know about it, how are customers expected to? Buying a car isn’t like going on Amazon to select a new electric razor or doorbell camera where it doesn’t matter what it’s called, you can buy one with one click and it will be with you tomorrow. This is spending £36,000.

On the one hand, this means prospective buyers will be more inclined to do some research. But on the other, it also means having a recognisable name is all the more necessary. A car needs a hook, a reason, a story: to be, if it can’t be an actual Range Rover, the Temu Range Rover.

These can’t all last, can they? This scattergun, market-overwhelming approach, like Uber in the taxi market, is bad news for a lot of established players. But sooner or later it will be clear that some are here to stay, and others are not.

During a visit to Koenigsegg’s factory in Sweden for the unveiling of its latest Lego project dedicated to the Sadair’s Spear, I asked Christian von Koenigsegg a question that’s more relevant today than ever before: “Where does the company stand on building electric cars?”

With Ferrari recently unveiling the Luce, and some of its other competitors at least discussing electrification, it would make sense that Christian and his team have at least considered the idea. For now, at least, Koenigsegg models leave the Ängelholm plant with either internal combustion power or hybrid systems. And that doesn’t appear to be changing anytime soon.

There’s no technological shortfall behind that decision, nor a lack of know-how: the company’s founder and CEO is convinced Koenigsegg would have all the capability to build an electric hypercar, if it wanted to. It simply doesn’t see that as the right path right now for the kind of car it wants to make.

This story originally appeared on Motor1 Italy

Koenigsegg Sadair’s Spear

Photo by: Koenigsegg

A Decade’s Difference

What’s most striking is his admission that his thinking has changed over time. He told me: 

‘If you’d asked me 10 years ago, I probably would have thought that by 2026 we’d already have an electric Koenigsegg.’

Back then, he viewed EVs the way much of the industry did: the natural endpoint for high-performance cars. Then something shifted—and not because of spreadsheets or outright performance figures. For von Koenigsegg, the internal combustion engine does far more than push the car forward.

Vibration, sound, mechanical response, character: those are elements he believes build a driving experience that can’t be replaced in the hypercar world. He uses an image that captures the idea well: a combustion-powered car can feel almost like a living organism, while an EV—no matter how quick or advanced—operates on a different emotional level.

‘It never becomes an animal.’

Photo by: Koenigsegg

Performance Over Everything

Koenigseggs, the founder emphasizes, aren’t built to solve everyday transportation. They have air conditioning, comfortable seats, modern infotainment—sure—but those are features you can also find in far less expensive cars. He notes:

‘The real value of a hypercar is elsewhere: in the design, in the engineering, in the sensations it delivers, in the almost emotional bond between driver and machine.’

That’s why, in his view, the combustion engine isn’t a stopgap technology destined to disappear as soon as a viable alternative arrives. It’s integral to what Koenigsegg wants to offer.

Then there’s the environmental question, which von Koenigsegg approaches from a different angle than what typically dominates the public debate. He tells me: 

‘With hypercars, you can’t compare EVs and combustion engines using the same criteria as mass-market cars. A vehicle with a very large battery has to be driven a lot to ‘pay back,’ environmentally speaking, the impact of producing that battery. But hypercars are driven very little—often they sit for years in collectors’ garages—and that break-even point might never come.’

Photo by: Koenigsegg

The estimates he cites point to about 50,000 miles as the threshold beyond which a car with a small battery—or no battery—would be more advantageous than a pure EV. With renewable fuels or biofuels, that threshold rises to about 87,000 miles.

‘Not everyone agrees with that interpretation, but it helps explain the logic behind the company’s technical choices.’

Koenigsegg hasn’t ignored electrification, though. The company had also started work on a fully electric platform. In the end, however, it concluded that a hybrid setup was the best balance for what its customers want. A relatively small battery allows electric driving in the city, access to restricted-traffic areas, and quiet operation when needed.

It also enables regenerative braking, reducing the materials required compared with an enormous battery pack. That’s the philosophy on display in the Gemera, where combustion and electric power work together for maximum performance without sacrificing versatility.

Von Koenigsegg doesn’t completely rule out a fully electric hypercar. A lot will depend on how regulations evolve and, above all, on battery technology: if packs become lighter, more compact, and less dependent on critical raw materials, some of his current objections could carry less weight.

At that point the conversation would shift to other issues, like overall vehicle mass and driving feel. For now, though, the company’s position is clear: in hypercars, Koenigsegg believes that engine still delivers something no alternative has managed to replicate.

Photo by: Koenigsegg

Today, Koenigseggs run on E85, a blend that’s mostly ethanol with some gasoline. That gasoline portion, according to von Koenigsegg, could one day be replaced with synthetic fuels. He also outlined a more ambitious scenario: fuels produced using CO2 captured directly from the atmosphere and renewable energy, where part of the collected carbon dioxide would be permanently stored underground, and the rest would be used to produce fuel.

It’s a process that, he says, could even lead to a net-negative climate balance. As for what all of that might cost, von Koenigsegg joked about it as a kind of “tax on nature”—a quip that sums up his approach well: keep developing the internal combustion engine, while finding increasingly sustainable ways to run it.

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• BMW M CEO Frank van Meel said he would ‘love’ a new M1.  
• It has been nearly 50 years since BMW produced the last  M1.  
• BMW had planned to launch a successor in 2022, but it launched the XM crossover instead.  

The legendary BMW M1 might have only been around for a few short years, but its impact has been massive. It has been nearly half a century since the wedge-shaped, mid-engined supercar entered production, but it is one model that even today’s BMW executives can’t stop thinking about.  

“I’m in love with the original M1, but I would love to do a new one,” said Frank van Meel, BMW M’s boss,  in an interview with BMWBlog. Oliver Heilmer, the head of M Design, echoed similar sentiments to the publication.  

BMW Vision M Next Concept

While BMW has never made a proper M1 successor, the automaker has considered it on several occasions and even came close to producing a new one based on the 2019 Vision M Next Concept. It has a 600-horsepower four-cylinder plug-in hybrid hypercar that was “95 percent finished,” according to BMW author and historian Steve Saxty.  

The automaker was planning to launch the car sometime in 2022. Instead, BMW shifted its focus to the XM SUV and marketed the XM as the M1 successor. It has not been the hit that BMW was hoping for, with the automaker discontinuing the base version for 2026 and slashing the price of the XM Black Label.

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Motor1’s Take: While van Meel might love to do a new one, such a car is unlikely to arrive anytime soon from the automaker. A mid-engine supercar would require a considerable investment at a time when the industry’s future remains so uncertain. Spending that kind of money on such a low-volume model makes no sense right now. 

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And my phone goes in its natural place. But then, when I want to get the keys, it’s practically impossible without having to move the bottle, because the control panel juts out (well placed for its purpose, to be fair). It’s a small thing but it has become a daily annoyance.

The lack of fitted rear sunshades seems an oversight for this level of car and is something I’ve noticed with my little boy present. However, one piece of simple, analogue and neat design in the back is the rotating suit hook.

My biggest problem caused by living with the iX is one that won’t concern most owners: a lack of a driveway with an EV charger. I’ve been driving to my closest fast charger at a Shell garage, which isn’t awfully fast. It has faulted as many times as it has worked; typically it seems to stop charging randomly, which if you leave the car charging – as I have on occasion – is highly problematic. (I should add that our iX hasn’t experienced similar charging issues elsewhere.)

This stuff just needs to work without fail to get everyone on board with EVs. And even if the vast majority of owners have home chargers, this could still happen on a long journey.

In part, I’ll be glad to return the iX to Attwood, because I feel conspicuous having a £135k matt black car on my humble suburban street. But on the other hand, this ticks so many boxes; it feels like the ultimate driving companion (touché), marrying enjoyable driving, performance and handling with great ride quality, practicality, space, interior luxury and more. Enjoy it while you can, Attwood.

By Rachel Burgess

Mileage: 3020

Final report: Divisive styling outweighed by grace, pace and comfort

Particularly with electric vehicles, automotive technology is advancing at a rapid pace. What was cutting-edge five years ago can easily seem very pedestrian.

So even with the benefit of a chunky mid-life update, you might think that the BMW iX, launched back in 2021, would be showing its age. It has new direct rivals such as the Porsche Cayenne Electric, Polestar 3, Lotus Eletre, Volvo EX90 and more, while BMW itself has launched its true next generation of EVs with the Neue Klasse iX3.

Hyundai is set to retire the i30 hatchback with no direct successor as demand for traditional petrol hatchbacks continues to fall in Europe.

The i30 has been off sale in the UK for a year while remaining available in some European markets, but it will soon be axed for good – and any replacement is set to take a different form.

Asked about plans for the i30’s future – following the unveiling of a new-generation i20 supermini earlier this month, and the launch of the similarly sized Ioniq 3 EV – Hyundai’s Europe CEO Xavier Martinet hinted that no fourth-generation i30 is in the works.

“There might be a reason why we don’t talk much about it,” he said of the company’s petrol-powered Volkswagen Golf rival. 

“The problem is that in this segment the demand is not growing, and it’s also a vehicle that historically was mostly a fleet vehicle, on which the profit is not so high.”

The small proportion of retail sales was not enough to compensate for the low-profit fleet sales, he added, because “the price was lower, so the profits [were as well].

“When you put everything together, the business case is not extremely compelling.”

In recent years, several of the i30’s closest rivals have also been cancelled, including the Ford Focus, Kia Ceed and Renault Megane. 

Strong-selling stalwarts including the Volkswagen Golf, Peugeot 308 and Toyota Corolla continue, but the segment accounts for far fewer European sales than it once did, with mid-sized crossovers becoming the default choice as practical family runarounds.

Opel-Vauxhall boss Florian Huettl voiced similar sentiments to Martinet recently when he hinted at plans to replace the i30’s Astra rival with a less “traditional” C-segment offering – potentially some sort of SUV.

Hyundai could take a similar route as it looks to fill the gap left by the i30, Martinet suggested: “We might still have some answers coming, but it might be a different answer to the one we’ve got so far.

“I might be a bit cryptic in my answer, but at some point in time we have to know when to stop and how to do the next generation – this is one of the question marks we have.”

Engine: The 1.0-litre VVT-i engine has been powering Aygos for more than two decades and is known to be very reliable. That doesn’t mean you shouldn’t check the oil before buying, however, and be wary of any cars without a complete service history.

Body: This is a city car, so check for kerb damage to the alloy wheels and scuffs around the body.

Insurance: Like many of its small car classmates, the Aygo is among the cheapest cars to insure, ranging between groups five and seven. Our quote of £307 for a year was for a 35-year-old professional male with a clean licence and full no-claims bonus living in Swindon.

Also worth knowing

Special editions are numerous, although none received chassis or powertrain alterations. The Limited Edition added Army Green paint and orange highlights, quilted leather heated seats and the canvas roof. The Undercover Edition, created in collaboration with a Japanese fashion designer, had blueish-grey paint and red accents, plus ‘Chaos’ and ‘Balance’ logos on the roof and the floor mats. Its red seats are a bold touch.

The JBL Special Edition gets a premium sound system from JBL, which was otherwise an option. It’s worth seeking out if you’re a music lover. There’s even a subwoofer under the boot floor.

Air Edition was based on Edge trim (the others used Exclusive as a base) but had the canvas roof as standard and came in a few more colours, such as Brass Gold. Annual VED is £195 on all cars.

How much to spend

£6500-£8499 A few 100,000-milers, which is a testament to Aygo X reliability. Also plenty of write-offs, many with a tenth of that mileage and in top trims. Check the severity of the damage before you buy.

£8500-£10,999 Mostly early Pure models with average mileage for their age (40,000-50,000), although a few Edge versions stand out.

£11,000-£12,999 Plenty of Edges and Exclusives, some with the CVT gearbox or the roll-back canvas roof.

£13,000-£20,000 Lightly used special editions, nearly new cars and even a few unregistered examples with delivery mileages.

The Renault 4 and 5 will be updated next year, bringing more efficient and more powerful motors.

The R5 arrived in 2024, and it was followed by the R4, its crossover twin, in early 2025. Both models are based on the AmpR Small platform and use Renault’s second-generation externally excited-synchronous (EESM) motors, which are available in two configurations. 

The R5 Urban Range pairs a 121bhp EESM with a 40kWh battery, while the Comfort Range gets a 148bhp motor and a 52kWh battery pack. In the UK, the larger R4 is only available with the Comfort Range set-up.

These powertrains enable the R5 to deliver a range of either 192 or 252 miles. The latter figure is reduced to 250 miles in the chunkier R4.

Renault is now ready to roll out updated ‘Gen 2 Evo’ motors for the two models, drawing on its learnings from developing third-generation drive units for the next Scenic and Megane that are due in 2028.

“We are still working on how to improve the efficiency and power [of the Gen 2 motors],” said Marianne Bataillon, Renault’s director of EV motor and battery development. “We are going to apply these [changes] at the end of 2026 or beginning of 2027.”

Bataillon highlighted the motor’s inverter and reducers as points of improvement that have netting greater efficiency and improved power outputs.

The new motors will help to keep the R4 and R5 on a par with newer rivals on technical terms. The incoming Volkswagen ID Polo outdoes the R5 in the range stakes, offering either 204 or 283 miles between charges, depending on which powertrain it is fitted with. The same is true of the new Skoda Epiq: it yields either 190 or 272 miles of range, with the higher figure beating the R4.

Renault’s new Gen 2 Evo motor made its debut in the Twingo, which arrives in the UK at the end of this year. In that car, however, its output is reduced to 80bhp, owing to its city-focused remit. 

Hyundai has revealed the next iteration of its Elantra saloon, which brings a dramatic new look.

Named the Avante in its home market of South Korea, it is the most extreme example of the brand’s new ‘Art of Steel’ design language yet, with a number of sharp lines and aggressive angles across its bodywork.

It is slightly larger than the rival Skoda Octavia, owing to a 30mm increase in its wheelbase compared with the previous-generation Elantra. The saloon has also grown 30mm wider and Hyundai said it has prioritised improving interior space. 

Inside, it has been designed to be “cozy and comfortable”, according to Hyundai. The dashboard and door cards’ designs cocoon around the seats, with customisable LED backlighting. 

As in the recently revealed Ioniq 3 hatchback, the driver’s display is set high on the dashboard. This is intended to keep important information in the driver’s line of sight, so they do not have to divert their attention away from the road to check their speed or remaining range. 

A large infotainment touchscreen, measuring either 12.9in or 14.6in, takes centre stage. It runs on Hyundai’s new Pleos operating system, which will allow new functionality such as installing navigation and music apps in the screen, rather than having to use smartphone mirroring. An array of switches and dials for the climate control system sits just below the main screen.

In South Korea, it will be available with two powertrains: a 2.0-litre petrol four-cylinder with 147bhp and a 1.6-litre hybrid with 155bhp. 

The hybrid also brings a new predictive regenerative braking system that reads the road ahead and automatically adjusts the strength of the regenerative effect, helping to keep the battery topped up.

In addition, it gets a ‘stay mode’ that allows the small traction battery’s reserves to power the climate controls and infotainment system while parked, in similar fashion to an EV with a larger battery.

South Korean deliveries of the new Elantra will begin in the coming weeks, although Hyundai has yet to confirm whether it will be sold in mainland Europe or the UK. The previous-generation car was not made available in those regions, despite having been tested there. However, Autocar understands that it has not been ruled out for the latest iteration, suggesting Hyundai may have had a change of heart.

It also remains to be seen whether the high-performance Elantra N will return – and whether it too could make it to Europe. 

Ford Thunderbird (2001)

After building Thunderbirds in ten generations for 42 years, Ford discontinued the nameplate in 1997, but then brought it back five years later. Like the original T-bird, but unlike any of the nine in between, this version was a two-seat convertible, and was based on the same platform as the Jaguar S-Type and Lincoln LS.

After an initial flurry of interest, sales fell sharply, leading to the cancellation of the model after just four years. Perhaps a truly modern Thunderbird would have been more successful than a retro tribute, and perhaps also Ford had been right to abandon the two-seat convertible configuration in the late 1950s, and wrong to bring it back in the following century.

Lincoln Blackwood (2002)

Ford’s luxury brand made the unusual decision to produce a pickup truck in 2002. Based on the contemporary F-150, it was resoundingly unpopular, and stayed on the market for just one model year in the US and one more in Mexico.

Lincoln’s next effort, the Mark LT, was barely more successful. Even in combination, they didn’t come close to GM’s equivalent, the Cadillac Escalade EXT, which wasn’t exactly a big hit either. The message seems to be that no matter how much you want to put a luxury pickup on sale, don’t do it.

Ford Five Hundred (2004)

Ford’s second largest saloon of its period, after the Crown Victoria, was sold only in the 2005 to 2007 model years and was based on a platform inherited from Volvo, which made this car a slightly unlikely sibling of the Volvo XC90 Mk1. The Five Hundred’s lack of success has been attributed to its conservative styling, which was widely criticised. Ford designer J Mays admitted that the look of the Five Hundred was problematic. “It’s just lacking in the emotional appeal that we should have put into it,” he admitted in one interview, though this was not the whole story.

In another interview, talking about the same car, he hinted at another reason by saying, “I’ve been at the company 13 years and I’ve been through five CEOs. Some of those CEOs have had more conservative tastes than others.” Ford’s latest CEO, Alan Mulally who arrived in 2006, ordered an immediate re-design and the revival of the Taurus nameplate, which he said had much greater brand equity, having been around between 1986 and 2005; this seemed to improve sales, especially when an all-new Taurus arrived in 2010.

Internal combustion engines are far more complex than electric motors, and it’s correspondingly more difficult to make them produce a lot of power.

As the 2011 horsepower Lotus Evija demonstrates, the most powerful cars of the near future will be EVs, but remarkable outputs have nevertheless been achieved with engines fuelled by petrol or diesel.

Here we’re looking at 20 of the strongest examples created in the US, all of them available in cars or non-commercial trucks sold to the public for road use (so no 11,000 horsepower Top Fuel dragsters, for example).

They’re listed in ascending order of their quoted outputs, with the caveat that there was a change from gross to net horsepower in 1972, which muddies the waters considerably.

Only the most powerful unit from any family is included. This means that what you’ll be reading isn’t a top 20 in the usual sense, since many engines have been ignored because they are outpowered by close relatives, but it adds variety, and we all like variety.

Chrysler FirePower: 390 horsepower (gross)

The FirePower was the first of three generations of Chrysler V8 engine collectively known as Hemi. Introduced in the 1951 model year, it was the only engine fitted to the first four models in the 300 letter series, each of which was produced for just a single year.

It was discontinued after the 300D of 1958, in which it produced 380 horsepower from 6.4 litres if fitted with twin four-barrel carburettors. Optional fuel injection raised the output to 390 horsepower, the highest achieved in any FirePower.

It’s important to note that this was a gross figure, measured when the engine was not burdened by power-sapping ancillaries necessary for it to function in a car. The net figure, as used from 1972 onwards, would have been lower, but still comfortably over 300 horsepower.

Chrysler RB: 400 horsepower (gross)

The RB was a big-block V8 offered in capacities of up to 7.2 litres, but the most powerful version fitted to a road car measured 6.8 litres. This was used in the 300F of 1960, in which it normally produced 375 horsepower gross. As an extra-cost option, customers could order a 400 horsepower version, which was mated to a four-speed manual gearbox rather than the usual three-speed automatic.

The highest gross figure for a 7.2 was 390 horsepower. The Max Wedge variant was rated at 420, but this was intended only for use in drag racing.

Ford MEL: 400 horsepower (gross)

The MEL (which stood for Mercury-Edsel-Lincoln) was Ford’s rival to the contemporary Chrysler RB. In 7.0-litre form it was easily capable of producing 360 horsepower, which was the standard output of the Mercury Park Lane.

In 1958, however, Mercury offered an uprated version with three two-barrel carburettors. Known as the Super Marauder, it produced 400 horsepower, and was an option on every model Mercury sold in that year.

Oldsmobile Rocket: 400 horsepower (gross)

In 1970, the final model year of the first-generation front-wheel drive Toronado, Oldsmobile created the optional W-34 package to boost the output of its second-generation V8, which by that time had reached its maximum capacity of 7.5 litres.

• The 2026 American-Made List shows the most American cars of the year.
• There’s a shakeup in the top 10 with six non-American brands.
• 12 of the top 20 come from Asian automakers. 

Made in America. It’s an important label that tells consumers where a product is manufactured and where its parts are sourced. With tariffs perpetually being in the news, it’s especially relevant for new vehicles. The 2026 Cars.com American-Made Index ranks 86 vehicles based on several factors to determine which ones are the most American.

The list looks at final assembly location, US / Canadian parts percentage, country of origin for the engines / transmissions, and workforce location. You can read the full report at Cars.com, but we wanted to talk about some interesting shakeups in the top 20, specifically higher up in the list.

Here’s what the top 10 looks like:

1. Tesla Model 3
2. Tesla Model Y
3. Jeep Gladiator
4. Jeep Grand Cherokee
5. Honda Ridgeline
6. Honda Odyssey
7. Lexus TX350
8. Honda Accord
9. Acura MDX
10. Honda Passport

A few new entrants appear in the top 20 that were not as highly ranked last year. These include the Toyota Tundra at number 19 (up from 51), Kia EV9 at 17 (up from 67), Ford Explorer at 15 (up from 23), Lincoln Aviator at 14 (up from 28), Ford Expedition (up from 66), Lincoln Navigator at 12 (up from 69), and Toyota Camry at 11 (up from 24).

The following vehicles from 2025 fell out of the top 20 in 2026: Nissan Pathfinder (down to 51), Chevrolet Colorado (down to 31), Kia Sportage (down to 57), Jeep Wrangler (down to 23), and Honda Pilot (down to 32).

Photo by: Tesla

As for the top 10, this year’s list does not include a change at the top or second place, but there is a new vehicle in the third spot, and there are now six vehicles out of 10 that come from non-American automakers.

The Tesla Model 3 retains its number one spot, and the Tesla Model Y keeps its place right behind it. Both the Tesla Model S and Model X were discontinued, so they dropped off the list, allowing the Jeep Gladiator to move up from number five into the third overall position.

The Ohio-built Gladiator earned Jeep the third spot, and the American automaker followed that up with a fourth-place finish with its Detroit-assembled Grand Cherokee. While America boxed out the top four, the next six are all owned by Japan. Honda takes the fifth and sixth spots with its Alabama-built Ridgeline and Odyssey, and Lexus slots in at number seven with the Indiana-made TX.

Honda finishes off the list with the Ohio-built Accord and Acura MDX at eight and nine, and the Alabama-built Passport rounding off the top 10 in the final spot.

Motor1’s Take: While American automakers make the top four, most of the rest of this year’s American-Made index list is occupied by Japanese automakers. That’s not entirely surprising given how much Honda and Toyota have invested in US manufacturing over the last few decades.

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• The 2026 Jeep Recon configurator is now live.
• Only one trim is available for the 2026 model year.
• Pricing tops nearly $77,000 when fully loaded. 

The 2026 Jeep Recon is nearly ready to hit dealerships, which is why Jeep will finally let customers start customizing their open-top electric off-roader using the online Build & Price tool. For the first model year, the Recon will only be offered in the Trail Rated Moab trim level, starting at $68,990 (including the $1,995 destination charge). Other trim levels have yet to be announced for future model years.

With the configurator now available, we can take a look at what colors, options, and packages will be offered on the Recon, and how expensive this electric off-roader can get if a customer decides to check all the boxes. Overall, Jeep has kept the offerings fairly limited, likely because the Recon won’t be a high-volume product like the Cherokee or Wrangler.

For 2026, eight exterior hues are offered: Bright White, Hydro Blue, Red Hot, ’41, Ceramic Gray, Diamond Black Crystal, Silver Zynith, and Joose. White, blue, and red are all available at no cost; ’41 (a military-inspired green), gray, black, and silver cost $595, while orange is the priciest at $995. All of these colors can be paired with a black roof for an additional $995.

Photo by: Jeep

18-inch machine face painted wheels come standard, while a more militaristic-looking 18-inch aluminum wheel is optional for $500, both wrapped with all-terrain tires. The only other exterior options include additional mirrors for $695, so you can still see what’s behind you when the doors are removed, Mopar rock rails for $1,995, and a paint protection film for $595.

Buyers can choose between two interior colors: Global Black and Joshua Tree (a light brown). A $1,995 Comfort Package adds ventilated front seats, heated second-row seats, an interior camera, and an auto-dimming rearview mirror. Like the Wrangler, the Recon is available with a sliding Sky One-Touch power top, priced at $1,995.

The only other notable items to add include an all-weather cargo tray for $200 and an all-weather floor mat insert for $170, both from Mopar. If you plan to tow with your Recon, a Trailer-Tow Group rolls in seven- and four-pin wiring harnesses, a class III receiver, blind spot monitoring with trailer detection, and trailer hitch zoom for the rearview camera. Since the EPA only rates the Recon at 222 miles of range, we doubt too many owners will use it to tow.

If you add every single available option and the most expensive Joose paint, the Recon comes out to just under $77,000, not including destination.

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Source: Jeep

Motor1’s Take: The Recon is less expensive than the GMC Hummer EV and feels more like an authentic Jeep than the company’s last EV, the Wagoneer S. However, a high entry price and low range means it could face an uphill battle to find customers. A lack of tax credits and stiff competition from the less expensive Rivian R2 could also make it a poor time for Jeep to be launching the Recon.

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Toyota has too many models—and it’s not just me who’s saying it. Newly appointed CEO Kenta Kon recently came out and said that the Japanese automaker’s lineup is too crowded. Looking at the number of vehicle offerings, both locally and abroad, it’s easy to see how one might come to that conclusion.

In the US alone, Toyota has 21 unique nameplates. That doesn’t even include a handful of plug-in-hybrid, off-road, or performance variants. In Europe, depending on the country or region, that number is anywhere from 15 to 20 unique nameplates. Factor in Japan, Australia, and a handful of other continents, and there are nearly 80 unique Toyota models worldwide.

Looking specifically at the US for this exercise, I played a bit of backseat product planner in an effort to help Toyota trim its lineup. Of the 21 models the company offers here in America, these are the ones worth keeping—and the ones that can probably exit stage left.

Toyota Tacoma Trailhunter

Photo by: Andrew Link | Motor1

4Runner: Keep

The Toyota 4Runner has been around for 42 years; it ain’t going anywhere. Even in the midst of a changeover year, in which Toyota got rid of 2025 models to make room for new 2026 models, the 4Runner remained one of the brand’s top-selling SUVs last year.

Toyota sold 136,801 examples of the 4Runner in 2025, narrowing in on the Jeep Wrangler’s lead (167,322 units) and nearly catching the Ford Bronco (146,007 units). Through April, 4Runner sales were already up 294 percent year over year, which means it could set a new record in 2026.

bZ: Merge With C-HR

Toyota only sold 15,609 bZ electric SUVs in 2025, a number that won’t shatter any sales records. But arguably more so than the revived C-HR, there’s reason for Toyota to keep its compact electric crossover around.

A name change (goodbye, bZ4X) and range improvements keep the bZ relevant in the ever-changing EV market in 2026. Sales are already showing signs of improvement this year. Toyota needs to take the best of the C-HR (styling) and blend it with the best of the bZ (everything else) to create one focused, cohesive electric SUV.

C-HR: Merge With bZ

It’s still not entirely clear why Toyota decided to bring the C-HR back to America. The previous C-HR was a relative sales dud, surviving just five years in the US. So Toyota’s decision to revive the nameplate in the form of a funky electric crossover is a confusing one, to say the least.

The C-HR probably isn’t going anywhere for a few years, given that Toyota just rolled out the new version for 2026. But I can’t imagine this model will stick around for very long (or needs to), given that the bZ still exists.

Camry: Keep

This is a no-brainer. With over 316,000 units sold in 2025, the Camry is still the best-selling sedan in America. Even though it has to fend off more crossovers than ever before, it even landed in the top 10 in overall sales in the US and came second only in the Toyota lineup to the RAV4.

Corolla: Keep

Another no-brainer: Toyota has no reason to kill off the Corolla—at least, the normal, no-nonsense sedan version. More on the other variants in a minute. With more than 248,000 units moved in the US last year, it’s still the most popular option in its segment.

Corolla Hatchback / GR Corolla: Keep… For Now

Toyota doesn’t break out sales for specific Corolla trims like the hatchback or GR model, and I suspect there’s a reason for that. While the GR version will always be a niche, love-volume trim, there isn’t a ton of evidence showing that the hatchback is a big hit among consumers.

The sad reality is that Americans don’t want hatchbacks. Credit to Toyota for trying—and it really is a fantastic little five-door—but the only reason to keep the Corolla hatch around for the next few years would be to supplement the GR Corolla, which deserves another half-decade or more in production.

Corolla Cross: Keep (But Change The Name)

The Corolla Cross is no slouch on the sales side, with nearly 100,000 examples sold in 2025. With the RAV4 now starting at $33,320, believe it or not, Toyota needs an affordable entry-level SUV. The Corolla Cross is that vehicle.

Here’s the one issue I see with the Corolla Cross: The name. A name change could theoretically spell even more success for Toyota’s $26,610 SUV, given that some customers might be confused by the Corolla branding. But that’s nitpicking.

Crown: Cancel

America clearly wasn’t ready for a high-riding, quasi-luxury sedan—as evidenced by the many that have failed before it. With just over 12,000 Crown models finding new homes in 2025, there’s little reason for Toyota to keep this awkward vehicle around for much longer. Of all the Toyota models still on sale, the Crown was the third-worst-selling. I’ll get to the other two in a minute.

Crown Signia: Cancel

The Crown Signia SUV fared slightly better than its sedan counterpart in 2025, with just over 20,000 examples finding new homes. But for a Toyota, that still puts it in the bottom five for sales, a far cry from the nearly half a million RAV4s the company sold over that same period.

There are rumors that Toyota wants to spin off Crown as its own sub-brand, which could be interesting. But given its positioning as an awkward middle offering between Toyota and Lexus, I’m not so sure that’s a good idea either.

GR86: Cancel

Look, this is going to be a tough pill to swallow. Of course, we all love the Toyota GR86. But with fewer than 10,000 sold last year, with sales slipping every month, it’s getting harder and harder for Toyota to justify the GR86.

The good news here is that this platform has been around for nearly 15 years, virtually unchanged. It’s still the same great sports sedan that debuted with a Scion badge way back in 2012. The bad news is that we’re unlikely to see a second generation. But, more and better sports cars are reportedly on the way.

Photo by: Toyota

GR Supra: Already Cancelled

Everyone knew the Toyota GR Supra was already on the way out, but I figured it was worth including on this list nonetheless. With fewer than 3,000 units finding new homes in 2025, due in part to a shortened year, it’s sad to see the Supra go—but not entirely shocking.

Grand Highlander: Keep

The Grand Highlander is an easy one. Toyota sold a healthy 136,801 examples of the three-row SUV last year, and there’s no reason to quit now.

Highlander: Keep (New Model Coming)

The Highlander finds itself in a more interesting position than its big brother. The three-row, mid-size SUV hasn’t really been the top option in its class the last few years; that’s why Toyota is taking the nameplate in an entirely new direction for 2027.

Toyota recently introduced the 2027 Highlander EV—the brand’s first electric three-row in the US. Even with EV enthusiasm waning over the last few months, three-row SUVs are still big sellers, and there’s no reason to believe that the next Highlander shouldn’t be a popular option as well.

Land Cruiser: Keep

Frankly, this one could have gone either way. I know that the Land Cruiser returning to the US is a big deal and the nameplate is hugely important in the off-roading community—I get it. But when you have two other off-road SUVs plus two trucks with rugged off-road trims, it’s harder to justify an off-roader that starts at nearly $60,000. For now, though, the Land Cruiser gets to stay in my imaginary lineup.

Mirai: Cancel

There’s no reason the Mirai needs to exist. I know Toyota is still bullish on hydrogen (as am I), but the abysmal sales simply aren’t enough to keep the funky sedan around in the US for much longer. Time to pull the plug.

Prius: Keep

With hybrids back on the rise and EVs taking the backseat, there’s no reason for the Toyota Prius to go anywhere. Recently updated for the 2023 model year, Toyota sold a healthy 56,488 examples last year. That includes both the standard hybrid and the plug-in—both of which should remain a fixture in the Toyota lineup for years to come.

RAV4: Keep

The RAV4 is Toyota’s best-selling model and the best-selling SUV in America. It isn’t going anywhere.

Sequoia: Cancel

Here’s where it gets tricky. With the arrival of the electric Highlander later this year, that means Toyota will have three three-row SUVs in its lineup. Obviously, the Highlander, Grand Highlander, and Sequoia all do different things, and the Sequoia’s body-on-frame platform is a draw for people potentially coming from something like the Chevrolet Tahoe or Ford Expedition.

Unfortunately, Toyota’s body-on-frame three-row isn’t nearly as good as its rivals. It lacks the space and comfort of some of those alternatives, and even though you can get it in a rugged TRD Pro trim (which is awesome), that’s about where the highlights end. Combine that with recent reliability issues, and it’s hard to justify the Sequoia.

Sienna: Keep

Vans are cool, and the Sienna is worth keeping. With Toyota selling a solid 101,486 units last year (sure, fleet sales are part of it), the longstanding minivan is worth keeping around. It has an efficient hybrid powertrain and lots of room for the whole family. Heck, you can even get it in a slightly ruggedized Woodland Edition trim.

Tacoma: Keep

The Tacoma saw a slight sales dip in 2025, due largely to the model changeover that happened last year—but that isn’t stopping the brand’s beloved compact pickup. It keeps on truckin’.

Tundra: Keep

The Toyota Tundra has had its fair share of issues recently, largely stemming from its twin-turbocharged V6 engine. Yet, it’s still a big seller for Toyota, with more than 147,000 examples finding new homes in 2025. Assuming Toyota can get many of those issues resolved, there’s no reason for the company to nix its otherwise excellent F-150 and Silverado rival.

Would This Work?

Pretending that this little list has any bearing on reality, Toyota trimming seven models and refocusing on its core products would bring the total model count to below 15 in the US. That’s more reasonable than the current amalgamation of vehicles that customers clearly have no interest in. 

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• Dodge has plans to rejoin NASCAR, and it might happen sooner than expected.   
• Dodge was planning to return in 2028, but recent breakthroughs have made a 2027 return possible.   
• Dodge still has challenges ahead in developing its NASCAR car.   

Last year, when Ram announced it wanted to race in the Craftsman Truck Series, CEO Tim Kuniskis said he wanted to rejoin the Cup Series, too, and we all know Ram has no car in its lineup. That means Dodge is likely returning to the premier racing series, and it could happen sooner than expected.

According to a new report from The Athletic, Dodge was planning to return to NASCAR in 2028, but recent development breakthroughs have accelerated that timeline. The automaker has allegedly already completed initial wind tunnel testing and is figuring out how it will produce the engines.

Challenges remain, according to the “multiple industry sources” who spoke to the publication, so a 2027 return isn’t certain just yet. The NASCAR season usually kicks off in February, so Dodge has less than eight months to finalize and validate the car.

Dodge’s return to NASCAR would give the series four manufacturers, with the Stellantis brand joining Chevrolet, Ford, and Toyota. Dodge left the series in 2021.   

Motor1’s Take: With how quickly Stellantis has been working to revive its American brands, we expect Dodge to be working double-time to return to NASCAR. That effort may see them in the series sooner than expected, which would be awesome to see a Charger racing alongside a Camaro and Mustang—and the Camry.  

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• A 2027 Chevrolet Corvette ZR1X just set the fastest time for a production car at the Pikes Peak International Hill Climb.
• Driver JR Hildebrand smashed the record time, previously set by David Donner in a 2022 Porsche 911 Turbo S.
• Although there’s no official production car class, the record time is still certified by Pikes Peak.

The Pikes Peak International Hill Climb (PPHIC) took place over the weekend. A lack of clouds, rain, and snow meant conditions were perfect for records to fall, and that’s precisely what happened on that massive mountain in Colorado.

One of the most impressive records to fall occurred in a class that’s not actually an official PPHIC class. The production-car record, previously set by a 2022 Porsche 911 Turbo S, has fallen.

The new production car king of the hill? It’s The 2027 Chevrolet Corvette ZR1X.

7

Source: Chevrolet

Driver JR Hildebrand drove the stock ZR1X up to the finish line at 14,115 feet above sea level and crossed the line in just 9:30.104. The previous record, held by David Donner, was 9:53.541. Donner set that time under non-race-day conditions; however, his previous race-day record was 10:34.053.

Donner managed a 9:53.740 during this year’s PPHIC, but just two runs later, that time was smashed by the Hildebrand and the ZR1X.

Chevrolet says that this ZR1X wore Michelin Pilot Sport Cup 2 R tires on the stock carbon wheels. The only items added to the car were all the various safety items required to enter the race, such as the roll cage, harness, and fuel cell.

Motor1’s Take: It wasn’t that long ago that a sub-ten-minute time was the goal on the mountain. And it took wildly powerful race cars to get near that time. Now, you can achieve it with a production sports car.

Sure, the dirt portion at the top is gone, but the sub-ten-minute times were still a goal even after the road was fully paved.

Sources:

DuPont Registry, Chevrolet

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• VW will reportedly double the planned layoffs to 100,000 employees.
• It may also close four factories, including an Audi plant.
• The VW core brand could be separated from the VW Group.

Volkswagen has already announced plans to eliminate 50,000 jobs in Germany across the core VW brand, Audi, Porsche, and its software subsidiary, CARIAD, by the end of the decade. However, according to a new report, the cost-cutting plan is far more drastic. The number of layoffs could double to 100,000, although it’s unclear whether all the cuts would occur by 2030 or continue into the next decade. VW has job security agreements in place until 2030, while Audi’s remain in effect through the end of 2033.

As if that weren’t bad enough, the report published by Manager Magazin alleges VW plans to shutter no fewer than four factories: Zwickau, Emden, Hanover, and Neckarsulm. The company would reportedly close the plants once production of their current models ends. The Zwickau site builds the ID.3, ID.4, and the likely-to-be-discontinued ID.5 for Volkswagen, along with the Audi Q4 E-Tron, Q4 Sportback E-Tron, and the Cupra Born.

The Emden facility assembles the ID.4, ID.7, and ID.7 Tourer. Meanwhile, the Hanover factory builds commercial vehicles such as the Transporter/Caravelle, ID. Buzz, and the Multivan/California. Neckarsulm is Audi’s production site for the A5, A6, A8, and E-Tron GT. The flagship sedan will go out of production this year, but the luxury automaker has promised a new A8-replacing flagship later this decade.

Photo by: Audi

Manager Magazin also alleges that VW is planning a major structural overhaul. The core brand and the components subsidiary would reportedly be spun off into separate companies, independent of the broader VW Group. The move would pave the way for the newly formed companies to be individually listed on the stock market.

Predictably, a spokesperson refused to comment on the report. However, the fact that VW didn’t flatly deny the claims suggests there may be some truth to them. Manager Magazin is a respected German business publication and likely has reliable sources familiar with the changes reportedly brewing within the VW Group. As the saying goes, there’s no smoke without fire.

Motor1’s Take: Eliminating 100,000 jobs from an automotive giant that employs roughly 657,000 people underscores the scale of the transformation the VW Group appears ready to undertake. Closing four factories would follow the shutdown of the Dresden site, which once built the Phaeton and later the ID.3, as well as Audi’s Brussels factory, where the Q8 E-Tron and Q8 Sportback E-Tron were produced.

On top of that, VW is moving Golf production out of Germany by relocating assembly of its most iconic model from Wolfsburg to Puebla, Mexico, starting in 2027. Through these sweeping changes, the company hopes to become more competitive as Chinese automakers continue to gain ground globally, particularly in the EV segment.

Source:

Manager Magazin (subscription required)

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• The Miata gets quieter tires and a larger silencer in Japan.
• Without these changes, Mazda’s sports car would’ve failed upcoming external noise regulations.
• Japan’s MX-5 has a new Pure Sport special edition with changes inside and out.

Mazda has made it crystal clear that work is well underway on a new Miata. That’s hardly a surprise given the continuous success of the popular roadster, even though the ND is getting up there in years. The fourth-generation model has been around for nearly 12 years, spawning multiple technical revisions and special editions throughout its lengthy life cycle.

But in 2026, the company still isn’t done tweaking the convertible sports car before its replacement (hopefully) arrives later this decade. The latest changes are happening not necessarily because Mazda wants to further update the Miata, but mostly because it has to ensure the car can continue to be sold in its domestic market. Japan’s latest external noise regulations are forcing engineers to revisit the ND yet again, fitting it with quieter tires and a larger silencer.

In the case of the Miata with a retractable hardtop, the larger silencer creates packaging constraints that have forced Mazda to reduce the depth of the car’s already tiny trunk. Additional changes to the intake enable the two-door sports car to comply with the external noise requirements. The legislation came into effect for newly approved models back in October 2024, and the requirement will expand to existing models from next month.

Photo by: Mazda

Without these changes, Mazda would’ve been unable to sell the car in Japan from July onward. That’s when the Phase 3 vehicle noise regulations, aligned with the international UN Regulation No. 51 (R51-03), extend to all vehicles. The rules lower the accepted dB levels to 68-72, with the limit depending on the vehicle’s power-to-mass ratio. For reference, the more relaxed Phase 2 allowed 70-74 dB, while Phase 1 permitted 72-75 dB.

The 2027 Mazda Miata Pure Sport

On a related note, Japan’s Miata also gets a Pure Sport (PS) special edition with the smaller 1.5-liter engine. It combines a gray fabric roof with the new Zinc Green Metallic color you’ve likely already seen, along with black 16-inch Rays wheels. Stopping power comes from Brembo brakes with silver calipers, while Bilstein dampers are fitted as standard.

Inside, not much has changed. The PS gets suede-like fabric seats and black rings for the engine start/stop button and the climate control dials. Elsewhere, the outer rings of the air vents also come in glossy black.

Even after all these years, the Miata’s cabin borders on perfection, as long as you can fit inside. Whatever comes after the ND, let’s hope it won’t follow recent Mazdas in supersizing the screen at the expense of physical controls.

6

Source: Mazda

Motor1’s Take: Mazda has sold more than 1.26 million Miatas since the NA debuted in 1989, and the small, rear-wheel-drive sports car remains literally in a class of its own. Nevertheless, Japan’s new noise standards remind us that even niche models must comply with ever-stricter regulations.

While most hurdles automakers face involve meeting tighter emissions standards, complying with lower noise limits adds another layer of complexity to engineering a new car or updating an existing model. Thankfully, the MX-5 soldiers on.

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• The new Hyundai Elantra (Avante in South Korea) is longer and wider than its predecessor.
• It has more powerful 2.0-liter gas and 1.6-liter hybrid engines.
• The revamped Elantra gets Hyundai’s new Pleos infotainment system.

Korean brands are known for overhauling their cars’ designs when new models arrive, and the new Elantra is no exception. Introduced today at the 2026 Busan Auto Show in South Korea, where the compact sedan is sold as the Avante, the eighth-generation model looks completely different from its predecessor. We’re not just talking about the exterior but also the cabin, which has little in common with the outgoing car.

Giving off Iron Man vibes, the new Elantra has surprisingly flared wheel arches and flush door handles. Even without looking at the technical specifications, you can already tell it’s a bigger car thanks to the addition of a quarter window. The triangle-shaped glass behind the rear doors gives the profile an interesting look while emphasizing the car’s growth spurt. At 4765 millimeters (187.6 inches), it’s 55 mm (2.16 in) longer than its predecessor, with 30 mm (1.18 in) of that increase going into the wheelbase for a more spacious cabin. The revamped sedan now measures a generous 2750 mm (108.2 in) between the axles.

Hyundai goes as far as to say the new Elantra is nearly as spacious as a midsize sedan, so like a Sonata. Aside from the increase in length, the next-generation model is also 30 mm (1.18 in) wider, measuring 1855 mm (73 in). It’s also slightly taller than before, at 1,425 mm (56 in), although it’s unclear whether that translates into additional headroom. It does appear to have a slightly flatter roofline, which could provide more headroom for rear passengers.

Photo by: Hyundai

The New Hyundai Elantra Bulks Up

We’re told the next-gen Elantra adopts Hyundai’s “Art of Steel” design language, which translates to lots of edges and sharp lines. The headlights and taillights create an “H” motif, and we can’t help but notice the large ducktail spoiler stretching across the entire width of the rear end. Those two-tone wheels measure 18 inches and feature a five-spoke design that echoes the body’s angular styling.

The interior looks like it belongs to a higher-segment car and comes with Hyundai’s next-gen Android-based Pleos infotainment system. As standard, the touchscreen measures 12.9 inches, but customers can upgrade to a larger 14.6-inch display, which thankfully hasn’t swallowed all the physical controls. There are fewer buttons than before, but we’re glad to see traditional switchgear below the screen.

A small, horizontal digital instrument cluster is perched on the dashboard directly in the driver’s line of sight. Gone is the Hyundai logo on the steering wheel, replaced by the four dots representing the Morse code for the letter H, a design detail we’ve already seen on several other models. The gear selector has migrated behind the steering wheel, freeing up the lower portion of the center console, where there are now two wireless charging pads.

Photo by: Hyundai

Interior Moves Upmarket

Elsewhere, there’s ambient lighting in the door panels and dashboard, two large cupholders ahead of the center armrest, and conventional buttons on both the steering wheel and the driver’s door. The passenger side of the dashboard features a presumably soft, cushion-like pattern that creates the impression you’re sitting in a much nicer car than an Elantra.

In South Korea, Hyundai plans to sell the Avante with a naturally aspirated 2.0-liter gasoline engine producing 147 hp, up 25 hp from before. There’s also a more efficient 1.6-liter hybrid with a slight power bump to 155 hp. The latter gets the company’s latest regenerative braking technology and a new function called Stay Mode. It allows occupants to use the battery’s energy to power the air conditioning and infotainment system, much like in a fully electric vehicle.

The new Avante will go on sale domestically in the third quarter of the year, with the global Elantra likely to follow in 2027.

10

Source: Hyundai

Motor1’s Take: Hyundai is known for its daring designs, and the eighth-generation Elantra doesn’t disappoint. Regardless of the badge it wears, any new sedan is good news, and we’re certainly happy to see the mainstream segment isn’t being neglected.

There are more reasons to get excited about the future, as a high-performance N version with a bigger engine has already been announced. However, we’ll likely have to wait a couple of years before it reaches the market since the regular versions will lead the way.

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• Polestar has announced it will no longer be able to sell cars in the US starting with the 2027 model year.  
• The US is implementing a new rule that restricts the import and sale of connected vehicles linked to China or Russia.  
• Polestar will continue to sell the existing stock of Polestar 3 and Polestar 4 models.

Polestar has announced today that it will no longer sell cars in the United States starting with the 2027 model year. The US Department of Commerce did not grant the automaker authorization to sell cars under the new US Connected Vehicles Rule.  

The new regulation, announced in 2025 to start for the 2027 model year, restricts the import and sale of certain cars with connected vehicle technology linked to China or Russia. Polestar is owned by Volvo and Geely Holding Group, the Chinese corporation that operates Geely Auto.

Volvo was granted authorization to import and sell vehicles at the end of May. According to a recent Reuters report, Ford is currently seeking authorization for its China-built Lincoln Nautilus SUV.  

According to Polestar’s press release, the automaker will continue to sell its existing stock of Polestar 3 and Polestar 4 models in the US. It will also continue to provide access to its service network. The automaker said that 94 percent of its retail sales in the first quarter of 2026 were from outside the American market. 

103

Source: Polestar

Motor1’s Take: Well, that did not last long. Polestar became a standalone brand less than a decade ago, and even though it did sell in huge numbers, it is sad to see it disappear.

Sources:

Polestar, Reuters, Volvo

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• Ian Callum has unveiled a modern interpretation of the iconic Jaguar XJ220.
• The design study retains key XJ220 cues, including its sleek proportions, distinctive cabin shape, rear vents, and silver finish.
• Production hasn’t been confirmed, but Callum Designs hinted that more details are coming soon.

Earlier this week, I spoke with automotive design legend Ian Callum about everything from the lineage of the Aston Martin Vanquish to the challenges facing modern Jaguar. Unfortunately, not once during our conversation did he mention this: a reborn Jaguar XJ220. Cheeky.

In a post on the Callum Designs Instagram page, the company revealed a teaser of what it describes as a modern interpretation of the iconic XJ220. Callum himself designed the project, and while there’s no confirmation that it will reach production, the idea hasn’t been ruled out entirely. Either way, just look at it:

Details remain scarce, but the single image released so far is enough to get people excited. The design looks stunning. Its sleek, modern lines are paired with just enough DNA from the original XJ220 to make it feel like a genuine successor rather than a simple homage.

The overall silhouette, greenhouse, and rear vents all echo the original supercar. Even the distinctive disc-style wheels appear to be a contemporary reinterpretation of the XJ220’s famous alloys. The car also appears to wear a shade of Spa Silver, a nod to the original model’s signature color.

For now, Callum Designs is calling the project a “design study,” which means there’s no guarantee it will ever see production. That said, the company also teased that there’s more to come, writing: “Keep an eye out for more on this Callum project… Coming Soon.”

That’s enough to keep hopes alive. After all, who wouldn’t want to see a modern XJ220 become reality?

Motor1’s Take: If anyone can bring the Jaguar XJ220 back to life, it’s Ian Callum and his team. This modern take on the iconic supercar would be highly welcomed.

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This will eventually link Sydney’s suburbs, airport, north shore, and city centre. The land above the WestConnex Tunnel has mostly been given over to parks, playgrounds, and open space for the city’s inhabitants to relax.

WestConnex, Australia – 13.67 miles (22.0km)

The WestConnex Tunnel is the longest underground stretch of public road in Australia, and it’s thought to have cost A$10 billion (£5.1 billion).

This figure set a new record for transport spending by the New South Wales Government, and it’s estimated the fully completed project will come in at A$45 billion (£23.1 billion). However, the government also states the tunnel contributes to A$22 billion (£11.3 billion) in savings due to reduced travel time and journey reliability.

Lærdal Tunnel, Norway – 15.23 miles (24.51km)

Topping the longest road tunnels in the world is the Lærdal Tunnel in Norway. This 15.23-mile underground construction was started in 1995 and opened to the public in 2000. It took some 20 years to agree to the construction of the tunnel, which cost 1.1 billion Norwegian Kroner (£85 million) to complete, which represents great value in the world of roads tunnelling.

It was so much cheaper to build than most tunnels as the nature of the rock means the tunnel doesn’t need to be lined – and nor does it have to be made earthquake proof as they no not occur with any severity in Norway. The tunnel connects Lærdal and Aurland and consists of two tubes, each carrying traffic in a single direction for safety.

Lærdal Tunnel, Norway – 15.23 miles (24.51km)

While it’s the longest road tunnel in the world, the Lærdal Tunnel is also one of the most lightly used. On a typical day, it carries around 2050 vehicles, which is largely due to its remote location 180 miles to the northwest of Oslo.

To alleviate the monotony of driving through the world’s longest road tunnel – which is also straight throughout – this Norwegian project is divided into four sections, each separated by a large cave with parking areas. The caves have blue and yellow lighting to give the feel of a Norwegian sunrise, which is thought to give drivers’ brains a boost when they are tired. Police cameras have also been installed to combat speeding.

• Ferrari has hired a former BMW Italia executive to lead its marketing. 
• Massimiliano Di Silvestre will serve as Ferrari’s Chief Marketing and Commercial Officer. 
• He replaces Enrico Galliera, who is leaving Ferrari after more than 16 years.

Just weeks after announcing his departure from BMW Italia, Massimiliano Di Silvestre already has a new destination. Effective July 1, 2026, the executive will join Ferrari as Chief Marketing and Commercial Officer, taking responsibility for commercial and marketing activities for the Maranello brand.

It’s one of the most significant moves in Italy’s automotive landscape in recent years, with Ferrari selecting an executive coming from one of Europe’s leading premium automakers.

Di Silvestre leaves the BMW Group after a career spanning nearly 20 years. In recent years he led BMW Italia as President and CEO, helping drive the brand’s growth during a period marked by industry transformation and the expansion of electrified offerings.

The experience he built in commercial leadership and international business development convinced Ferrari to entrust him with one of the company’s most strategic roles.

Massimiliano Di Silvestre (Right)

Photo by: BMW

Ferrari Turns The Page

In Maranello, Di Silvestre will replace Enrico Galliera, who is leaving Ferrari after more than 16 years leading the Marketing and Commercial organization. During his tenure, the automaker more than doubled annual deliveries and significantly increased revenue, while also strengthening brand value in the luxury segment.

The new executive will be tasked with managing a particularly important phase for Ferrari. Following the launch of the Purosangue and the new Luce, the company is expanding its lineup while aiming to preserve the exclusivity that has underpinned its global success.

Motor1’s Take: The Ferrari brand is highly valuable, and how the brand markets itself is a vital key to its success. Di Silvestre has quite the task ahead as the automaker prepares to sell its first electric vehicle, which many don’t feel is a true Ferrari product. 

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As battery technology improves, so the terminology gets more confusing, but soon it may pay to understand the differences when choosing an EV.

Renault and MG have announced forthcoming updates to their respective technologies, with both edging closer to solid-state lithium-ion from conventional liquid electrolyte technology.

MG says it will be the first brand to mass-produce a semi-solid-state battery, called SolidCore. It will be introduced in European MG EVs at the end of this year and is claimed to offer a longer range and faster charging with enhanced cold-weather and all-round performance. MG says the cells contain solid and liquid electrolytes, with around 5% liquid content. Other manufacturers developing semi-solid tech often use an electrolyte gel, which differs from MG’s approach.

Earlier this year, Renault’s EV and software arm, Ampere, announced a deal with Basquevolt to fast-track development of lithium metal-based lithium ion batteries. Basquevolt’s lithium metal battery tech will form the basis of the development for what will be a solid-state battery technology using ‘solid-state-type polymer’ electrolyte, rather than the conventional liquid electrolyte, to enable the use of lithium metal anodes.

Anodes (negative electrodes) of lithium ion batteries are usually graphite, often with some silicon content to improve energy density. Were they made from lithium metal (like early prototype lithium ion batteries), the battery’s energy density by weight would increase substantially. But lithium metal has so far presented insurmountable difficulties for use in large EV batteries.

Examples include the formation of dendrites, needle-like formations that branch out through an electrolyte until it reaches the cathode (positive electrode), shorting out the cell. Another challenge is that a lithium metal-based cell’s volume increases and decreases during cycling, which poses a challenge within the tightly packaged confines of a battery pack. Research into the design and materials is ongoing, with several different approaches being taken.

Ampere and Basquevolt have been collaborating for the past year and Basquevolt is said to be demonstrating already that its tech can achieve high energy density while reducing battery pack manufacturing costs.

The safe adoption of lithium metal anodes would result in step changes in both battery capacity and charging speeds, taking manufacturers closer to achieving parity with (if not matching) the time taken to refuel an ICE car.

Semi-solid-state batteries are a more mature technology and MG started mass production of the SolidCore battery last year. But many of the big names are developing all-solid-state as well, with Nissan promising to launch an EV powered by one in 2028, while others, including MG, snap at its heels.

• Land Rover is recalling 250,857 SUVs for airbags that may fail to deploy during a crash.  
• The recall affects the Range Rover, Defender, and Discovery.  
• Land Rover will fix the issue by applying a gel to the airbag connector terminals.

Land Rover has issued a recall for 250,857 SUVs. They could have airbags that may fail to deploy during a crash.  

According to the National Highway Traffic Safety Administration recall report, the vehicles may have a driver-side airbag connector that may develop fretting corrosion over time. If this happens, it can lead to increased resistance in the circuit, potentially causing the airbag to fail to deploy when needed.  

The recall affects the 2022-2026 Range Rover, 2021-2026 Discovery, and 2020-2026 Defender. Affected vehicles will have an illuminated airbag warning lamp that will appear “at least 300-400 miles prior to potential non-deployment.

Land Rover Defender 110 County Edition

Land Rover began investigating a potential issue in August 2025 after noticing an increase in warranty claims related to the airbag warning light. In November 2025, investigators learned that returned clockspring connectors showed signs of oxides present on the pins.  

The automaker’s engineering team ran experiments to recreate the issue, and it wasn’t until March 2026 that it uncovered the culprit. Land Rover discovered, after completing vibrational rig testing, that normal vehicle articulation could induce corrosion.  

Land Rover will fix the issue by applying a gel to the airbag connector terminals. The automaker will replace no parts. It is unaware of any reports of non-deployment in the US or of any reported injuries, accidents, or fires related to the concern.

Motor1’s Take: The last thing anyone wants is a safety device to fail when it is needed most. Thankfully, there have been no reports of this happening in the US, and Land Rover is working to fix it. 

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The perfect two-car garage. It’s a fantasy motoring enthusiasts have debated for decades.

Not familiar with the concept? It’s simple: if you had to choose two cars – one for everyday duties like commuting, the school run and shopping trips, and another purely for weekend B-road blasts – which would you choose? If you’re ever stuck for conversation with a fellow enthusiast, pose this question and watch the sparks fly.

But, alas, in today’s economic climate, the dream of running two cars – particularly when one is reserved almost entirely for Sundays – is becoming harder and harder to justify. And that means more and more drivers are starting to search for one car that’s capable of covering all bases: sensible when it needs to be, fun when it doesn’t.

Watch the video below as we explore whether the 335bhp all-electric Skoda Enyaq vRS really can deliver the best of both worlds.

Skoda Enyaq vRS: the electric family SUV that can do it all

There’s a particular genius to the vRS badge. Since the first Octavia vRS arrived in 2001, those three letters have stood for meaningful performance, real-world practicality and strong value. It’s the everyman performance car formula, refined over decades and now applied to Skoda’s electric family SUV flagship.

The Enyaq vRS continues that tradition with 335bhp, 697Nm and dual-motor all-wheel drive, delivering 0-62mph in 5.4 seconds. But it’s not just about straight-line pace. Dynamic Chassis Control, lowered suspension and revised steering calibration give it a level of composure and adjustability that no electric SUV this size has any right to, allowing it to switch between relaxed motorway cruiser and pulse-raising B-road blaster at the touch of a button.

Crucially, it remains an easy car to live with day to day. The 84kWh battery delivers up to 344 miles of range (WLTP), while 185kW DC charging enables a 10–80% top-up in around 26 minutes.

Inside, that signature vRS DNA injects sporty flair into an otherwise plush, minimalist cabin. There are vRS-specific sports seats, a bespoke sports steering wheel and contrast detailing. As you’d expect from a Škoda, equipment is generous, with a large 13in infotainment screen, augmented reality head-up display, heated seats and a 12-speaker CANTON sound system all included as standard. 

Practicality remains a core strength. A 585-litre boot, generous rear space and Skoda’s trademark ‘Smart, Spacious and Stylish’ touches – including an ice scraper in the tailgate and an umbrella in the door – ensure it can still deal with everything hectic family life throws at it without breaking a sweat. Maybe it’s time you try it for yourself.

Learn more about the Skoda Enyaq vRS

• General Motors will invest $275 million into its Spring Hill, Tennessee, facility.
• $150 million will go ‘to support a future Cadillac internal-combustion product.’
• The facility currently builds four models, and this future Cadillac will be its fifth.  

General Motors recently announced that the company is investing $275 million into its Spring Hill, Tennessee, facility. Part of that investment—$125 million—will go to support the continued production of the automaker’s 2.7-liter engine. GM has earmarked the rest for a future combustion-powered Cadillac.  

In the press release, the Detroit automaker said it would spend $150 million at the plant “to support a future Cadillac internal-combustion product.” What product the factory will build is a mystery, but it’s likely something new.  

Photo by: Cadillac

The facility currently assembles four vehicles: the Chevrolet Blazer, Cadillac Lyriq, Cadillac Vistiq, and Cadillac XT5. This new Cadillac product will be its fifth. GM assembles the Escalade alongside its trucks in Michigan, and the electric Optiq is built in Mexico.  

The current-generation Cadillac CT4 and CT5 are on the way out, but the brand is developing a next-gen CT5 sedan with combustion power. Production is rumored to remain in Lansing, which might be built alongside a new Chevrolet Camaro and possibly a new Buick sedan.  

Considering the facility exclusively builds crossovers, we expect whatever future Cadillac product is coming will be the same, and it would make sense. The Escalade and XT5 are Cadillac’s only combustion-powered SUVs in a market that still craves the high-riding vehicles.  

Motor1’s Take: With electric vehicle sales faltering and consumers continuing to prefer gas-powered vehicles, Cadillac’s decision to potentially introduce a new combustion model is a smart move. The current XT5 is a decade old, and it needs something fresh and different. 

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No other Alfa Romeo before or since has looked quite like these cars, which were nicknamed Il mostro (‘the monster’), but their six headlights arranged in two sets of three would make a comeback in the 21st century.

155

Given the new Fiat connection, it was reasonable enough that the front-wheel drive 155 compact executive should share a platform with the Fiat Tempra and Lancia Dedra. Production began in 1992 and ended six years later.

The car was very successful in motorsport. The 155 Silverstone, launched in 1994, was created specifically to give Alfa Romeo an advantage in that year’s British Touring Car Championship, which it dominated. Other 155s would win Touring Car titles in Germany, Italy and Spain.

145/146

Alfa’s small family hatchbacks of the mid to late 1990s was divided into two ranges with similar mechanicals but different characters. The 145 (pictured) was the more youth-oriented three-door, while the 146 had five doors and more conservative styling, and was aimed at people who might previously have bought a 33.

Like the 33 and the Alfasud, the 145/146 was available at first with boxer engines, though these were discontinued. In hot hatch form, both cars were offered with 2.0-litre TwinSpark engines producing around 150bhp, but only the 145 version had the Quadrifoglio/Cloverleaf badge.

GTV/Spider

Like the 145/146 whose platform they shared, the GTV and Spider (both using names from Alfa Romeo’s past) were broadly speaking the same car, respectively a two-seater sports coupé and its convertible equivalent which were built from 1993 to 2004.

Alfa offered several four-cylinder and V6 engines. The most unusual was a turbocharged 2.0-litre V6, which was approximately as powerful as the 3.0-litre version but put the car in a lower tax bracket for Italian customers.

156

The 155 was replaced by the 156, which was in production for ten years from 1997. It was offered in a great many forms. Engines ranged from a 1.6-litre Twin Spark through a common-rail turbo diesel to a 3.2-litre petrol V6, body styles included saloon, Sportwagon estate and Crosswagon semi-off-roader, and there was a choice of front- or four-wheel drive.

• GMC has unveiled the 2027 Sierra 1500, which goes on sale later this year.   
• It has a redesigned exterior, a revamped cabin, and two new V8 engine options.
• The Sierra Denali Ultimate features two articulating dashboard screens.   

Now that Chevrolet has unveiled the 2027 Silverado 1500, GMC is ready to provide a first look at its new Sierra 1500. The pickup truck features a complete redesign inside and out, and it will go on sale later this year with two new V8 engine options.   

The 2027 GMC Sierra 1500 will offer General Motors’ new small block engines. The automaker won’t release the full specs of the 5.7-liter or 6.6-liter V8s until later this year. We wouldn’t be surprised if the output from the larger engine is in the mid- to high-400-horsepower range.   

The new V8s will be available alongside the TurboMax four-cylinder and the Duramax diesel V6. Each engine will pair with a 10-speed automatic transmission.   

The 2027 GMC Sierra 1500 will offer these four engines:   

• Turbocharged 2.7-Liter Inline-Four  
• Turbocharged 3.0-Liter Duramax V6  
• 5.7-Liter V8  
• 6.6-Liter V8  

The Sierra’s Tech-Focused Redesign 

2027 GMC Sierra 1500 Denali Ultimate Interior

Photo by: GMC

The truck’s new styling draws inspiration from the Sierra EV, with an evolution of the headlights. They flank a more vertical grille, with each trim receiving unique front-end treatments.   

Inside, the 2027 Sierra is available with up to three screens on the dashboard, just like the new Silverado, but GMC differentiated the design. The Sierra’s dashboard is unique, featuring an articulating 16.3-inch digital infotainment display that moves to reveal a storage cubby.   

The Sierra is also available with an 11.5-inch front passenger screen with an articulating cover that can conceal a portion of the screen. It can transform from a full display to a slim screen. The truck is also available with the all-new MultiPro center console, which can transform into a workspace. 

When the new Sierra goes on sale later this year, GMC will offer it in four trims:   

• Pro   
• Elevation   
• AT4  
• Denali  

2027 Sierra AT4X Details  

2027 GMC Sierra 1500 AT4X Interior

Photo by: GMC

While GMC isn’t providing all the details about the updated Sierra, it is sharing details on the AT4X trim. It will feature 35-inch Goodyear Wrangler Territory MT tires, new Multimatic jounce control dampers, and e-locking differentials front and rear.   

It will stand out visually with an exclusive hood, a 2.9-inch suspension lift, a unique grille insert, and a more rugged front bumper. GMC will continue to offer an AEV Edition package  

Inside, the AT4X will come with unique trim accents, enhanced front seat bolsters, and a flat-bottom steering wheel. The panoramic sunroom and stainless-steel speaker grilles on the doors are standard. 

2027 Sierra Denali Ultimate Details 

Sitting at the top of the GMC lineup will be the Sierra Denali Ultimate. It is the flagship truck and will feature the 6.6-liter V8 engine.   

It will also have more than 60 inches of in-cabin screens. It will have the articulating infotainment and passenger screens, a 12.2-inch driver display, a 15.0-inch head-up display, and an 8.5-inch digital rearview mirror.   

The Denali Ultimate will also feature a 16-speaker Bose Premium Series audio system and a three-year subscription to Super Cruise. The top Sierra will come with forged wood accents.   

Pricing And Availability  

GMC will release 2027 Sierra 1500 pricing later this year before the truck goes on sale. The automaker plans to announce additional details, including performance and pricing, later.  

The 2026 Sierra starts at $41,095, including the $2,795 destination charge. The GMC Sierra AT4X and Denali Ultimate cost in the mid-$80,000 range. 2027 Sierra prices will likely creep upward.  

15

Source: GMC

Motor1’s Take: GMC has put a big emphasis on technology with the updated Sierra 1500. Big screens aren’t new, but the articulating displays of them provide real utility and help differentiate the truck from the new Silverado 1500.

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Peugeot 205 GTi

Available with either a 104bhp 1.6-litre or a 130bhp 1.9-litre, the 205 GTi had McPherson front struts and a compact trailing arm setup at the rear, combined with communicative steering, allowing it to rival some bigger and more powerful cars in handling. The 1.9-litre offered suspension tweaks to reduce pitch and roll and combat the understeer that could be found on earlier 1.6 cars. It became increasingly popular because of its price-performance ratio and is still considered one of the world’s best front-wheel drive cars to this day.

Volkswagen Golf GTI Clubsport S

The Honda Civic Type R and Renaultsport Megane 275 Trophy-R were extreme but Volkswagen took it a step further when they upped their GTI and removed the rear seats, freeing up 30kg. 306bhp and bespoke damper tuning, more camber, a lightweight front aluminium subframe and bespoke Michelin Pilot Sport Cup 2 tyres meant the Clubsport S was the quickest front-wheel drive Golf yet. A front splitter and rear wing generated a little amount of downforce which neutralized the 60kg of lift that was once produced by the GTI Performance. This gave the Clubsport S impeccable chassis balance and even promoted oversteer. 

Ford Focus RS500

Just as everyone was getting used to the Mk2 Focus RS, Ford then added 45bhp and resurrected the RS500 badge which, as the name suggested, meant only 500 examples of the Focus RS500 would be built. Although the chassis remained untouched from the base Focus RS, an LSD was equipped to help manage the extra power and claw the car around bends, and it would even lift the rear wheel if pushed hard enough. By trailing the brakes toward a corner with the ESP turned off, you could encourage the rear into helping adjust the cornering line.

Ford SportKa

From the 90s the 2010s the compact hot hatchback market was booming, with cars like the Suzuki Swift Sport and Fiat Panda 100hp being vastly popular. Whilst the original Ford Ka lacked performance with its 1.0-litre and 1.3-litre engines, Ford extracted 94bhp from the 1.6-litre for the SportKa. It then underwent chassis changes such as a 22mm wider front track to improve road holding, stiffened bushes, extra bracing, a suspension drop of 14mm and an anti-roll bar that was stiffened by 60 per cent. This meant the SportKa was eager to respond to the slightest of input.

• Jaguar isn’t interested in generating “enormous volumes” anymore.
• The Type 01 is targeting a select crowd of high-end buyers.
• Jaguar says the Type 01 could only be built as an EV.

9. That’s how many new Jaguars were registered across Europe (EU27, UK, EFTA) in the first five months of the year. There is a logical explanation for this historically low number. The company is essentially on hiatus as it puts the finishing touches on its radical EV transformation. The old guard of combustion-engine cars is gone, and everything from now on will be purely electric. A striking grand tourer will lead the way when the Type 01 breaks cover in October.

Who’s it for? Certainly not for most of Jaguar’s traditional clientele. The company’s Managing Director, Rawdon Glover, famously projected last year that only 15 percent of buyers are likely to return and place an order for the Type 01. In other words, the company with the leaping cat logo has already come to terms with the idea that 85 percent of its customers will switch to other brands.

Speaking recently during a Q&A session following the 2026 Jaguar Land Rover Investor Day, another company official explained how the Jaguar of tomorrow will target a different segment of the market. JLR Chief Growth Officer Lennard Hoornik said that with the Type 01, Jag is “playing a niche part of a niche part.” It’s no longer chasing volume.

Photo by: Jaguar

‘It’s bold, yes. It is a clear strategy that we’ve got, and we are confident about it. Please understand that we are not looking for enormous volumes. We are playing a niche part of a niche part. This is actually building a completely new market, and so we create individual demand case by case. It’s really clear that it’s very difficult to compare it to the old range.’

Lennard Hoornik went on to say the Type 01 will come at a “completely different price point” from Jaguar’s previous combustion-engine vehicles. He summed it up by saying it’s “different everything” from the old way of doing things, which was to “take share from others.” For decades, Jaguar tried to compete head-to-head with Mercedes, BMW, and Audi, but never truly succeeded.

Jaguar has already dismissed rumors of putting a combustion engine in the Type 01, denying speculation about installing an ICE to serve as a generator in a range-extending version. Now, JLR’s Chief Growth Officer is adamant that an all-electric powertrain was a prerequisite for making the extravagant GT a reality:

‘The key message is that the only way that you can make this car is with an electric powertrain.’

Lennard Hoornik also took a jab at rivals, saying “a lot of OEMs have launched [electric cars] and perhaps rushed a bit,” whereas Jaguar decided to take its time and get everything right from the start. Former Jaguar design chief Ian Callum recently revealed that the company had four new cars in development before they were all axed in favor of the Type 01. The XF, F-Pace, and F-Type were slated for next-generation replacements alongside an electric XJ, but they all had to die so the Type 01 could live.

41

Source: Jaguar

Motor1’s Take: Jaguar’s reinvention as a high-end EV brand is a risky bet, requiring it to abandon decades of combustion-engine heritage and adopt a completely different market position. Nevertheless, the company is confident it knows what it’s doing. According to JLR CEO PB Balaji, “there is a significant untapped market out there,” which Jaguar will try to attract with the Type 01.

Ferrari’s Luce has stirred perhaps even more controversy, but Maranello can fall back on a vast portfolio of models if its first EV isn’t the commercial success it hopes for. In Jaguar’s case, the Type 01 will be the company’s sole product for a while before an SUV joins the lineup later this decade.

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British drivers are paying significantly more at the pumps than drivers in several other European countries.

According to RAC data, petrol currently costs around 156p per litre in the UK, compared with roughly 136p in Cyprus, 130p in Spain and 116p in Malta.

Drivers don’t have to refuel too many times before the difference starts hitting their wallets. According to the RAC, filling a 55-litre tank in a typical family car now costs around £87 for petrol and just over £100 for diesel.

Elsewhere in Europe, Polish drivers pay just 122p per litre for petrol, while a litre of petrol costs Bulgarian motorists 131p. If European countries access the same global oil market, and face the same geopolitical challenges, why are petrol and diesel so much more expensive in the UK?

For Luke Bosdet of the AA, the answer is simple. “It’s a tax thing,” he said. “Some countries load their tax onto car ownership – car tax and the like. Others load it on to car use – duty on fuel. And others combine the two.”

At this week’s average petrol price of 152.7p per litre, UK drivers pay 26p in VAT and 53p in fuel duty, according to the RAC. That means 79p of every litre sold is tax, equivalent to just over half of the pump price.

Compare that with Spain, where the cost of a litre of fuel is around 130p. RAC figures show why Spain is cheaper. The fuel and retailer margin account for about 76p in both countries. But rather than the 79p in duty and VAT paid by UK drivers, those in Spain pay 53p.

The Malta outlier

But there are outliers too. In Malta, for example, petrol costs just 116p per litre. Yet based on RAC figures, tax accounts for 56% of the pump price, not dissimilar to the UK tax take despite the much lower pump price.

However, if British drivers think they are hard done by, spare a thought for Dutch motorists who pay 193p per litre of petrol and 182p per litre of diesel.

For Stuart Adam, a senior economist at the Institute for Fiscal Studies (IFS), “the UK is roughly in the middle of the pack in terms of prices and slightly above average in terms of tax rate”.

He said that 20 years ago, the UK had “easily the highest tax rates in terms of both petrol and diesel” but “a series of real-term cuts to fuel duties” has meant that’s no longer the case.

So why is petrol and diesel cheaper in Spain, Malta, Poland and Bulgaria? Steve Gooding, director of the RAC Foundation, said: “More often than not, the fact that fuel prices are cheaper in southern and eastern European countries is likely to reflect government policies, including state-owned fuel production, designed to keep fuel prices down where average wages are also relatively low.”

Take Malta, for example. A spokesperson for the Central Bank of Malta told Autocar that fuel prices have remained stable in recent years due to a “fixed energy price policy”. Through energy subsidies, retail fuel prices have been “maintained at fixed levels despite fluctuations in global oil prices”, the spokesperson said.

Duty and VAT: why doesn’t the government cut it?

In the UK, however, the focus has been on fuel duty. Adam said ministers could reduce it if they wanted to, but it would come at a cost.

• Ingolstadt plates hint at Audi’s version of the Boxster EV.
• Porsche has reconfirmed the electric 718 Boxster/Cayman is still happening.
• Audi’s production version of the Concept C launches in 2027.

Porsche has been testing its electric Boxster since at least November 2022, when car paparazzi first spotted an open-top 718 without a combustion engine. Nearly four years later, a production version is still nowhere to be found in showrooms. Nevertheless, the two-door electric sports car from Zuffenhausen is still coming to market, eventually… In the meantime, its alter ego bearing the Four Rings may have been spotted at the Nürburgring.

Although it looks like a fairly typical Boxster EV prototype, one small detail may betray the vehicle’s true identity: the license plate. The performance electric test car has been registered in Ingolstadt (IN), where Audi calls home. We may be looking at an early near-production version of the Concept C, but it won’t share the same roof setup as its Porsche sibling. Motor1 has learned the road-going electric sports car from Audi will be sold exclusively with a retractable targa top, a first for the brand.

As evidenced by spy footage shot at and around the iconic German track, Porsche will stay true to the Boxster formula and give the 718 EV a fabric roof. While the next-generation Boxster will once again get a Cayman coupe sibling, the same won’t be true for the Audi model. The targa-only Concept C features two roof panels that stow beneath the rear deck, turning the coupe into a roadster at the push of a button.

The two VW Group brands also have different strategies for powertrains. Combustion-engine versions will join the new Boxster and Cayman EVs for the top variants. By contrast, Audi has already said the production-ready Concept C will be an electric-only affair. Neither company has confirmed the cars will be mechanically related, but it’s easy to connect the dots.

Daniel Schuster, Spokesperson for Technical Development at Audi, told us that the electric Audi is underpinned by a new platform “that will be shared within the [Volkswagen] Group.” While the Concept C features a rear-wheel-drive setup with a single motor, the architecture will also support a front motor for a Quattro all-wheel-drive configuration.

Audi has already tapped into the VW Group parts bin to develop a new performance model, using the Lamborghini Temerario as the basis for its Nuvolari supercar. Logic suggests that, much like Lamborghini did the heavy development lifting for Ingolstadt’s supercar, Porsche is doing the same for the Concept C. After all, Zuffenhausen has been working on the 718 EV for several years, meaning Audi may have been able to fast-track its targa model by leaning heavily on its partner.

The Concept C will evolve into a production model at some point in 2027. An educated guess suggests Porsche will launch the electric Boxster beforehand. The 718 EV was originally due in 2025, and while no official explanation for the delay has been given, reports point to development hurdles.

77

Source: Audi

Motor1’s Take: Will these cars sell? Our immediate response is that both Porsche and Audi could struggle to move these performance EVs off dealer lots. At least Porsche is better positioned, thanks to a gas-powered fallback for the Boxster and Cayman, whereas Audi is putting all its proverbial eggs in the EV basket.

Unlike the Nuvolari, which is capped at 499 units, the smaller sports car is expected to be a regular production model and a permanent part of the lineup. As much as we’d like to see a combustion engine beneath the concept’s horizontal slats, it’s not going to happen. Shoe-horning in the inline-five would effectively revive the idea of an entry-level R8 with Audi’s 2.5-liter engine, something once considered but ultimately shelved.

Source:

Carspotter Jeroen / YouTube

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We know EVs take a range hit when the temperature drops – but hot weather isn’t all good news

Like for a lot of people, the novelty of the 30deg C-plus temperatures and fearsome sunshine are wearing off pretty quickly for me. It wasn’t long into this latest heatwave before I was practically kneeling in the street and begging the skies for a summer downpour – if only for the sake of my new hydrangea.

Compounding this heat-induced frustration was that once the mercury gets past a certain point, it overshoots the ideal operating window for an EV battery and you start losing the efficiency benefits that come with warmer weather.

The impact isn’t quite as drastic as you might see in the depths of winter, but according to Renault’s official range calculator, my R4 could lose as much as 35 miles of urban range when the temperature jumps from 20deg C to 35deg C.

That has certainly borne out when I’ve been pottering around over the past few days, with my average efficiency dipping as low as 3.3mpkWh to give a range of 172 miles – and that was with low-speed driving. I saw a similar percentage drop from the Alpine A290 – with the same basic powertrain – in the coldest weeks of winter.

I wanted to pootle around for a few miles with the air-con off and the windows open last weekend to see if reducing the draw on the battery markedly increased efficiency, but my distinctly less curious passenger advised that she was liable to abruptly expire or exit the vehicle if I turned the fans off, so that experiment will have to wait until the next heatwave.

In any case, the efficiency hit wasn’t really drastic enough to impact my driving style or cause any charging worries while I was out and about. The heat, though, did alert me to an irritating quirk that made me briefly extremely uncomfortable – although I am partly to blame.

Like a lot of electric cars, the 4 can be connected to your phone so you can control and monitor things such as the central locking, the charging system and – most usefully – the climate control, so in theory whether it’s Baltic or boiling outside, you can make sure the cabin is at a pleasant ambient temperature before you have even left home.

The trouble is, it seems I have previously made an account for this system and I can’t remember my details, which is especially annoying because it takes ages to type my email address and possible passwords into the car’s touchscreen.

There’s a ‘forgot your password’ option in the app, but it doesn’t seem to like any of my new suggestions for some reason. I’ll keep trying to suss it out, because it would be really useful to pre-condition the car and check the state of charge remotely, but with all the advancements in in-car connectivity of late, why can’t the car just flash up a QR code for me to scan and log in automatically?

Otherwise, though, I’m getting on swimmingly with this cheery little crossover. Quite aside from the practicality advantages it offers over its hatchback sibling, the Renault 5, it’s also a generally more agreeable thing for nipping around town in, by dint of its smoother ride and improved visibility.

It’s just as easy to park, too, and because it’s so closely related under the skin, it’s almost as much of a laugh when you pick up the pace a bit.

I have a few big drives on the horizon, and they will give me more of a chance to test the 4’s cruising credentials and dynamic character on faster, more flowing roads. I’m hoping that by the time you read this the weather has relaxed into a more June-typical state of temperate mildness, and I can focus on enjoying my time at the wheel rather than enduring it.

• Each Defender spent 400 hours in the paint shop.
• The Spectral Green finish transitions between green, purple, and gold.
• The 110 Double Cab Pick‑Up is a new addition to the Classic Defender restoration and customization program.

It’s been a little over a decade since Land Rover built the last of the original Defender, ending a 67-year production run. While the Ineos Grenadier is widely regarded as a spiritual successor to the venerable off-roader, there’s still a way to get an actual Defender straight from Land Rover. No, the company won’t build you one from scratch. Instead, it sources an existing vehicle built between 2012 and 2016.

The Land Rover Classic division will remaster an original Defender and even shoehorn a V8 engine under the hood. One deep-pocketed customer went to town by ordering a quartet of models: a 90 Station Wagon, a 90 Soft Top, a 110 Station Wagon, and the new 110 Double Cab Pick Up. Beyond the naturally aspirated 5.0-liter engine, the four Defenders share another distinctive feature: a color-shifting finish.

Each Defender spent nearly 400 hours in the paint shop receiving a special Spectral Green finish that shifts from green to purple and gold depending on how the light hits the body. The wealthy customer didn’t hold back, asking Land Rover to extend the special finish to the 18-inch wheels and exterior badges. Even the center console received the chameleon treatment.

Photo by: Land Rover

In contrast to the Spectral Green paint, the roof and expedition cage on all four vehicles feature an Icy White finish. They also feature Defender lettering on the hood and a hand-painted coachline in the same shade of white. The interior hasn’t been neglected either, as the off-roaders are trimmed in leather with green stitching. While these vehicles retain the usual 3.5-inch display, buyers can now opt for a much larger 9-inch touchscreen with Apple CarPlay and Android Auto.

Classic Defender V8 models can also be ordered with new features such as a reversing camera, complete with a built-in washer, neatly integrated into the rear bumper or optional step. Additional roof colors and 16-inch wheel designs round out the list of updates. Beyond the options catalog, Land Rover says there are “near-infinite” ways to customize its legendary Defender for those with virtually unlimited budgets.

9

Source: Land Rover

Motor1’s Take: These Defender builds are too flashy for our tastes, but they demonstrate the sheer depth of the personalization program. As long as the check clears, Land Rover will build you an old-school V8-powered SUV or pickup exactly the way you want it. The company hasn’t disclosed how much this customer paid, but with prices starting at around £200,000 before options, the total for all four could easily approach £1 million.

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Opel will give UK subsidiary Vauxhall more engineering freedom to adapt its cars for its home market, in line with an ongoing commitment to preserving the British marque’s role in the Stellantis group.

Stellantis – parent company of Opel-Vauxhall, as well as other European marques Alfa Romeo, Citroën, DS, Fiat, Lancia and Peugeot – recently announced that it would channel the bulk of its future investments into its four best-performing global brands, raising questions about the viability of others.

It chose Peugeot, Ram, Jeep and Fiat on the basis that their “multi-regional presence” gave them “the greatest scale and the highest potential for profitability”, while also announcing that DS and Lancia would be repositioned as “specialty brands” focused on their home markets of France and Italy.

The move would seem to represent a rationalisation of Stellantis’s sprawling portfolio aimed at reducing complexity – but Opel boss Florian Huettl says the Bedfordshire-born Vauxhall marque will continue to play a “very clear” role in the company, and its cars in the UK could become more bespoke than they have been in more than four decades.

Vauxhall has not made its own cars since effectively merging with Germany’s Opel in the early 1970s and has been a UK-only operation for almost as long, sparking questions over its continued viability as a marque in its own right.

But asked whether there remains a place for Vauxhall in the new Stellantis corporate structure, Huettl told Autocar: “Opel and Vauxhall have a very clear identity and a very clear role within the group,” referencing Opel’s performance in Germany – where it is Stellantis’s best-selling brand – and in the UK, where the Corsa and Frontera both rank in the top 10 most popular cars.

He added that the brand will in fact take on an expanded engineering role as part of a move to boost its competitiveness in its historic UK homeland, where it is currently outsold by French sibling Peugeot.

“There’s no doubt about the importance of Opel and Vauxhall,” said Huettl, “and what we will again discuss with you in due time is that we intend to give more possibilities for more differentiation and more adaptation of Vauxhall to the UK market than what has probably been done in the past.

“We have a specific project together with our Vauxhall team […] to make sure that the cars, when it comes to the execution especially of the chassis specificities, clearly respond to what we need,” he added, in possible reference to the far worse state of UK roads compared with Germany’s.

He did not give specifics about the extent of work that will be possible, and it remains to be seen which model will be the first beneficiary, but he emphasised that the company will work to meet “the specific needs of UK customers”. 

• Porsche is launching a new GT4 race car based on the 911 for the first time.   
• It has the race engine from the 911 Cup, producing 512.  
• It will begin competing next year, with a price of $375,000.   

Since 2016, Porsche has been competing in the GT4 racing category with the Cayman. That changes for 2027, with Porsche basing the new race car on the 911 for the first time.  

It’s called the 911 GT4 R. It has the race engine from the 911 Cup, producing 512 horsepower and 362 pound-feet of torque from its 4.0-liter six-cylinder boxer engine, and a six-speed sequential gearbox with paddle shifters.  

Porsche builds the new GT4 R on the “technical foundation” of the 911 Cup, but there are a few differences. The GT4 R’s wheels are one inch narrower and use a five-bolt mounting pattern instead of the Cup’s center-lock design.  

Photo by: Porsche

The rear wing has 11 adjustment positions, three selectable spring rates, and dual-adjustable dampers. Inside, the GT4 has a 10.3-inch color display, an integrated data logger, and GPS.  

The new 911 GT4 R will cost $375,000, which includes import and delivery in the United States. The car will begin competing next year in the IMSA Michelin Pilot Challenge and SRO Pirelli GT4 America championship.  

In the decade since Porsche joined GT4, the automaker has built more than 1,500 race cars based on the Cayman. Porsche Motorsport North America President and CEO Volker Holzmeyer said:  

‘The expansion of the 911 platform for use in GT4 allows for a simplified transition from Porsche one-make racing into GT4. Race drivers and teams will benefit from a shared platform with the 911 Cup across our Porsche motorsport one-make system and open competition Series across North America.’

11

Source: Porsche

Motor1’s Take: Now that Porsche has killed the combustion-powered Cayman and Boxster, the 911 is the obvious replacement for the GT4. We are excited to see it on the track next year, and we are curious if the new 911 GT4 R race car will spawn a road-going 911 GT4 variant, like the Cayman. 

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The M3 Touring will live on in BMW’s Neue Klasse era, in part thanks to unexpectedly high demand in markets such as the US and China.

While the M3 saloon is now in its sixth generation, the performance model has only been offered in estate form since the arrival of the G80-generation version in 2021. But strong sales since then have prompted BMW to bring the super-estate back with the next-generation M3, as previewed recently with the Vision M Neue Klasse concept.

The current model is powered by a 523bhp twin-turbo 3.0-litre straight six, and a variant of that engine is set to be offered in the next-gen car, alongside a quad-motor pure-electric version.

BMW has already previewed a new electric 3 Series Touring and, unlike rival Mercedes-Benz, it has pledged to offer EV and ICE versions of the standard car in estate form – and BMW M sales boss Sylvia Neubauer said the performance version will remain.

“The M3 Touring is one of the best models that we have in our portfolio,” Neubauer told Autocar.

“Normally China is not an estate market at all, but we decided to bring the Touring to China only in the M3 version. So you can’t buy a regular 3 Series Touring there but the M3 Touring is a lifestyle statement. And it’s been a huge success in China, and the rest of the world.”

Neubauer noted that the M3 Touring has also been a hit in the US, another market where they don’t offer the standard estate because “it’s a market for SUVs and very big cars”.

She added that demand for the model was largely organic. “Our dealers are so happy to have this car, because they don’t have to push it,” she said.

“There’s demand, and they’re asking for more and more production, so we’ve been increasing the volume.”

• The IIHS crash-tested a 1996 Chevrolet Blazer against its modern equivalent to mark 30 years since the agency began evaluating vehicle safety.
• The newer Blazer’s driver likely would have received only minor injuries, while the 1996 Blazer’s could have been seriously hurt or killed.
• The 40-mph moderate-overlap crash test highlights how far vehicle safety has come in 30 years.

Vehicle safety has come a long way in the past 30 years. Drivers benefit from the widespread adoption of airbags, traction and stability control, and stronger body structures, while active safety advances like automatic emergency braking and driver monitoring aim to prevent crashes from occurring in the first place. 

As a result, the per-capita US road fatality rate has fallen in over 20 out of the last 30 years according to NHTSA data, despite an alarming rise in pedestrian deaths since 2010, potentially linked to the increased prevalence of larger trucks and SUVs.

The Insurance Institute for Highway Safety (IIHS) has been conducting independent collision tests since 1995. To mark 30 years of its crash testing program, the IIHS recently ran a 2026 Chevrolet Blazer into a 1996 model.

The test conducted was a moderate-overlap front crash test, where two vehicles traveling just under 40 miles per hour hit each other head-on with a 40% frontal overlap. The results are predictable, but watching the crash unfold is chilling.

From the moment the two vehicles collide, the 1996 Blazer’s cabin begins to deform. The old Blazer’s roof and driver’s door crumple like a tin can in the impact, leaving minimal space for the driver’s body. Seen from inside the car, the steering column and dashboard surge toward the driver, slamming them back into the seat in a harsh secondary impact. According to the IIHS, this person would’ve suffered “serious, potentially fatal injuries.”

It’s a different story in the 2026 Blazer. The car’s crumple zone performs as it should, absorbing the impact and channeling it around the passenger compartment rather than through it. The driver’s door looks like it could be opened without too much difficulty, and cabin intrusion is minimal. According to the IIHS, this driver “would likely have walked away with bumps and bruises.”

The IIHS has done this sort of thing before, running a 1959 Chevy Bel Air into a 2009 Malibu to mark the organization’s 50th birthday. But it’s somehow more shocking to see a relatively modern SUV with air bags perform so poorly. The average car on American roads is nearly 13 years old, with plenty still kicking at double that, so this is a fairly realistic scenario that could play out on the road.

The IIHS estimates that vehicle safety advances driven by its testing have saved nearly 50,000 lives since 1995. “These results highlight the role of IIHS ratings in driving many of the key vehicle safety improvements of the past 30 years,” IIHS chief operating officer Joe Nolan said. “The difference between the two vehicles could not be clearer.”

Motor1’s Take: This demonstration shows just how far vehicle safety has come in 30 years. You’re much safer behind the wheel of a modern Chevy Blazer than a 1996 model, despite what anyone says about older cars being “built like tanks.”

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• Saleen Automotive is seeking new investors.  
• It is offering perks for pledges as low as $1,000.  
• Investing in the company will get you common stock.  

Saleen Automotive needs your help. The American aftermarket specialist and car builder is seeking new investors, and you can pledge your hard-earned dollars to purchase some equity in the business.  

What you get beyond the common stock depends on how much you pledge, with six tiers of perks available. If you invest $1,000, you will also get a Saleen signature hat and a digital investor certificate signed by Steve Saleen.  

Other perks include early access to Saleen vehicle announcements ($1,500), an invite to a live virtual investor event featuring Steve Saleen ($5,000), and a tour of the Saleen factory ($10,000). Investors can also receive an invitation to meet Steve Saleen ($25,000) and get up to 5 percent off a Saleen vehicle ($50,000).  

The last tier also includes a private 1-on-1 with Steve at a track.  

Saleen says the “luxury-performance car market” will reach $1 trillion by the end of the decade and that the company is “strategically positioned to capture a significant share.” Any return on the investment would result from an acquisition, IPO, or other liquidity event.  

So far, the company has raised $1,000 through the portal.  

What Saleen Offers Right Now

Right now, Saleen offers modified versions of the Ford Mustang GT and Ford F-150. The Mustang is available with an 850-horsepower supercharged 5.0-liter V8. It’s called the Saleen 301.  

The Saleen SportTruck also has a supercharged 5.0-liter V8, but output is restricted to 775 hp in the top tune. The truck also receives upgrades to its suspension, braking system, and aerodynamics.  

Saleen is also readying the S1 and S11 supercars. Saleen first announced the S11 in October 2025, promising to officially reveal the car within 12 months. That deadline is approaching.  

Motor1’s Take: The company behind S7 and the S5S Raptor has been struggling for several years. The company has faced financial instability and challenges in China, yet it continues to operate. We doubt a new round of investment will truly transform its operations.  

Source:

Saleen Automotive

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After a slow start to the year, Europe’s new-car market has regained momentum. In May, according to data published by ACEA (the European Automobile Manufacturers’ Association), registrations across the European Union, EFTA countries (Iceland, Norway, and Switzerland), and the United Kingdom totaled 1,152,523 vehicles, a 3.6 percent increase versus the same month in 2025.

Growth was 3.2 percent in the European Union, 1.4 percent in the EFTA countries, and 3.6 percent in the UK. Among the major continental markets, Italy once again stood out with the strongest result, posting a 7.6 percent increase in registrations. France and Germany also finished in positive territory at +3.7 percent and +0.1 percent, respectively, while Spain was the only large market to end the month slightly down, with a 0.8 percent decline.

Gasoline And Diesel Continue To Lose Share

Between January and May 2026, battery-electric vehicles reached 20 percent of the European market with more than 950,000 registrations, up from 15.3 percent from a year earlier. Much of that gain came from Italy (+75.7 percent), France (+55.4 percent), and Germany (+40.9 percent).

Hybrids remain the most popular choice among buyers, however, with a 37.8 percent share and nearly 1.8 million vehicles registered. Plug-in hybrids also grew, rising to 9.7 percent of the market thanks largely to a surge in Italy (+84.9 percent).

Traditional powertrains, by contrast, continued to slide. Registrations of gasoline cars fell 18.2 percent, pushing market share down to 22.4 percent, while diesel dropped 16.6 percent to 7.6 percent. Combined, gasoline and diesel now account for 30.1 percent of new-car registrations in the EU, down from 38 percent over the same period in 2025.

The Best-Selling Powertrains In Europe In May 2026

Powertrain
New Registrations
EU Market Share

Hybrids (HEV)
1,795,071
37.8%

Gasoline
1,065,071
22.4%

Electric (BEV)
950,521
20.0%

Plug-In Hybrids (PHEV)
460,217
9.7%

Diesel
n/a
7.6%

Other powertrains
n/a
2.5%

Total electrified vehicles (BEV+HEV+PHEV)
3,205,809
67.5%

Group Rankings: Who Sold The Most In May 2026

Over the first five months of 2026, the European market continues to be led by the Volkswagen Group, which holds onto first place with 25.8 percent of registrations, followed by Stellantis (15.5 percent) and Renault (9.2 percent). Among the major groups, Stellantis (+5.3 percent), BMW (+3.3 percent), and Mercedes-Benz (+2.8 percent) posted the biggest gains, while Renault, Hyundai, and Toyota recorded slight declines.

Standing out most are Chinese automakers, which continue to expand rapidly. BYD increased registrations by 145.2 percent (+136.6 percent in the  EU + EFTA + UK area), Chery by 316 percent, and Leapmotor by 552.9 percent (+465.1 percent in the  EU + EFTA + UK area). SAIC and Geely also ended the period with gains. Tesla also performed well, up 57.2 percent versus the same period in 2025 (+107.9 percent in the  EU + EFTA + UK area).

Among brands under pressure were Ford (-16.9 percent), Nissan (-11.4 percent), and Mitsubishi (-42.9 percent). Within the major groups, notable increases came from Fiat, Skoda, and Mini, while Peugeot, Porsche, Alfa Romeo, and Dacia posted declines.

Group
May 2026 Sales
% Change

Volkswagen Group
300,299
-3.0%

Stellantis
164,958
-2.3%

Renault Group
110,124
-1.0%

Hyundai Group
86,444
-2.4%

BMW Group
82,277
+4.1%

Toyota Group
78,168
-0.6%

Mercedes-Benz
56,185
+0.6%

Geely Group
38,146
+12.6%

Ford
25,290
-28.3%

SAIC Motor
30,527
+13.9%

BYD
32,380
+136.6%

Nissan
17,730
-16.0%

Chery (Chery, Jaecoo, Jetour, Omoda)
27,412
+244.1%

Tesla
28,610
+107.9%

Suzuki
13,965
+2.2%

Mazda
12,597
+6.2%

JLR
10,086
-0.7%

Leapmotor
9,945
+465.1%

Honda
5,695
+8.3%

Mitsubishi
2,260
-44.7%

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• Volkswagen has partnered with Costco’s Auto Program to offer a discount on certain 2026 models.  
• The discount is available for the Tiguan, Atlas, and Atlas Cross Sport.  
• Costco Members can save up to $1,250.  

If you plan on buying a new car the next time you go grocery shopping, Costco has a new deal for you. Members can get up to $1,250 off certain 2026 Volkswagen models, and the incentive is stackable with other VW offers.  

Costco Members will be able to get the discount on two of the brand’s best-selling models, the 2026 Atlas and the 2026 Tiguan, along with the 2026 Atlas Sport. Executive members get $1,250 off, while Gold Star and Business members can save $1,000. Vehicles must be delivered by September 14, 2026, for eligibility. 

The 2026 Tiguan starts at $32,280 (all pricing includes the $1,475 destination charge), which was all-new for the 2025 model year. VW added a potent Tiguan R-Line Turbo with a 268-horsepower turbocharged 2.0-liter four-cylinder engine.  

The 2026 Atlas, the last year before the 2027 update, has a starting price of $40,785. The Atlas Cross Sport is slightly cheaper, starting at $39,775.  

VW Sales Picture

Volkswagen has seen sales decline for months. The German automaker suffered a 13.0 percent drop in 2025, with every model but the electric ID.4 reporting double-digit losses.  

That slide continued into 2026. Through the first three months of the year, Volkswagen sales are down 16.1 percent. That’s despite Tiguan sales up a whopping 55.2 percent. Sales for the Atlas and Atlas Cross Sport are down 3.2 percent and 6.9 percent, respectively.  

While the incentive might boost Tiguan sales, the Atlas might be a harder sell with a new one right around the corner. If anything, it could motivate buyers looking for the best possible deal.  

36

Source: Volkswagen

Motor1’s Take: Costco is famous for offering good deals on just about everything, including cars through its Auto Program. Countless other automakers have partnered with the big box store, including Chevrolet for the Corvette. 

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• A new report alleges that Honda will launch a new Element.  
• Honda will reportedly begin producing the SUV in Ohio starting in 2029.  
• The first-generation Honda Element was in production from 2003 to 2011 and features several quirky features.  

The success of the refreshed Passport apparently has Honda thinking that boxy SUVs are back in style. A new report alleges that the Japanese automaker will resurrect a niche model that lasted just one generation—the Honda Element.  

“People with knowledge of the plan” have told Automotive News that Honda will begin second-generation Element production in 2029, specifically in the second quarter. That means the new SUV will likely go on sale as a 2030 model.  

The report says that Honda plans to produce the new Element in Ohio, which will serve as the global production hub for the model. It will allegedly slot between the HR-V and CR-V in the lineup. The automaker expects to produce nearly 100,000 SUVs.  

Honda built the first-gen Element from 2003 to 2011. It wasn’t the commercial success the automaker had hoped for, but it has become a cult classic for its innovative features and design and has garnered a rabid following.  

The Element stood out with its pillarless design and rear-hinged suicide doors. This made the SUV incredibly useful, along with the rubberized floors, split tailgate, and reclining seats that could fold completely flat to create a sleeping area.

Motor1’s Take: The Honda Element feels ahead of its time, packed with features many customers today would pay good money to have. We hope that Honda does resurrect the quirky SUV, it retains many of these same features and design choices. That will make it truly stand out from other boxy compact crossovers. 

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• The Slate Truck will have a starting price of $24,950, while the Slate SUV will start at $29,950.  
• The EV offers more range than initially announced, with up to 205 miles available from a 65.0-kilowatt-hour battery.  
• Slate also increased the EV’s payload and towing capacity to 1,500 pounds and 2,000 pounds, respectively.  

A lot has changed since Slate announced its first models in April 2025. For one, the promised starting price of around $20,000, after federal tax incentives, is no longer possible. The EV will now start at $24,950 for the Truck and $29,950 for the SUV, but Slate also made a few changes to the model since its introduction.  

The EV will have a larger 65.0-kilowatt-hour lithium-iron-phosphate battery that offers up to 205 miles of range in the pickup, a jump from 150 miles with a 52.7-kWh pack. Horsepower from the single electric motor is down from 201 to 181, but torque remains unchanged at 195 pound-feet.  

Slate claims the truck needs 8.0 seconds to hit 60 miles per hour and has an estimated top speed of 90 mph. The truck weighs 4,048 pounds, while the SUV is 4,335 lbs.  

Another change is the increased payload and towing capacities for the Truck, up to 1,550 lbs and 2,000 lbs, respectively. Those numbers fall to 1,263 lbs and 1,824 lbs for the SUV.  

Photo by: Slate

What Slate Offers

Slate says the Truck and SUV are “Built for the millions of hardworking people looking for a vehicle that will adapt to their changing needs without breaking the bank.” It has half the parts of a typical pickup, no touchscreen, and physical controls while accommodating customization and repairability.  

The automaker will allow Truck buyers to upgrade their vehicles to an SUV after purchase, available in Squareback and Fastback designs. It’s available with over 175 accessories.  

Customers will be able to buy stereos, roof racks, seat covers, and more, alongside over 100 wraps at launch, as Slate builds every vehicle in gray. Slate says full vehicle warps will cost under $500.  

Each Truck and SUV will come with a 10-year, 110,000-mile battery and powertrain warranty, too. The company said it expects deliveries to begin in the fourth quarter of this year.  

22

Source: Slate

Motor1’s Take: Slate might have been unable to offer buyers a truly cheap electric truck, but it does offer more than price if the company can deliver on its promises. The desire to work on and repair your own vehicle is growing, but is it enough to sustain an entirely new automaker?  

Is the $25,000 Slate Truck and $30,000 Slate SUV still worth the price?  

Only time will tell.  

Slate

• Make: Slate
• Model:
• URL:

  Slate

22

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• The Midsummer roadster morphs into a coupe with a glass canopy bisected by a central spine.
• The Midsummer coupe was developed in response to a customer’s proposal for a fixed-roof version.
• Power comes from a BMW B58 six-cylinder engine routed to the rear wheels through an eight-speed auto.

It’s been a little over two years since Morgan surprised us all by teaming up with Pininfarina to launch the Midsummer roadster. Now, the unlikely duo is at it again, this time with an even more exclusive coupe conversion. Only nine cars will be built, compared to 50 units of its open-top sibling. Much like its predecessor, the fixed-roof version is a thing of beauty and has the added benefit of allowing owners to drive it in the rain.

Morgan did more than add a roof and call it a day. It developed a glass canopy bisected by a central strip that extends to the front and rear of the car. The Midsummer coupe also features much taller doors with new handles integrated into the beltline to keep the profile smooth and clean. Even the 19-inch forged wheels, with their intricate multi-spoke design, are exclusive to the coupe, further distinguishing it from the roadster and its disc-style alloys.

Bathed in leather and adorned with beautiful wood trim and aluminum accents, the interior borders on perfection, though a manual gearbox would’ve made it even better. Instead, the Midsummer coupe uses the same eight-speed ZF automatic transmission as the roadster. On the plus side, it doesn’t use BMW’s parts-bin gear selector, opting instead for a new anodized-aluminum shifter we recently saw on the Supersport 400.

Photo by: Morgan Motor

A lighter tone for the steering wheel’s leather would’ve been nicer, but surely those nine customers will be able to customize it to their liking. The shift paddles and stalks also stand out more than they should, but we’re basically splitting hairs at this point. Overall, the ambiance of a retro-flavored luxury cabin remains intact. The interior is flooded with light thanks to the mostly glass roof and a large U-shaped rear window reminiscent of 1940s coupes.

Even though it has a fixed roof, the car weighs only 2.5 percent more than a Supersport equipped with the optional hardtop. Morgan says it had to make “significant structural” changes to boost stiffness and rigidity while subtly tweaking the vehicle’s proportions to suit the coupe body style.

Power comes from the tried-and-true BMW B58, a turbocharged 3.0-liter inline-six found in a plethora of Bavarian models, as well as the Ineos Grenadier off-road SUV and its Quartermaster pickup counterpart. Output isn’t mentioned, but the engine is rated at 402 hp and 369 lb-ft (500 Nm) in the new Supersport 400, Morgan’s most powerful car ever.

127

Source: Morgan Motor

Motor1’s Take: Perhaps we can all agree that the Midsummer Coupe is a manual gearbox away from automotive perfection. It also proves Pininfarina is still at the top of its game, and maybe Ferrari should give the Italian design house a call to reignite a partnership that ended years ago.

Although the British niche marque doesn’t say anything about pricing, an educated guess suggests the coupe will be even more expensive than the roadster, which carried a starting price north of £200,000.

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• The world premiere will take place in New York.
• Jaguar projects that the Type 01 will sell despite the controversy.
• The “extremely negative sentiment” surrounding the car has apparently been turned around into a positive one.

Jaguar has been heavily criticized for dragging its feet on the launch of its striking new EV. However, some of the comments may be exaggerated, considering it hasn’t been that long since the concept broke cover. We first saw the Type 00 in December 2024, and less than two years will have passed by the time the production model finally debuts.

Sure, the teaser campaign has been rather exhausting, but Jaguar’s approach is understandable given the importance of its striking GT. That’s all in the past now, as we won’t have to wait much longer for the wraps to come off. The world premiere will take place sometime in October during a “mind-blowing launch” event in New York.

Lennard Hoornik, Jaguar Land Rover’s Chief Growth Officer, announced the timeline during the 2026 JLR Investor Day, where he also said the debut will be handled in a “very special way.” The company is confident it will be a commercial success, despite the fierce controversy surrounding the concept’s design and its electric-only powertrain:

Photo by: Jaguar

‘My strong feeling is that if you’ve got a great proposition, you’ve got a great emotion, then there will be great numbers coming out. The sentiment, which was extremely negative as you all know, has turned around into a positive one. I think it kind of helped us a little bit because we are really focusing on innovation and on making this car the best innovative car ever.’

Sitting on standard 23-inch wheels, Jaguar’s glamorous EV will be a stately GT measuring about 204.7 inches (5.2 meters) long, with a gargantuan 126-inch (3.2-meter) wheelbase. It will feature charging ports on both front fenders for added convenience. Outward visibility is unlikely to be stellar due to the small side windows and the absence of a rear window. Still, a plethora of cameras should at least partially offset the modest greenhouse.

Power will be provided by three electric motors producing more than 986 hp and 959 lb-ft (1,300 Nm) of torque. A massive 120-kWh battery has already been confirmed with support for 350-kW charging. As for range, the new Jaguar is expected to do about 400 miles (644 kilometers) per the EPA and a slightly higher 430 miles (692 km) per WLTP.

11

Source: Jaguar

Motor1’s Take: Not long to go until we find out whether the Type 01 lives up to the hype. A lot is riding on the EV now that Jaguar has abandoned all of its previous models. The stakes are high, but JLR appears optimistic, projecting that wealthy buyers will warm up to the car’s exuberance and fork out well over $100,000 for one.

Don’t expect a return to combustion engines: Jaguar has made it clear that ICE is not coming back. In other words, the company’s future is EV or bust.

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Morgan has turned its stunning Midsummer roadster into an ultra-exclusive coupé – its first hard-top in more than a decade.

Limited to just nine examples, the Midsummer Coupé is Malvern’s first fixed-roof model since the Aero 8 bowed out in 2015 and brings to an end production of the Pininfarina-designed coachbuilt special.

Morgan says all nine cars will be highly individualised, courtesy of the expansive array of personalisation options it offers through its in-house coachbuilding division. No pricing has been announced yet, but the coupé is expected to command a healthy premium over the £200k, 50-off roadster.

While the coupé is technically identical to the roadster – sharing its Plus Six-derived fundamentals and 335bhp BMW straight six – Morgan says it introduces “dramatically different proportions”, with a bespoke design that “fundamentally changes the character of the car”.

The roof itself is effectively a full glass canopy, split in the middle by a distinctive dividing strip that continues down the whole length of the car.

Morgan says the “roof was never conceived as a purely stylistic addition” but rather to “enhance the ownership experience” by improving refinement, practicality and year-round usability. 

Transforming the car from open-roof barchetta to coupé “required significant structural development”, the firm adds, highlighting the billet-machined aluminium A-pillars that have been installed to preserve body rigidity. 

Morgan chief design officer Jonathan Wells said: “Midsummer Coupé represents the culmination of an extraordinary creative journey. What began as a celebration of coachbuilding, craftsmanship and collaboration has evolved into one of the most ambitious and rewarding projects we’ve ever undertaken.

“Working alongside the team at Pininfarina, together with our own designers and engineers, has been both a privilege and immensely rewarding. Midsummer Coupé marks the closing chapter of that remarkable collaboration, but it also represents a defining moment in Morgan’s coachbuilding story.”

The coupé pictured here is car number 0 – a final design prototype that provides the basis for the nine customer cars. After a stint on display at the firm’s Malvern HQ, it will be shipped to the Hague in the Netherlands, where it will be put on display at the Louwman Museum – the world’s oldest private collection of historic cars. 

• Porsche vows to keep the 911’s gas engine for eternity.
• The hybrid version ensures the model’s survival amid stricter emissions regulations.
• New EVs outside of the 911 lineup are under development.

Porsche has a plan. It’s called “Strategy 2035,” and we’ll learn everything about it on October 7 during a Capital Markets Day. Expect a myriad of announcements about upcoming products, but Zuffenhausen is already making it clear there won’t be a purely electric 911. Speaking at this week’s Annual General Meeting, CEO Michael Leiters vowed to keep the combustion engine and safeguard the car’s future through hybrid technology.

‘The hybrid drive system is not seen as a bridging technology. For the 911, the specially developed performance hybrid powertrain is a fundamental building block, a sort of elixir of life for the future. Because there will be never be a fully electric 911. We stand by that.’

It’s not the first time Porsche’s boss has ruled out an EV version of the company’s most important car. However, the automaker is now doubling down on that promise, going so far as to say an electric 911 will never happen. The 911 will be the only Porsche without an EV counterpart. The Macan and Cayenne SUVs already have electric versions alongside their combustion-engine models. Similarly, the 718 Boxster and Cayman are returning with both gas engines and EV drivetrains.

Photo by: Porsche

Looking ahead, Porsche has promised a large SUV with three rows of seats positioned above the Cayenne. It was announced a few years ago as an EV-only product, but the company has since had a change of heart and is expected to launch a gas-powered version first. A new hypercar is also under consideration, as Porsche is interested in tapping higher-margin segments on both the two-door sports car and SUV sides.

At the other end of the lineup, a small crossover to replace the first-generation Macan, which goes out of production this summer, is due in a couple of years. During the meeting, Porsche’s head honcho reiterated plans to invest in three types of powertrains: combustion engines, hybrids, and EVs.

Although Porsche’s lineup appears to be expanding, it’s also shrinking at the same time. Leiters wants to “reduce the number of model variants” based on market demand. A clear example is the recent decision to discontinue the Taycan wagons in the United States. However, Motor1 has learned from company officials that the Sport Turismo and Cross Turismo will remain in production for other markets.

‘Porsche stands for clarity and has always been very adept at resolving the tension between individualization and complexity. We must reconnect with this principle more strongly. Our portfolio has become too complex – even compared to the competition.’

Motor1’s Take: Hearing a CEO say the company he runs will never do something is rare in the automotive industry, and in business in general. Time will tell whether Porsche can live up to that promise, but for now, credit is due. The company has made a concerted effort to keep the 911’s engine alive, including experimenting with synthetic fuels. Whether that technology will ever gain widespread adoption is another question entirely.

30

Source: Porsche

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Last year, Ford Motor Company issued more recalls than any other automaker ever. It surpassed the previous record holder, General Motors, by more than double, with 153 recalls affecting nearly 13 million vehicles.   

It’s unlikely that Ford will issue as many recalls this year, but based on what we’re already seeing, the number of affected vehicles could actually surpass 2025’s number. So far in 2026, the Blue Oval has issued 50 recalls involving 11,271,100 vehicles and one recall for 2,633 engine block heaters.

The company’s largest recall so far affects 4.4 million trucks, including the brand’s best-selling F-Series pickup. A software issue could cause the brakes and indicators on a hooked-up trailer to stop working, which the automaker is fixing with an over-the-air update.  

Photo by: Ford

Over the last several years, the automaker’s high number of recalls has drawn widespread attention. It issued the most recalls of any automaker in 2022 and 2023, racking up billions in warranty costs.   

In late 2024, the National Highway Traffic Safety Administration (NHTSA) fined Ford for failing to comply with federal recall requirements. The automaker had also agreed to make several changes in its recall process while meeting quarterly with NHTSA during the three-year consent order.   

Less than a year later, Ford announced that its increase in recalls reflected the automaker’s “intensive strategy to quickly find and fix hardware and software issues and go the extra mile to help protect customers.” The Dearborn-based company said it more than doubled its safety and technical expert teams and increased testing of critical vehicle systems, such as powertrains.   

Below are the 51 recalls FoMoCo has issued so far this year (as of June 23, 2026).     

Engine Block Heater May Short Circuit and Cause Fire

• Potential Number of Units Affected: 116,672
• Models Affected: 2013-2019 Ford Escape / 2013-2018 Ford Focus / 2015-2016 Lincoln MKC

Engine Block Heater May Short Circuit and Cause Fire

• Potential Number of Units Affected: 2,633
• Models Affected: 2011-2026 Ford Engine Block Heaters

Engine Block Heater May Short Circuit and Cause Fire

• Potential Number of Units Affected: 2,403
• 2016-2018 Ford Focus / 2019, 2024 Ford Explorer 

Inadequate Windshield Bonding/FMVSS 212

• Potential Number of Units Affected: 8
• Models Affected: 2026 Ford Explorer

Brake Lights May Fail to Illuminate/FMVSS 108

• Potential Number of Units Affected: 231
• Models Affected: 2025 Ford F-53 / 2025 Ford F-59

Engine Crossmember Improperly Secured

• Potential Number of Units Affected: 1,403
• Models Affected: 2023-2024 Ford Transit

High-Voltage Battery May Cause Fire

• Potential Number of Units Affected: 98
• Models Affected: 2026 Ford E-Transit

Loss of Brake Function/FMVSS 105

• Potential Number of Units Affected: 15,965
• Models Affected: 2025 Ford Transit

High Voltage Battery May Short Circuit

• Potential Number of Units Affected: 24,690
• Models Affected: 2023-2025 Ford Escape PHEV / 2023-2026 Lincoln Corsair PHEV

Rear Suspension Toe Link Fracture

• Potential Number of Units Affected: 412,774
• Models Affected: 2017-2019 Ford Explorer

Trailer Lighting and Brakes May Not Function/FMVSS 108

• Potential Number of Units Affected: 4,381,878
• Models Affected: 2021-2026 Ford F-150 / 2022-2026 F-Series Super Duty / 2022-2026 Ford Maverick / 2022-2027 Ford Expedition /  2024-2026 Ford Ranger / 2026 Ford E-Transit, 2022-2027 Lincoln Navigator

Windshield Wipers May Fail

• Potential Number of Units Affected: 604,533
• Models Affected: 2020-2022 Ford Escape / 2020-2022 Ford Explorer / 2020-2022 Lincoln Aviator / 2020-2022 Lincoln Corsair

Backup Alarm Sound Failure

• Potential Number of Units Affected: 316 
• Models Affected: 2026-2027 Ford E-Series

Driveshaft May Separate

• Potential Number of Units Affected: 11,431
• Models Affected: 2025-2026 Ford F-Series Super Duty

Driver’s Seat May Move Unexpectedly

• Potential Number of Units Affected: 1,189
• Models Affected: 2026 Lincoln Navigator

Passenger-Side Headlight Malfunction/FMVSS 108

• Potential Number of Units Affected: 35,772
• Models Affected: 2025-2026 Ford Explorer

Loss of Drive Power from EGR Valve Failure

• Potential Number of Units Affected: 47,804
• Models Affected: 2025 Ford Bronco / 2025 Ford Bronco Sport / 2025 Ford Escape / 2025 Ford Explorer / 2025 Ford Maverick / 2025 Ford Mustang / 2025 Ford Ranger / 2025 Lincoln Corsair / 2025 Lincoln Nautilus

Incorrectly Displayed Rearview Camera Image/FMVSS 111

• Potential Number of Units Affected: 889,950
• Models Affected: 2020-2022 Ford Escape / 2020-2024 Ford Explorer / 2020-2024 Lincoln Aviator / 2020-2022 Lincoln Corsair

Rearview Camera Image May Not Display

• Potential Number of Units Affected: 849,310
• Models Affected: 2021-2026 Ford Bronco / 2021-2024 Ford Edge

Unintended Brake Light Illumination/FMVSS 108

• Potential Number of Units Affected: 2,422 
• Models Affected: 2025-2026 Ford F53 / 2025-2026 Ford F-59

Moonroof Glass Panel May Detach

• Potential Number of Units Affected: 323
• Models Affected: 2025-2026 Ford Maverick 

Improperly Secured Seat Belt Anchors

• Potential Number of Units Affected: 561
• Models Affected: 2020-2026 Ford Explorer / 2025-2026 Lincoln Aviator

High Pressure Fuel Pump May Fail

• Potential Number of Units Affected: 7,105
• Models Affected: 2020-2022 Ford Super Duty / 2022 Ford F-750

Loss Of Rearview Camera Image And ADAS Features

• Potential Number of Units Affected: 254,640
• Models Affected: 2025 Ford Explorer / 2022-2025 Lincoln Navigator / 2024-2025 Lincoln Nautilus / 2025 Lincoln Aviator 

Front Passenger Air Bag May Not Deploy/FMVSS 208

• Potential Number of Units Affected: 3,170
• Models Affected: 2025-2026 Ford Bronco Sport / 2025-2026 Ford Maverick 

Incorrectly Installed Piston Circlips

• Potential Number of Units Affected: 278
• Models Affected: 2026 Ford Explorer / 2026 Ford Mustang

Inoperative Defrosting And Defogging System

• Potential Number of Units Affected: 55
• Models Affected: 2026 Ford Explorer / 2026 Lincoln Aviator

Windshield Wipers May Fail

• Potential Number of Units Affected: 422,613
• Models Affected: 2021-2023 Ford Expedition / 2022-2023 Ford Super Duty / 2021-2023 Lincoln Navigator

Sun Visor Wiring May Cause Fire

• Potential Number of Units Affected: 140,201
• Models Affected: 2024-2026 Ford Ranger

Block Heater May Overheat And Cause Fire

• Potential Number of Units Affected: 55
• Models Affected: 2026 Ford Bronco Sport / 2025 Ford Maverick

Unexpected Downshift Can Cause Loss of Control

• Potential Number of Units Affected: 1,392,935
• Models Affected: 2015-2017 Ford F-150

Loss of Drive Power Due To Transmission Misalignment

• Potential Number of Units Affected: 4,922
• Models Affected: 2021-2025 Ford Bronco

Missing Front Axle Hub Spindle Nut

• Potential Number of Units Affected: 4,351
• Models Affected: 2025-2026 Ford F53 / 2025-2026 Ford F-59

Loose Bolt In Front Seat Frame

• Potential Number of Units Affected: 179,698
• Models Affected: 2024-2026 Ford Bronco / 2025-2026 Ford Ranger

Hard Top May Crack and Detach 

• Potential Number of Units Affected: 16,200 
• Models Affected: 2021-2022 Ford Bronco 

Vehicle Rollaway Risk/FMVSS 114 

Potential Number of Units Affected: 208 

Models Affected: 2026 Ford Escape / 2026 Lincoln Corsair 

Incorrect Tire and Weight Capacity Information/FMVSS 110, 

• Potential Number of Units Affected: 268 
• Models Affected: 2026 Ford Bronco / 2026 Ford Ranger 

Do Not Drive: Loss of Control from Control Arm Separation 

• Potential Number of Units Affected: 4,653 
• Models Affected: 2021-2026 Ford Bronco Sport / 2022-2026 Ford Maverick 

Seat Belt May Fail to Retract or Extend 

• Potential Number of Units Affected: 419,967 
• Models Affected: 2018-2022 Ford Expedition/ 2017-2022 Lincoln Navigator 

Loss of Drive Power from Engine Failure 

• Potential Number of Units Affected: 1,536 
• Models Affected: 2025-2026 Ford Bronco / 2025-2026 Ford Explorer / 2025-2026 Ford Ranger 

Daytime Running Lights May Not Dim/FMVSS 108 

• Potential Number of Units Affected: 91,198 
• Models Affected: 2019-2020 Ford F-150 

Center Console May Peel Causing Sharp Edges 

• Potential Number of Units Affected: 548,463 
• Models Affected: 2018-2024 Ford Expedition 

Engine Stall From Canister Purge Valve Malfunction 

• Potential Number of Units Affected: 255,404 
• Models Affected: 2012-2018 Ford Focus 

Instrument Cluster Failure/FMVSS 102 

• Potential Number of Units Affected: 4,445 
• Models Affected: 2017 Ford F-150 

Vehicle Rollaway Risk 

• Potential Number of Units Affected: 58 
• Models Affected: 2024 Ford Explorer 

Instrument Cluster May Go Blank on Start-Up/FMVSS 101 

• Potential Number of Units Affected: 2,349 
• Models Affected: 2019 Ford Mustang / 2019 Lincoln Nautilus / 20219 Lincoln Navigator 

Unexpected Downshift Can Cause Loss of Control 

• Potential Number of Units Affected: 44,963 
• Models Affected: 2014 Ford F-150 

Window Automatic Reversal System Malfunction/FMVSS 118

• Potential Number of Units Affected: 18,124 
• Models Affected: 2017 Ford Escape 

Unintended Vehicle Movement 

• Potential Number of Units Affected: 10,742 
• Models Affected: 2018 Ford F-150 

Transmission Clutch May Fracture and Leak Fluid

• Potential Number of Units Affected: 5,252 
• Models Affected: 2013-2016 Ford Fusion / 2015-2018 Ford Focus 

Steering Wheel Hands-Off Detection Alerts May Fail

• Potential Number of Units Affected: 1,013 
• Models Affected: 2018 Lincoln Nautilus 

Source:

National Highway Traffic Safety Administration

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• Hyundai isn’t pursuing wagons because sales keep slipping.
• Its SUVs are more profitable than wagons.
• The long-roof i30 is still available in certain markets.

It was only a couple of months ago that Mercedes’ Head of Exterior Design gave his blunt take on the state of the wagon in 2026. Robert Lešnik said “nobody is buying them in America” and the “Chinese don’t understand them.” Now, a mainstream automaker is also sounding the alarm for estates as the segment continues to decline. Hyundai’s European boss believes the future looks bleak for this body style as SUVs continue to gain traction.

Speaking with Auto Express, Xavier Martinet said Hyundai isn’t spending money on new wagons because there isn’t enough customer interest to justify fresh investment. Echoing Mercedes’ position, Hyundai has also concluded that buyers in the United States and China are not interested in wagons. The company still caters to wagon enthusiasts in select markets where the i30 Estate remains available, but the model is beginning to show its age after nearly a decade on sale.

‘There’s a reason we don’t talk about estates much: in this segment demand is not growing. You allocate your investment and [engineering] resources to projects that make the most sense. Right now, there’s some demand, but not a lot, so it doesn’t justify it.’

SUVs Are More Profitable

Aside from weak demand, there’s another reason Hyundai isn’t allocating budget and resources to new wagons. Martinet admitted SUVs generate higher profit margins: “Usually we manage to make more money with an SUV than a station wagon.” While it’s easy to criticize automakers for launching the umpteenth crossover, that’s what buyers want, and it makes the company more money than a slow-selling wagon with a lower profit margin than an equivalent SUV.

That’s not to say wagons are dead. Europe remains the last bastion for long-roof models, and there are still plenty of compact and midsize estate cars for buyers who don’t want to deal with the downsides of an SUV. From the Volkswagen Golf Variant to the BMW 5 Series Touring, Europeans remain relatively spoiled for choice. Just last week, Audi brought back the A6 Allroad and gave it some RS6-worthy wide hips.

Even Hyundai’s sister brand Kia remains committed to the segment, launching the K4 Sportswagon in Europe as a replacement for the aging Ceed Sportswagon. It competes against models such as the Skoda Octavia Combi from the VW Group and the Peugeot 308 SW from Stellantis. It shows that the wagon isn’t completely dead, but there’s clearly more money to be made with SUVs.

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Source: Motor1.com

Motor1’s Take: I don’t think the wagon segment will ever disappear. Even with the meteoric rise of crossovers and SUVs, there will always be a group of buyers who prefer an estate for all the benefits it offers. Having owned a Fabia Combi back in the day, I’m certainly among them, and I’m fortunate to live in Europe.

However, I realize there’s not much choice outside the continent, and given the current state of the market, that situation is unlikely to change. On a positive note, Audi has confirmed that the A6 Allroad will return to the U.S. in 2027.

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The Audi A3 is getting a technical and visual refresh in Europe. The updates mainly focus on interior design, the integration of a panoramic display, and an expanded lineup of driver-assistance systems. The update applies to all body styles and powertrain variants in the compact-car range, including the sport-focused S3 and RS3.

Redesigned Interior

At the center of the interior update for the A3 is a new cockpit layout with a so-called curved display. It consists of an 11.9-inch Virtual Cockpit and a 12.8-inch MMI panoramic display. A wider trim inlay across the dashboard, running from the instrument cluster to the passenger side, creates a continuous horizontal design line.

On the left, you can see the new cockpit; on the right, the previous version. It’s clear that, unfortunately, the climate controls lose their physical buttons. The steering wheel previously used real buttons as well.

According to Audi, the interior can be configured with four material choices, including carbon fiber, Dinamica microfiber, and two textile fabrics called Impressum Black and Light Crepe. The center console has been revised so the phone storage compartment now faces the driver.

It includes a wireless charging function rated at 25 watts. The steering wheels use a mechanical roller within the multifunction controls. Buyers can choose between two double-spoke designs and a three-spoke wheel flattened at the top and bottom for S-line and S models.

Expanded Driver-Assistance Systems

The available driver aids have been reorganized and are offered in three package levels: Tech, Tech plus, and Tech pro. The integrated adaptive driving assistant plus combines adaptive cruise control with active lane guidance at speeds up to 130 mph. On models with an automatic transmission, the system manages longitudinal and lateral control using lane markings, road edges, and surrounding traffic.

It also enables automatic lane changes on highways after the turn signal is activated, as well as automatic slowing at red lights and moving off again when the light turns green. For the first time, the system uses swarm data to adjust speed to the average traffic pace on a given section of route.

11

Source: Audi

Using online data, lane guidance can also be used in urban and rural areas even when lane boundaries aren’t clearly visible. This data-based feature is included at no cost for three years from delivery, and can then be extended for a fee.

For parking maneuvers, four wide-angle surround cameras provide a three-dimensional 360-degree view of the vehicle’s surroundings in the MMI. The Park Assist plus and pro systems recognize parking markings via camera and can steer the vehicle autonomously into parallel and perpendicular spaces, controlling steering, acceleration, braking, and gear changes.

Park Assist pro additionally offers a remote function that lets the driver control parking in and out from outside the vehicle via a smartphone app. A new feature called trained parking also allows up to five individual parking maneuvers—each up to 164 feet long—to be stored and replayed automatically.

Connectivity And Digital Add-ons

Through app connectivity, drivers can remotely check vehicle status information, including parking location, lock status, window and lighting status, as well as odometer reading, fuel level, tire pressure, oil level, and service intervals. The auxiliary heater, along with locking and unlocking, can also be controlled via smartphone.

Through the “Functions on Demand” program, certain software-based features can be activated later for a fee, including a package intended to optimize audio playback and a virtual surround-sound function.

Body Styles And Powertrains

There are no changes to body styles or powertrains: In addition to the Sportback and Sedan, the range includes the A3 allstreet crossover model available since spring 2024, which has about 1.2 inches of additional ground clearance and off-road-style design cues. The engine lineup includes gas and diesel engines offered in outputs of 114 hp and 148 hp.

23

Source: Audi

As a plug-in hybrid, the A3 e-hybrid offers a total system output of 201 hp or 268 hp, with a combined electric range of up to 89 miles on the WLTP cycle. The battery can be charged via DC fast charging in around 30 minutes, and maximum towing capacity increases by 661 pounds to 3,748 pounds.

35

Source: Audi

The S3 and RS3 performance models both feature quattro all-wheel drive and a torque splitter that distributes torque variably across the rear axle. The S3 is powered by a 328-hp turbocharged four-cylinder, while the RS3 uses a 394-hp turbocharged five-cylinder. Visually, the sport models are set apart by specific grille badges and their own digital daytime running light signatures, with the RS3 standing out thanks to its wide fenders. With the Matrix LED headlights, drivers can select from four different daytime running light designs via the MMI.

28

Source: Audi

Launch Date And Pricing

The refreshed A3 models will be available at dealerships starting in mid-September 2026. In Germany, the A3 Sportback starts at €31,850, while the A3 Sportback e-hybrid starts at €45,350. The performance variants start at €57,200 for the S3 and €68,500 for the Audi RS3.

Audi

• Make: Audi
• Model:
• URL:

  Audi

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“In our battery, in order to get to the modules you drop the fluid, you absorb the fluid – put it into a bucket – you open the battery and you can actually pull out the modules. There’s no gooey stuff that you have to get rid of or that you have to try and shred out.”

Aside from the battery, a significant improvement in the Triple10’s environmental credentials is brought by its use of recycled and naturally-occurring materials. Its chassis is made from recycled aluminum, which is claimed to produce 10% of the CO2 emissions of new ‘virgin’ material. Its roof and wheels, meanwhile, are made from recycled carbonfibre. Its interior upholstery is derived from flax.

Asked about the practical application of a car in the vein of the Triple10, Lars Nieslen, Shell Lubricants’ global business development manager, told Autocar: “[Those who] buy a big SUV with a long range may not have a fast-charging problem because they may live in a residential area, have a wall box, and can charge overnight. Then they have the convenience of fast charging. 

“But actually, where would this technology be more appropriate? We think it’s in urban areas, where you don’t have access to charging infrastructure all the time so you charge on the go.

“You don’t want to be standing there for too long: surveys [we conducted] say a good time is up to 10 minutes. We took these elements and decided, we need a smaller car, we need to make it more affordable by making it lighter, with less material, and a smaller battery but it needs to be fast-charging. We are addressing that segment, but we do not see such a technology coming in at the moment.”

• Japanese automakers are now selling American-made vehicles in their home country.   
• Nissan and Toyota are warning buyers that the quality of these vehicles might not match expectations.   
• Both warn buyers of poor paint, misaligned panels, and other possible defects.   

In an embarrassing twist of fate, American-made vehicles imported to Japan from Toyota and Nissan come with a notice for buyers—the quality might not be up to par with what Japanese buyers expect.

Last year, US President Donald Trump signed a trade agreement that opened the island nation to US-made vehicles. Toyota and Nissan are now shipping the American-made Tundra, Highlander, and Murano to the island nation, but they might have defects domestic buyers aren’t used to seeing.

Photo by: DW Burnett / Motor1

The notice on the Murano states (translated) that “this vehicle is manufactured to specifications intended for overseas markets and differs in quality standards applied to vehicles destined for the Japanese domestic market.” 

The notice continues, stating that the SUV may have dust particles in the paint, traces of sealant residue, or misaligned or uneven panels and gaps. Thankfully, Nissan notes, “These differences do not affect the vehicle’s functionality or performance, so you may use it with confidence.”

Toyota has a similar warning on the Tundra and Highlander, stating that the paint finishes are “designed for overseas markets” and that customers may notice thin paint, color variations, polishing marks, and dents.   

Both automakers also warn buyers that several features might not work in Japan or haven’t been homologated, such as the Murano’s instrument cluster and infotainment display. The Nissan only offers English, Spanish, and French. On the Toyotas, features like traffic sign recognition and maps won’t work.

Motor1’s Take: It’s unclear whether these cosmetic issues will bother Japanese buyers interested in these American-made vehicles. It might be other issues that deter potential customers, such as the lack of certain country-specific features.  

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• Hyundai plans to enhance its simulated gearbox technology in its next-gen electric N models.   
• Possible features could include idling, backfiring, and vibrations.   
• Hyundai is already testing upgraded technology.   

Hyundai’s next generation of performance EVs might have even more digital fakery. They will feature enhancements to the brand’s N e-shift simulated gearbox technology that could add idling, backfiring, vibrations, and other combustion quirks to the EV driving experience.  

“We are not the serious Porsche guys,” said Manfred Harrer, the automaker’s head of R&D, in an interview with Autocar. “We are fun to drive.”  

Harrer didn’t specify what enhancements Hyundai will add, only imagining the possibilities, but he confirmed to the publication that the automaker is already testing the technology.

“We are leading—we are not following—on this technology,” said Harrer, adding that he wants to “make it even more realistic” and “enhance it further.”  

What’s Next For Hyundai’s Electric N Models  

Hyundai’s next-gen electric N cars might arrive with more than just fancy software to enhance the driving experience. The automaker recently filed a patent for a shift-by-wire mechanism that can operate like a gated manual or a traditional automatic transmission.   

The new shifter has a clutch that enables manual mode and a neutral position, recreating the manual transmission regardless of the actual gearbox. It would be a perfect addition to Hyundai’s N cars when paired with new software upgrades.  

The new electric N cars will ride on the automaker’s upcoming Integrated Modular Architecture (IMA) that Harrer classifies as not a “revolution” but a “huge evolution,” which will have “incremental improvements” over the E-GMP that it will replace. It underpins the Ioniq 5, the Ioniq 6, and the Ioniq 9. 

The platform will offer upgraded thermal management and new battery technology to improve efficiency and reduce costs, but it’s unclear when Hyundai will begin launching its next-gen EVs. The brand’s first EVs are five years old, so the replacements should begin arriving in the next few years.  

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Motor1’s Take: We are not shocked that Hyundai would double-down on its fake gearshift technology. Despite the criticisms, people are enjoying the it, so much so that other automakers have followed Hyundai’s lead and add similar software enhancements. 

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Open the pleasingly weighty door with its frameless window and what faces you is clearly a big departure from existing Mazdas. Instead of an array of buttons, a small screen and lots of interesting shapes, you get a massive touchscreen on an otherwise fairly plain dashboard. Judging by the new CX-5 SUV, which is a complete Mazda original, the brand is clearly happy to go down this route, but whichever your preference, it must be said that something of what normally sets Mazda apart is being lost.

To its credit, you can see where it’s put the effort in to differentiate the 6e from the source material. In Takumi Plus trim there’s lots of nice caramel-coloured leather and suede, which gives a classy feel, though it’s somewhat let down by the scratchy feel of the faux-leather around the windowsills. Standard Takumi trim gets synthetic leather in either beige or black.

Conversely, being able to see what Mazda has managed to change means you can also clearly spot what couldn’t be altered. This is exemplified by – stick with us here – typography. Mazda has quite a distinctive, classical font that it uses across its website, literature and the infotainment of its ‘own’ cars. In the 6e, it pops up here and there but not consistently. Instead, it’s mixed with more generic letters and numbers.

All the screens feel very Chinese. Like in many BYDs, Jaecoos, GWMs and the like, a lot of information, widgets, icons and graphics are thrown at you with little sense of hierarchy, which makes it all harder to use on the move than it should be. And, because the main 14.6in screen is angled away from the driver – or towards those in left-hand-drive cars, such as those in China and Europe – and so large, it can be especially distracting to hit icons in the top-left corner, while on the move. 

There are much worse digital interfaces out there; here you have Apple CarPlay, Android Auto, the climate controls are in a permanent toolbar at the bottom of the screen and it’s pretty responsive, but none of it is particularly pleasing. Mazda likes to talk about craftsmanship, but this gives off cheap Android phone vibes. Particularly so the built-in sat-nav, which read a direction to ‘6G road’ as “s-i-x gee road”, rather than just saying “six”, as a human would. 

Helping matters is the inclusion of two shortcut buttons on the steering wheel, which can be mapped to functions that should really be permanent fixtures: wiper speed, the strength of the regenerative brakes and whatsuch.

The driving position places you slightly too high in relation to the controls, with your head in the rafters. But because there’s enough adjustability and a comfortable seat, you get used to it.

Rear seat passengers have ample knee room, but a high floor and a low roof mean it’s not as accommodating as it seems at first.

The boot is quoted at just 336 litres, although it seems like more, and there’s a 72-litre frunk with a handy fitted removable basket.

• The largest Skoda in the lineup is the company’s first model with flush door handles.
• Peaq comes in five- and seven-seat configurations.
• Customers can choose from rear- and all-wheel-drive versions.
• It can do more than 373 miles on a single charge with the bigger battery.

We rarely get the chance to talk about Skodas because the Volkswagen Group still has no intention of bringing the Czech brand to North America. However, we couldn’t miss the opportunity to highlight a new addition to the company’s sprawling lineup. Remember the Vision 7S concept? It’s been nearly four years since Skoda signaled its plans to enter the electric three-row SUV segment. The production model is now finally ready for prime time.

At 4874 millimeters (almost 192 inches) long, it’s the longest model in the lineup. Since it rides on a dedicated EV platform, Skoda stretched the wheelbase to maximize interior space. It measures 2965 mm (116.7 in) between the axles, leaving plenty of room for passengers in the rear. If you don’t need the third row, the five-seat version offers the largest cargo area of any Skoda, with an enormous 1,010 liters (35.6 cubic feet) of space.

Even the three-row model can still accommodate 299 liters (10.5 cubic feet) without folding any seats. For smaller items such as charging cables, there’s an additional 37 liters (1.3 cubic feet) of storage in the front trunk. At this point, you’ll probably need a van to haul even more stuff.

Photo by: Skoda

The Peaq Has Many Skoda Firsts 

Skoda’s answer to the Hyundai Ioniq 9 and Kia EV9 introduces a host of firsts for the brand. Never before has a model from Mladá Boleslav featured flush door handles. The Peaq also debuts a huge electrochromic roof spanning 2.12 square meters (22.8 square feet) with nine switchable segments. It’s the first Skoda to integrate windshield washers into the wiper blades, improving cleaning performance and more efficient use of washer fluid.

However, the most important novelty is the vertical touchscreen. Skoda is rolling out a new Android-based infotainment system with a 13.6-inch display that sticks out from the dashboard like a sore thumb. There’s a good chance we’ll see it in future models as well, considering the electric Octavia wagon concept featured it too.

Circling back to the Peaq, it at least retains a handful of physical controls on the center console for adjusting temperature and fan speed. However, we can’t help but notice that it misses out on the three customizable knobs with built-in screens found in the company’s largest combustion-engine models: the Superb and Kodiaq. Skoda thankfully hasn’t eliminated the dedicated driver’s display, as there’s still a 10-inch digital instrument cluster that can be optionally paired with a head-up display featuring augmented reality technology.

Photo by: Skoda

The Interior Borders On Premium

It may come from a mainstream brand, but the Peaq offers more than a few high-end niceties through the Relax Package. Tick that box, and the electric SUV comes with massaging and ventilated seats, electrically adjustable footrests, front cushions, a folding table, and even a Sonos sound system. You’ll also spot wood trim to elevate the cabin further.

We haven’t touched on styling yet because the Peaq adopts a familiar design derived from the Vision 7S concept and the smaller Epiq electric crossover revealed earlier this year. We’re not entirely sold on the Skoda lettering on the rear pillar or the illuminated grille, but the overall styling certainly won’t offend anyone. The “Modern Solid” design language plays it safe, much like all Skodas of the Volkswagen Group era. Buyers can choose from 10 body colors and several aerodynamic wheel designs ranging from 19 to 21 inches.

Skoda Peaq: RWD And AWD, Two Batteries

The electric SUV comes with two battery options, offering gross capacities of 63 kWh and 91 kWh. The smaller pack delivers more than 286 miles (460 kilometers) of range on a single charge, while the larger battery extends that figure to over 373 miles (600 kilometers). When the battery runs low, DC fast charging from 10 to 80 percent takes about 28 minutes.

Single-motor, rear-wheel-drive variants will be available with 201 hp and 282 hp. Upgrade to the dual-motor, all-wheel-drive configuration, and Skoda rewards you with 295 hp. The AWD model is predictably the quickest of the bunch, taking 6.7 seconds to reach 62 mph (100 km/h). The more powerful of the two RWD versions, along with the AWD model, top out at an electronically limited 112 mph (180 km/h). The entry-level version won’t go any faster than 100 mph (160 km/h).

The new Skoda Peaq goes on sale in Europe later this year as one of the Volkswagen Group’s largest mainstream electric vehicles based on the bespoke MEB platform, joining the ID.7/ID.7 Tourer from the core VW brand.

23

Source: Skoda

Motor1’s Take: The Peaq does what Skoda does best: provide a cavernous cabin, now more than ever before. It’s aimed at buyers who need an even roomier alternative to the Kodiaq and are willing to switch to an EV to take advantage of the packaging benefits that come from eliminating the combustion engine.

The Peaq isn’t replacing the Kodiaq in the lineup because Skoda understands that the winning formula is giving customers what they want: combustion engines, plug-in hybrids, and full EVs. It has the numbers to back up the strategy. In the first quarter of 2026, it became Europe’s second-best-selling brand for the first time after delivering 222,500 vehicles across the 27 EU countries, plus the UK, Iceland, Liechtenstein, Norway, and Switzerland.

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Skoda has unveiled the Peaq as its new flagship – and its most expensive car to date, priced from £51,980.

As the jewel in the crown of the brand’s electric SUV range, the Peaq is a high-rise seven-seater positioned as an equivalent to the combustion-engined Kodiaq SUV.

It is also Skoda’s largest model yet, stretching the Volkswagen Group’s MEB architecture to 4.9m in length and 1.7m in height. The new SUV has been designed to maximise interior practicality and flexibility.

Skoda says it has generous leg room in the second and third rows, while the high roofline is said to boost head room in the rearmost seats. Skoda claims a boot capacity of 299 litres with all three rows in use, rising to 890 with the third row folded flat, or 2075 with only the front seats in situ. There is also a 37-litre compartment under the bonnet for stowing either the charging cable or the parcel shelf.

As Skoda’s new flagship, the Peaq also offers a range of features typically reserved for more luxurious models. These include reclining massage seats with footrests, a Sonos sound system and the largest panoramic roof yet offered by the Czech brand-it is capable of dimming or lighting specific segments of the cabin as the driver chooses.

The Peaq features a new 13.6in infotainment touchscreen display with haptic feedback, while physical toggles for the fan speed and interior temperature feature on the centre console.

Key driving information is displayed on a 10in instrument screen, and an optional head-up display will be available on models ordered from next year.

The seven-seater is also the flag-bearer for the ‘Modern Solid’ design language that was introduced in full with the Epiq, the other bookend to Skoda’s electric SUV line-up.

Notably, the Peaq’s door handles retract back into the body when the car is locked or moving to improve its aerodynamics performance, which is crucial for improving range in such a large EV. The electronically operated handles, which extend automatically when the car is approached with key in hand, also feature a mechanical fail-safe release for use in emergencies.

The Peaq will be offered with two powertrains from launch, named 90 and 90X. The 90 has a 282bhp electric motor mounted on its rear axle, while the 90X adds a motor up front for four-wheel drive and a combined output of 294bhp. Both versions have an official range of 390 miles.

The Peaq’s 86kWh (usable capacity) battery can be recharged at rates of up to 199kW, giving a 10-80% refill in 28 minutes on a compatible charger connection. The pack can also be used to power external devices.

Customer deliveries will begin early next year. 

• Mitsubishi CEO says it can’t afford a massive investment in EVs.
• It will collaborate rather than build from the ground up.
• Foxconn is building another EV for Mitsubishi. 

Developing a new vehicle from the ground up costs a lot of money, money that Mitsubishi does not have. That’s evident by looking at the company’s latest model, the Eclipse Sportback, which is essentially a rebadged version of the Nissan Leaf electric vehicle.

Mitsubishi’s CEO was open about why the company isn’t going all-in on developing new EVs during the company’s shareholder meeting on June 18. As originally reported by Automotive News, Takao Kato said:

‘The reality is that [EV] growth has been slowing down globally. For now, our approach is to address this through collaboration.’

Kato-san explained to shareholders that building a bespoke EV for Mitsubishi would require a “massive investment” and if the company was forced to incur significant losses due to lower-than-predicted sales, it would “pose a major management problem.”

2027 Mitsubishi Eclipse Sportback

Photo by: Mitsubishi

Mitsubishi Isn’t The Only One

Fellow Japanese automaker Honda recently opted to scrap its upcoming 0 Series EVs just before they were set to launch, incurring nearly $16 billion in restructuring costs. Such a move would be far more disastrous for Mitsubishi, which sold 883,828 vehicles in 2025 compared to Honda’s 3,396,057.

Mitsubishi will announce another EV later this year, built by Foxconn in Taiwan. It’s unlikely that this vehicle will be sold in the United States, and it will be exported to nearby markets like Japan and Australia. Mitsubishi currently sells an EV that uses the Eclipse Cross name, but like the Eclipse Sportback, it is a rebadged model based on the Renault Scenic E-Tech.

Despite being one of the first automakers to offer an EV back in 2009 with the i-MiEV, the vehicle was never given a second generation, and none of Mitsubishi’s other small EVs from the Japanese market were ever brought stateside. Instead, the company has relied on the Rogue-based Outlander and the Outlander PHEV, which recently got its own reverse rebadge job from Nissan called the Rogue PHEV.

Motor1’s Take: Rebadged vehicles may not be the most exciting new products, but they help an automaker like Mitsubishi compete in a new segment without a massive investment. The Eclipse Sportback also adds one more affordable EV in a market that is devoid of meaningful options, so having one more to choose from, even if it’s technically a duplicate, is not something to frown upon.

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Next month’s Goodwood Festival of Speed will play host to a major vehicle reveal for French automaker Alpine. On July 9, 2026, the next-generation Alpine A110 mule will make its public global debut, with the BWT Alpine Formula One Team there to present the car. This includes the team’s two drivers, Pierre Gasly and Franco Colapinto.

For readers who aren’t familiar with Alpine, the French manufacturer dates back to the 1950s and is most well known for the original A110, built from 1963 to 1977. Alpine brought back the A110 name in 2017 with a new mid-engine sports car designed to rival the Porsche Cayman, but despite constant rumors of it coming to America, the car has never been sold stateside.

The third-generation Alpine A110 will be the first to feature a fully electric powertrain using the company’s all-new Alpine Performance Platform (APP). Alpine says the APP makes the new A110 the “world’s first true EV sports car.”

Rumors suggest the first model on the APP will have an 800-volt architecture with two electric motors positioned at the rear to maintain a 40:60 weight balance. An aluminum construction will help keep the weight down to Alpine’s targeted 1,400-kilogram (3,086-pound) curb weight, which, combined with active torque vectoring, should ensure it remains fun to drive. While that doesn’t match the current A110’s svelte 2,400-pound mass, it’s pretty light for an EV.

In addition to the A110 coupe, Alpine is expected to launch a convertible variant, something that was not available in the past generation. The APP will also spawn a larger sports car with a 2+2 configuration, which could go head-to-head with the Porsche 911 at a higher price point. Electric powertrains are the only ones confirmed officially, but Alpine says APP was built to house a gasoline engine if needed.

Seeing as the current A110 was never brought to the US, it’s unclear if this new one will be sold here. The car is electric, so Alpine doesn’t have to worry about emissions, giving the company one less hurdle to overcome in addition to crash testing and launching a new brand.

Motor1’s Take: We would love to see any new sports car in the US, but it seems like an uphill battle. Unless Alpine brings it with a gasoline engine, the decreased demand for EVs following the elimination of the federal tax credit could limit the A110’s appeal. Electric sports cars were already struggling to find a market, as evidenced by Porsche delaying the launch of the next-generation 718.

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Defining the word ‘greatest’ isn’t easy in this context.

After all, it could mean the biggest, the most powerful, the most relevant, the most exciting – or a combination of these things. So when choosing our 50 favourite road car engines, to be in with a chance of consideration each powerplant has to be either built in huge numbers, or really get our juices flowing – and ideally a combination of the two. Let’s take a look at what we reckon are the best, in chronological order:

Ford flathead V8 (1932)

In the 1920s many family cars could barely crack 40mph. Then Ford introduced its flathead V8 and suddenly much greater numbers of car buyers could acquire a car that could sit at 60mph all day long. The flathead V8 wasn’t all that efficient but it was simple, tough and reliable, which is why it remained in production in Ford’s cars until 1954 but incredibly it was used in Simca military trucks until the 1990s. It was the final major engineering contribution by Henry Ford (pictured) to the company.

Volkswagen flat-four (1936)

The Beetle is one of the biggest-selling cars in history and every one of them was powered by an air-cooled flat-four. Initially it was an 1131cc unit, but by the time the final air-cooled Beetle was built this had swollen to 1584cc, although displacements of up to 2.0 litres were offered in the Type 4. The same engine powered the Type 2 camper and Transporter – and provided the basis for the Porsche 356’s powerplant.

Ferrari Colombo V12 (1947)

In a world of 2.0-litre four-cylinder engines, the idea of a 1.5-litre powerplant featuring 12 cylinders might seem utterly bonkers. But that was the specification of the first Ferrari engines; the 125 featured a 1497cc unit rated at 116bhp. By the time the Colombo-designed V12 bowed out in 1989, when the 412i was axed, the displacement had grown to 4.9 litres and the power output had jumped to 318bhp. Along the way we’d have numerous iterations of the 250, the 275 and the 365GTB/4, better known as the Daytona.

Citroën flat-twin (1948)

There can be no denying that the Citroën 2CV (pictured) was a landmark car, and part of its charm was the noise generated by the brilliantly over-engineered air-cooled flat-twin that sat in the nose. Initially seen in 375cc form, later would come 425cc, 435cc and finally 602cc versions of this Gallic powerplant, which was also fitted to the Ami, Visa, Mehari, Dyane, Bijou and Acadiane.

Jaguar XK (1948)

First seen in the XK120 of 1948, the Jaguar XK straight-six powered the E-Type, XJ, C-Type, D-Type and Mk1/Mk2 among others, with displacements running from 2.4 through to 4.2 litres. The XK engine gave Jaguar five victories at Le Mans and provided motive power for Coventry’s finest right the way up to 1992, by which point almost 700,000 copies had been produced.

BMC A-Series (1951)

In production for half a century (1951-2000), the A-Series engine was first used in the Austin A30 and went on to power a massive array of cars including the Morris Minor, Austin Healey Sprite and MG Midget (pictured), Austin Allego, Morris Marina, Austin Metro and all editions of the Mini. Easy to tune and offered in displacements from 803cc up to 1275cc (but expandable to a reliable 1380cc), the A-Series engine has been enjoyed by millions of drivers – including vast numbers of racers.

Jaguar is diving headfirst into its electric future with the Type 01—a massive, battery-powered luxury sedan designed to take on the likes of Bentley and Rolls-Royce. Unfortunately for Jag, the rollout of its next EV hasn’t exactly been met with unanimous praise.

The internet bashed the concept for its Minecraft-like design and the automaker’s, let’s say, unorthodox marketing approach. Regardless, Jaguar pushes on with its new Type 01, revealing its name just a few months before prototypes hit the street. An official debut is scheduled for later this year.

Ahead of what might be Jaguar’s most important debut in the company’s more-than-100-year history, I wanted to speak to the man who spent more than 20 years leading the company’s design department and get his thoughts on Jaguar’s new look and direction.

Photo by: Jaguar

Brutal, But Not Beautiful

Ian Callum is an industry vet. He began his career in the late 1970s with Ford, before working his way up to lead Jaguar in 1999. Callum left the automaker in 2019 to start his own company, Ian Callum Design.

Speaking with him as part of a larger interview about his work on the Aston Martin Vanquish—which you should definitely read, by the way—I asked him a difficult question about his former employer: What does he think of the new Jaguar?

According to Ian, the new Jag (at least, in concept form) lacks one thing: beauty.

‘The [Type 00 concept] is very bold, and it’s very dramatic. It lacks beauty. I won’t deny it’s bold and it’s dramatic; it’s a very extreme proportion. For me, the proportion is too retro… but the extremity is brave. It’s brutal, but it lacks beauty, and I think a criteria of Jaguar is to be beautiful. Not to say it’s a bad design, it just lacks that very important element of Jaguar design.’

Callum would know a thing or two about beauty. During his 20 years as head of Jag’s design department, he penned some of the most iconic Jaguar designs of all time. Callum brought sedans like the XF and XJ to life, as well as coupes like the XK and F-Type.

Callum also came up with the forward-thinking I-Pace, which he still considers one of his greatest designs. His final act at Jag was the gorgeous C-X75 concept. Although it never made it to production, you can still sort of buy one from his company today.

Photo by: Jaguar

Overcoming Electrification

For Callum, though, the Type 01’s lack of beauty isn’t the car’s only issue. He believes that the electric powertrain will also limit the large Jag’s appeal as more buyers eschew pricey EVs.

‘I think where [the Type 01’s] biggest challenge will be is the fact that it’s electric. That’s not an opinion on my part; that’s just a fact of life. If you look at all the electric supercars, nobody seems to want any. People who buy supercars aren’t going to worry about fuel consumption; that’s for sure.’

‘They tend to view a certain age group—generally older. They’re not 25-year-olds; they’re 65-year-olds, and they’re of a certain generation where the noise of the engine and the changing of gears is very important to them. That’s not going to continue forever.’

Callum certainly has a point. Executives have spoken at length about the difficulties of bringing electric vehicles to the high-end performance market. Bugatti-Rimac CEO Mate Rimac said that buyers simply aren’t interested in electric hypercars at the moment. Lamborghini CEO Stephan Winkelmann noted something similar, calling them an ‘expensive hobby.’

It’s unclear what the future might have in store for Jag’s first ultra-pricey EV. We’ll just have to wait and see how it all plays out.

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Volvo 140 (1966)

This feature could have been filled with Volvos, the company has introduced so many safety-related firsts, such as the three-point front seatbelt in 1959. In 1966 came the first crumple zones in the 140-Series; it took a while, but in time such safety features would become crucial to car buyers – and save millions of lives.

NSU Ro80 (1967)

NSU had introduced its Wankel Spider in 1964, but the Ro80 was the car which took rotary engine technology and made it relatively mainstream. Sadly NSU couldn’t make the engine work reliably, and the company was bankrupted as a result, leading to a buy-out by VW. If that doesn’t sound like a great legacy, we have the Ro80 to thank for its wind-cheating design; it took aerodynamics to a whole new level.

Range Rover (1970)

Spyker had offered a four-wheel drive car as early as 1903, but it wasn’t until the Jeep of 1941 that mass-produced 4x4s became a reality. That was the thing about four-wheel drive; it was for utilitarian vehicles. Influenced by the Jeep Wagoneer of a few years earlier, the Range Rover of 1970 took the luxury SUV recipe and moved the game on. Here was a luxury car that could go almost anywhere. Today, the Range Rover is still on top of its game and it looks like an all-new fifth generation version will continue that theme.

Triumph Dolomite Sprint (1973)

The problem with engines that feature just a pair of valves per cylinder, is that you can have either low-down torque or high-end power, but not both. Fit a quartet of valves to each cylinder, and you can have your cake and eat it – as Triumph found when it introduced the first mass-made four-valve-per-cylinder engine in 1973, in its Dolomite Sprint. Once again, it would take a while to catch on, but 16-valve engines would become the norm more than a decade later. PICTURE: late model

Volkswagen Golf GTi Mk1 (1976)

Hatchbacks were always meant to be practical family cars; the idea of crossing one with a sportscar didn’t make sense, until a team of Volkswagen engineers created a hot Golf in their spare time. When the Golf Sport was shown as a project at the 1975 Frankfurt motor show, VW’s management was taken by surprise at the reaction. The hot hatch had been born and it wouldn’t take long for a raft of imitators to arrive.

• Disneyland must retire or convert Autopia’s gas-powered cars to electric by early 2027 under a California emissions agreement.
• The change follows a regulatory violation and settlement over unapproved/uncertified ride engine emissions.
• Disney is developing fully electric replacement vehicles, and the ride is expected to continue operating after the switch.

Disneyland fans have noisily puttered around the park’s iconic Autopia attraction since it opened in 1955. But after more than 70 years mostly unchanged, Autopia is at risk of closing unless major changes are made to the attraction’s infrastructure.

In 2024, Disney was forced to pay $56,250 to the California Air Resources Board after failing to disclose that the attraction’s Honda go-kart engines were operating without certified emission controls—$450 per vehicle. As part of the settlement, CARB also laid out a date by which Disney would need to update the attraction, or risk closing it for good.

According to KTLA, Disneyland has been given a February 1, 2027, deadline to update the Autopia attraction with compliant gas engines, or, more likely, electric motors. Disney officials have previously stated that the park is in the process of updating its iconic Autopia attraction, but this deadline seemingly speeds up the process.

In 2024, Disney issued a statement, saying:

‘As the industry moves toward alternative fuel sources, we have developed a roadmap to electrify this attraction and are evaluating technology that will enable us to convert from gas engines in the next few years.’

Disneyland Autopia, Opening Day 1955

Photo by: Disney

Autopia opened with Disneyland on July 17, 1955, making it one of the original opening-day attractions and still the only remaining opening-day ride in Tomorrowland. The idea was very “Tomorrowland for the 1950s,” in which guests would get to drive small cars on a miniature freeway system, reflecting America’s emerging car culture and the early vision of highways as the future of transportation.

Now, with restrictions looming, it looks as if Disney will fully lean into the futuristic theme with a fleet of electric go-karts.

Motor1’s Take: Autopia’s switch to electric motors is long overdue. If you’ve spent any time in Tomorrowland, the sound and smell of the Autopia cars—while nostalgic for some—don’t exactly scream “tomorrow.”

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Jaguar has finally named the date and location of the launch of its hotly anticipated Type 01 luxury electric GT that kicks off the rebirth of the storied brand.

The launch will take place in New York in October, JLR chief commercial officer Leonard Hoornik told participants at the company’s investor day, held on 17 June. “We will launch it… in a very, very special way,” he said, without going into detail. 

The decision to pick a US location following the concept’s unveiling in Miami last year shows that JLR still believes America will be a key market for the car, despite the country’s rollback of emissions legislation and the criticism from some commentators over the brand’s relaunch.

JLR has reiterated its desire to keep Jaguar electric despite its recent decision to offer hybrid alternatives for its previously electric-only EMA platform, which will underpin replacements for the likes of the Range Rover Evoque and Velar.

“The reason we are saying that is because the kind of performance attributes we want Jaguar to perform against can be delivered only through an electric [drivetrain],” said CEO PB Balaji at the investor day.”

The 1000bhp-plus sports saloon, which heralds Jaguar’s new era as a maker of pure-electric luxury cars, had previously been known as Type 00 after the preceding concept or X900, its internal codename – but was recently confirmed to take the Type 01 name into showrooms.

This is a name with three significant elements, said the company.

The ‘Type’ prefix emphasises the new car’s place in a succession of “legendary predecessors” stretching back to the C-Type racer that won at Le Mans in 1951 and continuing through the D-Type, E-Type and F-Type. 

Each of these cars, said Jaguar, was celebrated for blending “an engaging drive with deep reserves of power, plus refinement and composure” – attributes it aims for the new EV to share.

Meanwhile, the ‘0’ represents its zero-emissions powertrain and the ‘1’ “denotes its status as the first Jaguar of a new era”.

Camouflaged prototypes of the Type 01, which Autocar drove recently in Sweden, took to the circuit for a public demonstration ahead of the Formula E race in Monaco last month as part of the build-up to its October launch. 

The Type 01 will come to market in the first half of 2027, breaking a circa 18-month hiatus on new Jaguar production that began with the retirement of the F-Pace SUV in December.

• Mitsubishi isn’t developing a new Lancer Evolution.
• The company’s president does hope to bring it back one day.
• The Galant and Diamante are also on his wishlist.

The Mitsubishi Pajero is coming back, but what about other iconic nameplates? It’s a good question that came up during a Q&A session with shareholders. Three sedans were specifically mentioned: the Lancer Evolution, Diamante, and Galant. As for why the Eclipse wasn’t brought up, it has already returned. Much to purists’ dismay, the name has been repurposed for not one, but two different crossovers based on Renault and Nissan models.

There are no plans to take a shortcut by reviving the Lancer Evolution as a badge-engineered sports sedan based on an existing product. At the same time, Mitsubishi admits it’s not currently in a position to bring back one of its most legendary nameplates. Still, the company’s president hopes the day will come when the higher-ups feel comfortable dusting off the Evo name once again.

Speaking during the 57th Annual General Meeting of Shareholders, President Keisuke Kishiura touched on bringing back the rally icon:

‘Models such as the Lancer Evolution, Diamante, and Galant are extremely important to Mitsubishi, and we consider them treasures. While we do not have any concrete plans to launch these models at this time, we aim to build a company capable of bringing these wonderful cars back to the market in the future so that we can meet your expectations. I will lead the way in this effort, and I would be grateful for the continued support of our shareholders.’

For now, Mitsubishi isn’t committing to a new Evo, but the statement at least signals a clear desire to revive the performance sedan someday. Kishiura appears genuinely passionate about the Evo and could help lay the groundwork for the model’s eventual return. As they say, grease the wheels.

On a related note, the company’s president also expressed interest in fielding a factory-backed WRC team with a new Lancer Evo. However, judging by the current situation, that remains little more than wishful thinking.

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Motor1’s Take: While a new Lancer Evo is a “no” for now, it’s a “maybe” for the future. How far away? Given that Mitsubishi isn’t currently developing an Evo XI, any realistic chance of it reaching production is unlikely to materialize this decade. The earliest opportunity would probably be in the early 2030s, as the company has bigger priorities to address first. For example, the return of the Pajero will kick-start an entire family of models.

Mitsubishi also needs more in-house products instead of relying so heavily on Nissan and Renault. A properly executed Lancer Evo revival could provide a significant image boost, but the hesitation to build a niche performance car is understandable. Volume-selling models will continue to take priority, and if the stars align, enthusiasts may finally have something to look forward to in the next decade.

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• The electric BMW M3 will have all-wheel drive and four motors as standard.
• It’s likely to become the most powerful M3 ever.
• Expect simulated gear changes and an artificial sound pumped through the speakers.

Earlier this month, the M Concept Neue Klasse broke cover, showing BMW is serious about building an electric M3. In fact, it won’t be long before the production model emerges from hiding, as the road-going car is scheduled to debut sometime next year. While the Bavarians have been making sporty EVs since the i4 M50 arrived five years ago, we have yet to see a full-fledged M car that completely ditches the combustion engine.

The electric sports sedan is likely to become the most powerful M3 in the model’s 40-year lineage, which began with the iconic E30 homologation special in 1986. BMW is unwilling to share an exact figure, but it has confirmed the car won’t match the ludicrous 1,341-horsepower output of the radical Vision Driving Experience concept from early 2025. Reports vary on how much power the four electric motors will produce, but we can make an educated guess.

The new i3 50 xDrive packs 463 hp, and BMW is likely to bridge the gap to the M3 with an M Performance variant (i3 M60) producing well over 500 hp. That would place the true M car comfortably above the 600-hp mark, as Munich will certainly want a clear separation between the two M flavors. Whatever the final figure may be, the ultimate goal isn’t to chase horsepower, according to Christian Karg, Head of Functional Integration and Vehicle Dynamics Engineering.

Photo by: BMW

It’s Not About The Numbers

Speaking with Auto Express, he explained that while numbers matter, they’re not the whole story: “It’s not about the horsepower. That’s a part of the game, but the preciseness of M cars, that’s what’s unique.” The electric M3, which, contrary to rumors, won’t be called the iM3, is said to be “quite amazing” to drive when the production version goes on sale in 2027.

Aside from the quad-motor setup with xDrive and a rough horsepower estimate, little else is known about the electric M3. We do know simulated gear changes will be available, with BMW M Head of Development Alexander Karajlovic telling Piston Heads they’re actually “essential” in a sporty EV: “On the track, with gears, you know how quick you are going into each corner. Simulated ratios will help maintain that in the electric car.”

The Electric M3 Will Have Engine Sounds

There will be sound, too. BMW recorded some of its greatest ICE hits to capture the character of its inline-six, V8, and V10 engines. These recordings will form part of a bespoke soundscape integrated into future electric M models to enrich the driving experience. As with the simulated gearbox, drivers will be able to switch the sounds off.

If you’re not ready for an electric M3, don’t fret. BMW is also planning another generation of the inline-six-powered model, though it is likely to receive some electrical assistance as well. Reportedly arriving in 2028, the gasoline-powered M sedan is expected to pair its six-cylinder engine with a mild-hybrid system to comply with stricter emissions regulations. That move could spell the end of the manual gearbox, and signs are pointing to the elimination of the rear-wheel-drive version. Yes, BMW’s xDrive system offers a switchable 2WD mode, but the extra weight remains.

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Source: BMW

Motor1’s Take: An electric M3 with simulated gear changes will certainly spark debate, but the fact that another gasoline-powered version is on the way should reassure purists. Developing a high-performance ICE vehicle that complies with increasingly stringent regulations is becoming extraordinarily difficult, so BMW deserves credit for sticking with the six-cylinder formula.

For those willing to give an electric M a chance, the concept accurately previews what lies ahead. When the production version arrives next year, it will look nearly identical, but what matters most is how it feels behind the wheel. Driving dynamics will be the deciding factor in convincing enthusiasts to switch from gasoline to electric, and how BMW offsets the EV’s added weight will play a critical role. With a confirmed 100+ kWh battery pack, it won’t be easy.

Sources:

Auto Express, Piston Heads

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LINCOLN SPORT SEDAN – 1950

Well, that’s one way to remove a rear windshield without risking shattered glass—just cut it out. Here, we see the remnants of a 1950 Lincoln, likely a Sport Sedan. Priced at $2576, this was Lincoln’s entry-level model and its best-seller that year, with nearly 12,000 units produced.

However, 1950 was a disastrous year for Lincoln, with production plummeting to just 28,190 units—down sharply from the 73,507 vehicles produced the previous year. In stark contrast, rival Cadillac saw its sales rise by 11,000 units.

NASH AMBASSADOR SUPER – 1950

Nash touted its Ambassador Super four-door sedan as offering the best value per dollar in 1950, confidently claiming it outclassed the competition. Buyers also enjoyed the advantage of single-unit construction, which the sales literature hailed as the “greatest safety feature ever built into an automobile.”

Judging by the condition of this example, it seems to have stood the test of time remarkably well.

PLYMOUTH SUBURBAN – 1958

The 1957 Plymouths marked a radical departure from their predecessors, showcasing a bold new design by Virgil Exner. This striking look carried over into 1958, with only minimal visual changes, as seen in this example. That year, Plymouth sold a total of 55,865 Custom Suburbans, a mix of six- and nine-passenger models.

Despite its rough condition, this particular Suburban is remarkably intact and offers a treasure trove of spare parts.

FORD GALAXIE 500 – 1964

In 1965, the Ford Galaxie received a major restyle, but that didn’t deter buyers from snapping up the 1964 models. Some 593,533 Galaxies rolled off the assembly line that year, contributing to Ford’s impressive total of 1.59 million vehicles produced—the company’s best performance since 1957.

This particular 1964 Galaxie 500 still boasts gleaming chrome that shines brightly under the Minnesota sun.

• Toyota RAV4 engineer says a RAV4-based pickup would be ‘appealing.’
• The automaker has nothing ‘official’ planned.
• Toyota admits there is a market for a smaller truck. 

Despite the Ford Maverick’s monumental sales success, few automakers seem to be in a rush to build a competitor. Toyota has at least shown some interest in making a Maverick rival, with a new interview suggesting that the company is more interested in ever than bringing a small truck to market.

Speaking with Australian outlet Drive, the Toyota RAV4’s chief engineer Yoshinori Futonagane said the company has discussed building a pickup based on the company’s best-selling crossover. That said, Futonagane-san confirmed that the company has “no official plans” to build such a vehicle. He stated:

‘The market for a monocoque pickup truck is quite appealing. Deep in our heart of hearts, we all think, ‘wouldn’t that be fun?”

Toyota Small Pickup Truck Rendering By Motor1

Photo by: Theophilus Chin | Motor1

Small Truck Demand?

While this interview was conducted in Australia, a market known for liking pickup trucks (or utes as they call them), it is far smaller than the American truck market. Australia’s bestselling vehicle in 2025 was the Ford Ranger with just 56,555 units. By comparison, the Ford Series, the bestselling vehicle in the US, moved 828,832 units. Even Australia’s top seller, the Ranger, had higher sales in the US with 70,960 units.

As for the smaller Maverick, it outsold the larger Ranger thanks to its affordable price tag, nimble size, and available hybrid powertrain. Ford sold 155,051 units in 2025, far outmatching the only other vehicle in its segment, the Hyundai Santa Cruz, which moved 25,499 units. Hyundai has since announced it will discontinue the Santa Cruz to build a larger, body-on-frame truck that competes with the Ranger.

Toyota knows there is demand for another truck like the Maverick, and the RAV4’s frugal hybrid powertrain and clever interior would provide a stellar starting point for a competitor. However, Toyota also knows it must be careful not to eat into the Tacoma, the bestselling midsize truck with 274,638 units sold in 2025.

Tacoma has dominated the midsize segment, just as the Ford F-Series has controlled the full-size market. Though Toyota is unlikely to lose its top spot, since the Chevrolet Colorado finished a distant second in sales last year with 107,867 units, the Japanese automaker may not want to cannibalize one of its most successful models, even if it’s only a slight amount.

Motor1’s Take: A Maverick rival from Toyota is long overdue, and with the current outlook on gasoline prices, the Japanese automaker would have an instant hit if it could release the truck this year. We don’t know what such a truck will be called—rumors suggest it could use the Hilux or Stout names—but we believe the market will embrace it no matter what. 

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• Jeep teases new Cherokee Trailhawk.   
• The image shows off a more aggressive front bumper with a red tow hook.   
• The rugged SUV should have a raised ride height, skid plates, and bigger tires when it debuts.   

Jeep has teased the upcoming Cherokee Trailhawk for the first time. It will serve as the rugged off-road offering for the model.   

The lone image reveals little. It shows off the headlight, which looks unchanged, sitting above a redesigned front bumper. The front looks more aggressive, with a red tow hook poking through.   

If it is like the last Cherokee Trailhawk, it will have a pair of front tow hooks and one in the rear. It should also come with an increased ride height, better approach and departure angles, and skid plates.   

Jeep previewed the Cherokee Trailhawk earlier at Easter Jeep Safari with the Cherokee Upland. That SUV had an upgraded suspension, a tweaked face that looks identical to the one in the teaser images, and 18-inch wheels wrapped in 31.5-inch Falken Wildpeak A/T rubber.   

One aspect that remains a mystery is the powertrain and whether Jeep will upgrade it at all. The Cherokee is only available right now with one option—a turbocharged 1.6-liter four-cylinder hybrid paired with a continuously variable transmission.  

It produces 210 horsepower and 230 lb-ft of torque and comes with the Jeep Active Drive I 4×4 system. The last Cherokee Trailhawk used Jeep Active Drive Lock 4×4, which the 2026 Compass Trailhawk continues to use.   

Jeep says it will share more information about the Cherokee Trailhawk later.   

Motor1’s Take: It seemed odd when Jeep launched the fifth-generation Cherokee with a rugged Trailhawk trim, but we are glad the automaker is rectifying the omission. The Cherokee is one of the brand’s most important models—one that needs to show customers what Jeep has to offer.  

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• Roush is developing a new performance truck with Ram.
• The model looks to be based on the TRX.
• This is Roush’s first truck with Ram (not including the old Dodge Dakota).

The famed tuning company Roush Performance, known for its role in creating some of the most recognizable high-performance Fords, is switching gears. The Michigan-based tuner is turning its attention to Ram to help the truck maker with a new performance vehicle.

Little is known about what this truck could be, but the silhouette photo posted to Roush’s Instagram page suggests it could be an even hotter version of the TRX or RHO. These two trucks already offer mega power, but with Roush’s touches, they could become even more insane than they already are.

While we know little about the extent of the two companies’ collaborative efforts, Roush does have a lot it can work with when it comes to the Ram brand. The recently revealed 1500 Rumble Bee seems ripe for some extra performance parts and tunes, as does the 2500 Power Wagon.

Roush currently offers a lineup of modified Ford trucks that range from the Nitemare street truck (pictured below) to the lifted RT6, as well as producing a range of aftermarket parts and kits for other Ford models such as the Bronco and Mustang.

We’ll be curious to see what the two companies are able to cook up.

5

Source: Roush Performance

Motor1’s Take: We think Roush partnering with Ram makes a lot of sense. Both brands like milking as much performance out of trucks as humanly possible, and we can only imagine what sort of beat the two companies can create. 

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Defining the word ‘greatest’ isn’t easy in this context.

After all, it could mean the biggest, the most powerful, the most relevant, the most exciting – or a combination of these things. So when choosing our 50 favourite road car engines, to be in with a chance of consideration each powerplant has to be either built in huge numbers, or really get our juices flowing – and ideally a combination of the two. Let’s take a look at what we reckon are the best, in chronological order:

Ford flathead V8 (1932)

In the 1920s many family cars could barely crack 40mph. Then Ford introduced its flathead V8 and suddenly much greater numbers of car buyers could acquire a car that could sit at 60mph all day long. The flathead V8 wasn’t all that efficient but it was simple, tough and reliable, which is why it remained in production in Ford’s cars until 1954 but incredibly it was used in Simca military trucks until the 1990s. It was the final major engineering contribution by Henry Ford (pictured) to the company.

Volkswagen flat-four (1936)

The Beetle is one of the biggest-selling cars in history and every one of them was powered by an air-cooled flat-four. Initially it was an 1131cc unit, but by the time the final air-cooled Beetle was built this had swollen to 1584cc, although displacements of up to 2.0 litres were offered in the Type 4. The same engine powered the Type 2 camper and Transporter – and provided the basis for the Porsche 356’s powerplant.

Ferrari Colombo V12 (1947)

In a world of 2.0-litre four-cylinder engines, the idea of a 1.5-litre powerplant featuring 12 cylinders might seem utterly bonkers. But that was the specification of the first Ferrari engines; the 125 featured a 1497cc unit rated at 116bhp. By the time the Colombo-designed V12 bowed out in 1989, when the 412i was axed, the displacement had grown to 4.9 litres and the power output had jumped to 318bhp. Along the way we’d have numerous iterations of the 250, the 275 and the 365GTB/4, better known as the Daytona.

Citroën flat-twin (1948)

There can be no denying that the Citroën 2CV (pictured) was a landmark car, and part of its charm was the noise generated by the brilliantly over-engineered air-cooled flat-twin that sat in the nose. Initially seen in 375cc form, later would come 425cc, 435cc and finally 602cc versions of this Gallic powerplant, which was also fitted to the Ami, Visa, Mehari, Dyane, Bijou and Acadiane.

Jaguar XK (1948)

First seen in the XK120 of 1948, the Jaguar XK straight-six powered the E-Type, XJ, C-Type, D-Type and Mk1/Mk2 among others, with displacements running from 2.4 through to 4.2 litres. The XK engine gave Jaguar five victories at Le Mans and provided motive power for Coventry’s finest right the way up to 1992, by which point almost 700,000 copies had been produced.

BMC A-Series (1951)

In production for half a century (1951-2000), the A-Series engine was first used in the Austin A30 and went on to power a massive array of cars including the Morris Minor, Austin Healey Sprite and MG Midget (pictured), Austin Allego, Morris Marina, Austin Metro and all editions of the Mini. Easy to tune and offered in displacements from 803cc up to 1275cc (but expandable to a reliable 1380cc), the A-Series engine has been enjoyed by millions of drivers – including vast numbers of racers.

• Cape Advanced Vehicles has designed a bespoke supercar that pays tribute to the original Ford GT40.  
• It has a twin-supercharged 4.2-liter V8 engine producing 800 horsepower.  
• The CAV GT MkII has a top speed of over 205 miles per hour and can hit 62 mph in 3.0 seconds.  

The Ford GT40 is one of America’s most iconic race cars. The automaker used a fleet of them to shame Ferrari at Le Mans in the 1960s, kicking off decades of imitators looking to capture the look and feel of those iconic cars.  

The newest restomod comes from South Africa’s Cape Advanced Vehicles (CAV). The company doesn’t specify which chassis underpins the car, but the few pieces of evidence CAV does provide suggest an Audi R8 is hiding beneath the new body.  

The CAV GT MkII features a twin-supercharged 4.2-liter V8 engine and all-wheel drive. According to the builder, the engine has forged internals, direct injection, dry-sump lubrication, a carbon-fiber intake manifold, and an Inconel exhaust.  

The engine produces 800 horsepower and 627 pound-feet of torque, with power routing to the wheels through one of three transmissions: a six-speed single-clutch semi-automatic, a dual-clutch, or a manual. The original Ford did not have all-wheel drive. 

CAV says the car will have a top speed of over 205 miles per hour and can reach 62 mph from a standstill in 3.0 seconds. The car weighs 2,976 pounds, with a carbon-fiber composite body and an aluminum and carbon-fiber spaceframe.  

7

Source: Cape Advanced Vehicles

Motor1’s Take: CAV has been building replica GT40s for decades, but its latest looks like a step up for its efforts. It has supercar-level horsepower, more transmission options than a new Corvette, and a unique yet recognizable design. 

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Cheap tax and charging have made employee demand one of the biggest catalysts for the UK’s fast-growing fleet of electric company cars, according to a new survey by leasing firm Arval.

Almost a third (30%) of British fleets are deploying electric cars to fulfil requests from company car drivers, according to the latest Arval Mobility Observatory Barometer. 

That share is 50% higher than in 2025, when 20% cited it as a reason to switch, and not far behind reduced environmental impact – this year’s top-rated answer, at 32% of responses.

Ultra-low tax bands for EVs have made them an appealing option for company car and salary sacrifice schemes. The latest British Vehicle Rental and Leasing Association (BVRLA) data shows half of all members’ business contract hire cars and 77% of new salary sacrifice deliveries were battery-electric in the final quarter of 2025.

Arval’s survey shows broad approval of EVs, with only 11% of fleets facing pushback from drivers (down from 16% in 2025), while only 16% said range was a barrier. One in three (30%) are motivated by improving their company image, compared with 24% in 2025.

John Peters, head of Arval Mobility Observatory in the UK, said employers are experiencing higher driver demand while leveraging the faster adoption rates for electric cars to balance out a slower transition to battery-powered vans. 

That’s supported by a wider choice of vehicles, enabling fleets to be more selective with what they offer and negotiate better prices, without restricting options for drivers. There are 167 different electric cars available in the UK, according to the Society of Motor Manufacturers and Traders (SMMT), compared with 102 in 2024.

“The proliferation of salary sacrifice is driving a lot of the EV uptake. More companies are adopting salary sacrifice [and] within those fleets, more people are taking an EV who didn’t have one before,” Peters told Autocar. 

“We are also seeing more company car fleets electrifying their choices. There’s less tolerance now for offering anything other than electric or hybrid, because there’s enough choice to justify going down that route.”

Cost sensitivity plays out in Arval’s data, with lower fuel costs (31%) coming a close second to environmental impact (32%) as a reason to go electric. Peters said this is also motivating drivers, who have a heightened awareness of both fuel costs and availability since tensions escalated in the Middle East at the end of February.

Meanwhile, 28% of fleets are deploying electric cars to reduce their tax costs, up from 23% last year, but 33% claimed that adoption was being held up by higher purchase prices while almost one in three (30%) say model ranges are too limited (23% in 2025). 

The survey also highlights practical challenges. A lack of public and home charging points were the two most common adoption bottlenecks (41% in each case), while only 27% offer workplace charging points.

Peters said: “The differential on cost for charging your vehicle between home and public is huge. If you’re comparing 6-7p overnight with almost £1 per kWh, that is a material differential.

• Porsche CEO reveals plans to reduce production capacity.
• Michael Leiters believes costs spiraled out of control.
• The 718 Boxster and Cayman are still coming back.

2023 was Porsche’s best year ever in terms of sales, with 320,221 cars shipped to customers worldwide. However, much has changed in the two years that followed. A sharp decline in China, driven by rising local competition, has weighed heavily on the bottom line. Additionally, the discontinuation of the Macan and 718 models in Europe, following their failure to meet the latest cybersecurity regulations, further dented business.

In 2025, deliveries fell to 279,449, roughly back to 2020 levels. 2026 isn’t shaping up to be any better, with demand falling by 15 percent in the first quarter to 60,991 cars. Facing this new reality, Porsche is looking to reduce production capacity to better align with weaker demand. Nevertheless, CEO Michael Leiters remains confident the company can still generate higher profits despite lower volumes. The goal is to focus on stronger margins for existing and future products, even if that comes at the expense of overall sales.

Speaking with German newspaper Frankfurter Allgemeine Zeitung, the automaker’s boss made the position clear: “Porsche has to make money even with fewer cars.” Even with plans for reduced annual output, the portfolio is set to grow, including the return of the 718 sports cars: “We want to continue attracting new customers to the brand.” He did not go into detail, but it is widely understood that the Boxster and Cayman will be offered with both combustion engines and fully electric drivetrains.

Photo by: Porsche

The Three-Row SUV’s Future Is Undecided

FAZ reports that the future of a previously announced large three-row SUV positioned above the Cayenne is currently uncertain. Codenamed K1, the model was initially planned as a fully electric vehicle before Porsche went back to the drawing board to add combustion engines. Zuffenhausen is now allegedly undecided on whether to proceed with the flagship SUV at all.

Elsewhere in the lineup, a new performance model positioned above the 911 could still happen. Back in March, Porsche told Motor1 a hypercar is under consideration alongside a new grand touring model, but the future of both depends on customer feedback. Updates on how the lineup will evolve are expected this fall. We should also learn more about the new compact crossover set to replace the first-generation Macan, which goes out of production this summer.

Porsche also wants to deepen its ties with Audi to reduce costs, which FAZ cites Leiters as saying have “spiraled out of control” in recent years. The CEO declined to comment on new rumors suggesting further workforce reductions of between 2,000 and 4,000 employees. He did say a new cost-cutting program is likely to be finalized before the usual summer break in July.

85

Source: Porsche

Motor1’s Take: Porsche may be in a delicate position, but work is underway to turn things around through new products. Although the future appeared predominantly electric at the start of the decade, the renewed focus on combustion engines should help bring ICE loyalists back into showrooms. By far the most important volume model will be the new gas and hybrid crossover mechanically related to the Audi Q5.

It would also make sense for Porsche to develop that larger SUV. Such a model would likely perform well in North America and the Middle East, where full-size luxury SUVs remain highly popular. The company would not need to start from scratch, given that the first-ever Audi Q9 is about to break cover.

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Renault has updated its electric Megane E-Tech hatchback after four years on sale, with a new look and more range among the headline enhancements.

The mid-life nip and tuck for the firm’s first bespoke EV comes as rivals including the Volkswagen ID 3, Cupra Born, Vauxhall Astra and Peugeot e-308 also receive updates to boost their competitiveness alongside the Hyundai Ioniq 3, Kia EV4 and Mini Aceman.

The updates are signalled chiefly by a new front end that brings the Megane in line with the newer Austral and Rafale SUVs, with a more imposing grille and a lower-set Renault badge.

Renault boss Fabrice Cambolive previously told Autocar this refresh would seek to reposition the Megane as a “hot hatch or a hot car”, and the redesign has clearly been influenced by the brand’s previous performance models.

The lower front bumper has been restyled with chequered flag-style daytime-running lights, similar to those featured on the previous-generation Mégane RS, while a more aggressive valance adds visual width. At the rear, the bumper features a chunky integrated diffuser. New ‘power bulge’-style creases in the bonnet and 3D-effect tail-lights complete the exterior makeover.

Battery capacity has been increased to 67kWh from 60kWh, boosting the hatchback’s maximum range to 310 miles from 285 miles. This compares with 309 miles of range for the 58kWh Volkswagen ID 3 Neo.

The height of the battery has increased slightly to achieve the uplift in capacity, resulting in a 20mm increase in overall height: the Megane is now 1520mm tall (roughly 40mm lower than an ID 3 Neo). The new Megane also weighs 100kg more, at 1772kg, 75kg of which is due to the bigger battery, but that’s still more than 100kg lighter than the ID 3.

• The reborn city car gets a dedicated EV platform to maximize interior space.
• The Smart #2 has the window switches and lock/unlock buttons between the seats.
• The central section folds to create a continuous bench seat.

It’s safe to say that Smart is milking the return of its city car for all it’s worth. We first saw the ForTwo successor back in March, when the diminutive hatchback made its debut in Beijing. However, we only saw the exterior design penned by Mercedes. Now, we’re getting our first look inside on the occasion of the electric car’s European debut. During an event in Rome, the Smart #2 revealed its party trick: a bench-seat design.

Don’t go into it thinking the tiny car can accommodate three people because it’s not an American fullsize truck. It’s still a strictly two-seater affair, but the central section folds down to create a continuous bench seat. The window switches and door lock/unlock buttons are located on the upper edge of that movable section, which features a loop the driver or passenger can use to raise or lower the middle portion.

Essentially a folding center armrest that merges with the two seats, it’s a neat trick designed to maximize the versatility of what remains a small cabin. Not only does the bench-seat design give the illusion of a wider interior, but it also makes it easier to exit through the opposite door when the car is parked in a tight space.

The Smart #2 Won’t Go Screen-Crazy

Elsewhere, the Smart #2 gets a curvaceous dashboard shaped like an “S,” complete with turbine-style air vents that wouldn’t look out of place in a Mercedes. The dashboard won’t be overburdened by supersized screens, but don’t expect many physical controls, either. Although it’s officially labeled as a concept, the production vehicle can’t be all that different considering it will debut in the coming months.

While the previous-generation Smart shared its platform between combustion-engine and EV versions, the new #2 is exclusively electric and rides on a dedicated architecture. In theory, that should significantly improve packaging, creating a roomier interior by stretching the wheelbase as much as possible while shortening the overhangs. A turning circle of just 22.8 feet (6.95 meters) matches the old EQ ForTwo and makes it ideal for the urban jungle.

There’s a 35.7-kWh battery pack underneath, good for an estimated 186 miles (300 kilometers) of range on the WLTP cycle. Smart claims the next-generation EV takes less than 20 minutes to recharge from 10 to 80 percent. Another pleasant surprise is the decision to install a multi-link independent suspension in a segment dominated by less sophisticated setups.

Small In Size, Big On Safety

When the original Smart arrived in the late 1990s, Mercedes made a big deal about its Tridion cell and how it would protect occupants in the event of an accident. Fast-forward to 2026, and the #2 is said to take the safety cell to the next level, though we’ll have to wait for the production model’s debut to learn the details.

The wraps are coming off this October at the 2026 Paris Motor Show, with sales beginning next year. Like all models in Smart’s sprawling lineup, the #2 will be assembled exclusively in China. As a reminder, Ineos Automotive bought the Hambach plant in France in late 2020 to build the Grenadier SUV and Grenadier Quartermaster pickup.

24

Source: Smart

Motor1’s Take: It’s refreshing to see a return to form, as recent Smart models have strayed far from the formula created by Mercedes. The current lineup consists of significantly larger and heavier vehicles than the Smart cars of yesteryear. The new #2 will be a true ForTwo successor, minus the combustion engine.

Pricing could be an issue because a growing number of affordable EVs are larger and more spacious. The #2 is expected to start at around €20,000, which means it’ll go up against the reborn Renault Twingo and the upcoming second-generation Dacia Spring.

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Like many other EVs from Geely’s portfolio of brands, the Zeekr adopts a minimalist layout that isn’t dissimilar from a Tesla. 

That being said, perceived quality certainly feels superior to that of a Model 3. There are soft touch materials on the top of the doors and dashboard, and I particularly liked the tactile,  suede-like central armrest.

Build quality is similarly impressive; even with a good poke and prod, all the key fixtures and fittings remained flex-free. 

There’s a huge 15in OLED infotainment touchscreen that takes centre stage on the dashboard. There are a handful of physical buttons below it, but 99% of the car’s secondary functions are controlled by this convoluted, menu-heavy touchscreen.

It takes some getting used to, and having to dive into the screen to adjust the door mirrors and steering wheel is rather jarring.  

I often needed a second look away from the road in order to press a specific button, and this wasn’t helped by the overly small icons. Pleasingly there’s a row of shortcut buttons along the bottom edge which makes things easier, and the swipe-down menu is handy for accessing the ADAS, which you’ll likely want to turn off.

Infotainment bugbears aside, the 7GT is a comfortable and seriously capacious electric estate. Rear passenger space is right up there with the top of the class and feels as generous as a car with a much longer wheelbase. I’m six foot tall and had acres of leg room, and even with its fixed panoramic roof and rakish silhouette, there was more than enough head room, too. 

Further back there’s a 456-litre boot, which is a little small compared to a traditional ICE-powered estate like the BMW 3 Series Touring (500 litres). 

• The updated Renault Megane E-Tech Electric can now go 311 miles on a single charge.
• It uses a new LFP battery with a net capacity of 67 kWh.
• DC charging power jumps to 165 kW.

The Megane E-Tech Electric was a big deal when it debuted four years ago. It was Renault’s first production EV built on a dedicated platform. In the years since, the French marque’s electric lineup has expanded to include a wide range of models across multiple market segments. Now, the company with the diamond logo is revisiting the first Megane to abandon the combustion engine altogether.

For 2026, the Megane E-Tech Electric goes under the knife with an interesting facelift that eliminates the predecessor’s oddly shaped daytime running lights. Replacing the curved line that appeared somewhat randomly placed across the upper section of the front bumper is an entirely new lighting signature. Designers have applied a diamond motif, with two sets of four stacked elements on each side of the bumper.

Elsewhere, the glossy black faux grille now incorporates dozens of tiny rhombuses flanking the large badge to reinforce the theme. Renault says the updated front fascia creates the illusion of a wider vehicle, although that’s difficult to judge from the press images alone. At the rear, the taillights now feature a more three-dimensional effect and no longer use a glass cover. A redesigned rear bumper is more prominent than before and even incorporates a diffuser-like element with vertical fins.

Photo by: Renault

While facelifted models often eliminate physical buttons, that’s thankfully not the case here. Renault retains separate climate-control buttons instead of integrating all functions into the touchscreen. The 12-inch vertically oriented infotainment display comes standard, as does the fully digital 12.3-inch driver display.

Although the cabin is largely unchanged, one subtle update stands out in the driver-side A-pillar. Renault has added a mandatory in-car camera that monitors driver attention to comply with new European safety regulations. In the Megane E-Tech Electric, it also doubles as a driver-recognition system that can activate personalized settings such as seat position and preferred media sources.

Photo by: Renault

2026 Renault Megane E-Tech Electric: More Range, Faster Charging

Range remains a sensitive subject among prospective EV buyers, and Renault has some good news to share. The Megane E-Tech Electric can now travel up to 311 miles (500 kilometers) on the WLTP cycle thanks to a new lithium iron phosphate battery. The LFP pack has a net capacity of 67 kWh and is physically larger than the previous battery, prompting engineers to raise the vehicle’s ride height by 20 millimeters (0.8 inches).

Not only does the electric Megane go farther, but it also charges faster. Renault has increased DC charging power by 35 kW to 165 kW, reducing the time needed to recharge the battery from 15 to 80 percent to around 24 minutes. That’s roughly 25 percent quicker than before. The new battery powers the same electric motor, producing 215 hp and 221 lb-ft (300 Nm) of torque, sent exclusively to the front axle. It reaches 62 mph (100 km/h) in 7.6 seconds and tops out at 100 mph (160 km/h).

While the press photos showcase the range-topping Esprit Alpine trim, Renault will also offer the Megane E-Tech Electric in the entry-level Techno specification. These will be the only two trims available going forward, as the facelift streamlines the lineup. New 19- and 20-inch wheel designs are available, along with this attractive Satin Slate Blue paint finish.

The 2026 Renault Megane E-Tech Electric will go on sale in Europe later this year.

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Source: Renault

Motor1’s Take: Renault appears to have made all the right changes to the electric Megane. Combining greater range with faster charging is exactly what prospective EV buyers want to hear. At the same time, the revised styling gives the hatchback a more modern appearance after four years on the market without a significant design update.

The updated Megane now slots into Renault’s expanding EV lineup below the Scenic and above the brand’s trio of reborn icons: the Twingo, 4, and 5.

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Mercedes-AMG has upgraded the flagship versions of the GLE and GLS SUVs with its new flat-plane-crank twin-turbo V8 engine as part of a range of mid-life updates.

Mercedes’ performance division has been introducing the new mild-hybrid M117 Evo powerplant throughout its line-up amid a move away from plug-in hybrids to V8 engines.

While the outgoing versions of the GLE 63 and GLS 63 were powered by a previous-generation V8, the upgrade to the new 604bhp engine is intended to improve their efficiency and the driving experience.

Key to the new V8 unit is a motorsport-inspired flat-plane crankshaft, along with a revamped firing order for the cylinders, which is intended to reduce vibration and smooth out the power delivery.

There’s also an upgraded fuel injection system, new air intake and exhaust ports, a reworked camshaft and a revised turbocharger housing.

The V8 produces 604bhp and 627lb ft of torque on its own but it is supplemented by a 48V mild-hybrid integrated starter-generator that can add an extra 23bhp and smooths out the delivery of torque.

The new V8 enables both of the 63 SUVs to accelerate from 0-62mph in less than four seconds and they have identical top speeds of 174mph.

Both cars also receive a range of other updates, including a revamped exhaust system that automatically adjusts the flaps to boost the sound of the engine.

In addition, there’s an updated active ride control system to reduce body roll, while the front and rear driveshafts have been upgraded to cope with the new V8’s high levels of torque. The GLS also features a rear axle locking system to boost agility.

The GLE Coupé and SUV and the GLS gain new front ends with a bespoke AMG grille, larger air intakes and revamped lights. The GLE 63 rides on wheels of up to 22in in diameter, with the GLS’s rising to 23in

But there’s simply too much mass to keep tabs on here, and too much vertical and lateral recalcitrance about the body control, to ever let the car’s bulk seem to breathe easy over its wheels at a brisk pace, as a great Alpine’s should.

A fairly fast-paced steering system and a wheelbase that’s quite short by class standards promise agility through tighter bends, and the A390 certainly commits to those bends with a some enthusiasm.

There’s plenty of grip and turn-in response, regardless of which tyre option you select. However, the steering is very light, with a glassy sub-limit feel and rather nervous around the straight-ahead. Some testers enjoyed this eagerness, others found it simply too twitchy. In this respect, we preferred the 21in Pilot Sport 4S tyre option, which adds some welcome meat to the steering and makes it easier to place the car accurately.

Regardless of tyre option, from the turn-in phase onwards, the A390’s underlying chassis balance seems to be quite dull, and its torque vectoring seems to have limited capacity to really make it rotate through the apex under power

Track notes – 3 stars

It was with some interest that we took to the handling circuits in the A390 – first Horiba MIRA’s in the GT, then the Circuito di Vairano in the GTS, expecting a showing comparable with – possibly even better than – that of Hyundai’s mould-breaking Ioniq 5 N. The car fell some way short of those expectations, however.

Outright body control isn’t the problem: the A390 controls roll and pitch consistently well. Michelin Pilot Sport tyres give it plenty of lateral grip and don’t seem to be prone to overheating, taking track treatment well. While the soft, long-travel brake pedal feel isn’t the stuff of a keen driver’s waking dreams, the brakes themselves resist fade well and have enough power.

Once into the corner, however, the A390 demands a very particular driving style, one which, contrary to the promises of sophisticated torque vectoring, is reminiscent more of old-school 4WD cars than modern fully-variable systems.

On a track, because the cornering loads are much higher than on the road, the steering starts to communicate better. Because there’s more space, and no oncoming traffic, it’s easier to play with weight transfer. The A390 responds very well to trailbraking, which you can use to set up the car going into a corner and neutral-steer through on the power.

However, as soon as you apply any opposite lock, the car’s brain interprets this as wanting to come out of a slide and it shifts power away from the outside rear wheel and to the front motor, pulling you out. This means that, as a driver, you don’t just have to account for physics, but also the car’s whims, which is a world away from the natural and intuitive A110.

Alpine’s engineers say that all of this is deliberate: it’s not set up for sideways hooliganism, but to feel lighter than it is, and be stable and subtly agile even on uneven and slippery surfaces. Which is admirable, but in the absence of an exciting engine, the option of a bit of sideways hooliganism does add involvement. The genius of the Ioniq 5N is that you can turn it on and off.

Hyundai has pledged to return to affordable performance vehicles, and is set to soon unwrap a new petrol-powered i20 N hot hatch.

The previous performance version of the i20 was launched in 2021 as a rival to the Ford Fiesta ST, Mini Cooper S and Volkswagen Polo GTI – with 201bhp, a six-speed manual gearbox and a mechanical limited slip-differential. 

It served as the entry point to a performance line-up that also included the larger i30 N, and later the electric Ioniq 5 N and Ioniq 6 N – but was taken off sale after just three years as Hyundai moved away from petrol sports cars.

But now, the comeback is on, as Hyundai’s global R&D boss Manfred Harrer confirmed plans to “bring back entry cars on the N line-up” as a means of broadening the brand’s appeal with younger buyers. 

“An i20 N for Europe is a must,” he said, because “the gap is too big” between Hyundai’s previous petrol N models and their larger, much more powerful electric successors, which start at around £65,000 in the UK.

“We need this entry-level back for our fans,” Harrer said, adding: “We are working intensively to do this sooner rather than later”.

A new version of the i20 N would face off with a much smaller field of rivals than did its predecessor, with the Cooper S standing as the only petrol hot supermini left on sale, other brands having backed out of this space in pursuit of reduced emissions. 

It would, though, be a natural alternative to a growing array of small hot EVs, including the Alpine A290, VW ID Polo GTI and Peugeot E-208 GTI. 

Prototypes of the new hot hatch are already testing, Harrer said, and a launch is “not so far out”. 

He wouldn’t be drawn on any specifics of the new model, but said it would make sense to “use existing technology” as its basis, hinting at power coming from a version of the 1.6-litre four-cylinder hybrid that features in Hyundai’s more mainstream models.

He suggested that the powertrain would, though, be heavily tweaked for performance: “I want to go to the Nürburgring and do really successful lap times – better than the existing one.

“But you have to work on the battery management system to get this done.”

Harrer also said that Hyundai is investing in making sure the new model apes the character of its pure-petrol predecessor: “It feels sporty – don’t worry about that.”

Audi has revived the A6 Allroad for a new generation by turning its big family estate into a rugged 4×4 wagon that promises off-road ability to rival many full-blown SUVs.

This lifted and toughened version of the new A6 will appear in dealerships in the coming months, four years after the previous Allroad models were withdrawn from sale in the UK.

Audi plans to reignite a market niche that has almost disappeared, with the likes of the Skoda Superb Scout, Volvo V90 Cross Country and Mercedes E-Class All-Terrain all bowing out.

Audi technical boss Rouven Mohr hailed the A6 Allroad as “an icon in the Audi line-up”. He said the firm aimed for this latest generation to match the earlier cars’ blend of on-road comfort and rough-road capability.

Key to meeting this target is an extensive chassis overhaul that makes the Allroad a radically different proposition from the standard A6, with a bespoke suspension set-up and steering system among its headline features.

The most obvious change is a 34mm increase in ride height in normal mode. Because the active air suspension has 55mm of adjustability, that can be extended a further 15mm in its most extreme setting – with the shock absorbers adjusting to account for the extra height.

There is a more compliant Comfort mode for use in normal on-road driving situations and a Dynamic setting that lowers the ride by 20mm “for greater precision and stability”. In every mode, the Allroad drops by 20mm above 75mph to boost efficiency.

The Allroad gains stiffer steering mounts in a bid to boost responsiveness and feedback. Audi also says the model has improved agility courtesy of a rear axle that can optionally steer up to 5deg in the opposite direction to the front-cutting the turning circle by up to one metre.

The mechanical upgrades are signalled by a substantial exterior design overhaul. The body is 110mm wider than the standard A6’s and 84mm wider than even the previous Allroad – courtesy of a widened track and thicker tyres at each end, as well as bulky protective cladding around the lower portion of the car.

The Allroad gains a bespoke grille design and has its own intakes as part of a styling package that also includes a chunky skid plate, diffuser, side skirts and roof bars. The Allroad-specific wheel designs are available in 19in, 20in and 21in forms.

Speaking prior to the reports of an impending announcement, SMMT boss Mike Hawes had said a review of the targets was urgently needed, because despite huge investment in EV infrastructure, government incentives and the inflated cost of petrol and diesel, “uptake is still not keeping pace with ambition”.

“Targets alone do not cut emissions. New vehicle uptake does. Consumers and businesses will only switch when conditions – and costs – are right. Automotive has invested heavily and continues to do so to create those conditions,” he added, citing lingering concerns around range anxiety and the recently imposed pay-per-mile charge on EVs as ongoing disincentives to make the switch.

“It’s clear that the assumptions underpinning the mandate no longer hold. It was designed for a market with stronger demand, greater stability and cheaper energy – not the market we have today. An urgent review of the ZEV mandate is therefore essential. This is not about weakening ambition, but restoring credibility. Regulation must reflect real-world conditions,” said Hawes.

His views were echoed by Sue Robinson, chief executive of the National Franchised Dealers Association, who agreed “it is important that policy reflects market conditions and consumer demand”.

She added: “Franchised retailers have invested significantly in preparing for electrification and any review of the ZEV mandate should help maintain momentum towards net zero while ensuring the transition remains realistic and achievable for consumers, manufacturers and retailers.”

Meanwhile, Sharon Graham, boss of the Unite workers union, said it was a “huge victory” for automotive workers whose jobs had been under threat from the unpredictable journey to an all-EV car parc.

Whatever your motoring preferences may be, it’s difficult not to be thrilled by the roar of a V8 engine.

As electrification takes over, there may not be many more of these in future, even though new ones are still being developed today. But when the last V8 goes out of production, we will still be able to look back at the great examples of the past.

General Motors has a particularly fine  – though occasionally patchy – history of V8 engines which extends back more than a century. Here we take a look at the good and the bad, in chronological order.

Cadillac L-head (1914)

V8 engines were rare, though not unheard of, in 1914, but the Cadillac engine of that year is regarded as the first to have gone into mass production. It made its debut in a car officially called the Type 51, but generally known simply as the Cadillac V8, and was still being used, after several updates and capacity increases, two decades after it first appeared.

Thankfully Cadillac had recently developed the electric starter; hand-cranking a heavy V8 engine would have been a nightmare for owners.

PICTURE: Cadillac Type 53 pickup

Cole-Northway (1915)

In 1909, the Northway Motor and Manufacturing Company became one of the earliest of many firms to be taken over by General Motors. For several years after this, it was a leading producer of engines for GM’s car brands.

But there was more to it than that. Just a year after the Cadillac V8 arrived, Northway began supplying a similar engine to Indianapolis-based Cole for a high-class model pitched as an alternative to Cadillac. This was a rare, but not unique, case of a company owned by GM providing an engine to a direct rival.

PICTURE: Cole Aero Eight

Oldsmobile Light Eight (1916)

Northway also created the first V8 used by Oldsmobile. The 4.0-litre engine was similar in design to the Cadillac V8 and produced 40 horsepower. It was used in the first two generations of the Oldsmobile Light Eight, which had model names ranging from 44 to 46.

PICTURE: Oldsmobile Light Eight Model 45 Touring

Oakland flathead (1916)

Yet another Northway V8 was adopted by Oakland – which, by a complicated process, can be considered the predecessor of Pontiac – for its Model 50. Perhaps unsurprisingly, this engine bore some resemblance to the Northway units adopted by Cadillac, Cole and Oldsmobile, but it was significantly larger at 6.0 litres.

Chevrolet Series D (1917)

The first of many Chevrolet V8 engines was designed around the time the brand was incorporated into General Motors. Unlike all the units mentioned so far, whose valves were mounted alongside the cylinders, Chevrolet put them in the cylinder head. Although this design is now outdated, it was still novel in 1917, and had been popularised by Buick only 13 years before.

Chevrolet fitted this engine to the Model D, which was in production only very briefly. There were to be no more Chevy V8s until the 1950s.

Tesla owners may scoff at how long this took, but Volvo owners can finally pay to charge their electric vehicles just by plugging in. The Plug & Charge feature is now available on the Volvo EX90 SUV, and it will be ready on the Volvo EX60 when that model arrives later this year, sporting up to 400 miles of range. 

For the uninitiated, Plug & Charge is a feature that automatically initiates payment for a charging session as soon as you connect the plug. Without it, EV owners typically need to trigger a charging session by swiping a credit card on the stall or opening a mobile app for the specific charging network. 

Tesla Superchargers notoriously do not have screens or a method for accepting payment, which is why they rely on the Tesla app for non-Tesla vehicles or Plug & Charge for Tesla vehicles. The EX60 can natively use Superchargers because it has an NACS port, though Tesla’s V3 stations can not reach the car’s 370-kilowatt peak charging speed.

Photo by: Volvo

In fact, speaking at the launch of the EX60, a Volvo powertrain engineer told Motor1 to expect only a 120-kW peak on a 400-volt charger since the car needs to run its rear inverter to convert the current to 800-volt. 150 kW charging on a Tesla Supercharger will come later. The EX90 can also use Tesla chargers with a CCS-to-NACS adapter. 

In addition to Tesla stations, Plug & Charge for Volvo will also be available at IONNA locations in the US, which currently have 400 kW stalls to take advantage of the EX60’s 16-minute 10 to 80 percent charge time. The built-in Google Automotive System and Volvo Cars App will be able to find these charging stations and build routes that take you to them along your route. 

“The EX60 and EX90 reflect Volvo Cars’ vision for the future of mobility—vehicles that combine safety, sustainability, and human-centric technology,” said Jim Nichols, Head of Product, Technology & Consumer Offer, Volvo Car Americas. “With the addition of Plug & Charge, Volvo drivers can enjoy an even more seamless ownership experience, making public charging as simple as plugging in and walking away.”

Motor1’s Take: Volvo is playing catch-up concerning Plug & Charge availability, but the EX60 appears to be a ground-breaking EV in terms of charging specifications and range. With up to 400 miles of range and a 370 kW peak speed, it should be extremely competitive. 

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Horsepower has an interesting backstory. If you’re a keen petrolhead, however, I’d advise you not to read it, as I have this week. Enjoy your blissful ignorance if you can.

There are only three things you really need to know about it, in any case. First, that celebrated Scot James Watt didn’t actually invent it, he just formalised it. Second, that it’s more of an idea than a measurable product of an engine anyway – a bit of mathematics. And third (perhaps only academically), that it has actually been misapplied to automotive engines all along. It’s simply the wrong kind of measure for any motor that sits within and propels a moving vehicle.

Not that the last bit matters much, because imagining an automotive world without horsepower is almost impossible. Who gets excited by the idea of a new supercar with 883 kilowatts of peak power? How much horsepower has it got? 1184 imperial ponies? Yes, please. Wax on about whacking great torque figures and even add in engine speed ranges if you like (any expression of engine power is only torque multiplied by engine speed and then ‘interpreted’), but horsepower is what matters, isn’t it? What sells. It’s the only real, universal performance car X factor.

Which is lucky, because otherwise why on earth would you choose to measure the output of a modern car’s engine based on a pretty arbitrary and disputed estimation of the amount of work that a brewery draught horse could get through in the late 18th century? How has an entirely notional figure, dreamed up to help sell static steam engines to early industrialists, become the closest thing to a global currency for comparing modern cars?

For Watt all those years ago, horsepower was a sales tool – “translational marketing”. Before they would sign their bankers’ drafts, mining entrepreneurs needed to know not only how much coal they could load into their railway hoppers but also how quickly that coal could be moved from the bottom of the mineshaft to the top of it. Horsepower gave them an idea of how many horses they could put out to pasture for each steam engine they bought-or else, unless they had some very large stables indeed, just how transformative this early form of mechanisation could be for their profit margins.

But here’s the dirty truth about horsepower: Watt lowballed his maths. As the story goes, when he observed those brewery draught horses in 1782, his sums were calculated to represent not what a particular horse could achieve when working intensively but what the average horse could sustain for a full working day. He was selling static steam engines, remember, not the kind of engines fitted into moving vehicles, on which load might have been considered a more dynamic (ie ebbing and flowing) factor. He sold engines that just grunted away constantly all day long. That’s why, as has been proven since, one fit horse can usually produce a good 15 horsepower when it’s really working up a sweat.

I’m not sure exactly how long a working day was in an 18th-century brewery. But imagine loading up, say, a Land Rover Defender Octa with whatever ballast might be needed to stress its engine to maximum load (think a trailer with several dumpy bags of sand on it). Now drive that Defender flat out on an oval, in third or fourth gear and at a steady 6000rpm for eight, 10 or even 12 hours straight (you will have to imagine some clever air-to-ground refuelling system too).

Ford Thunderbird (2001)

After building Thunderbirds in ten generations for 42 years, Ford discontinued the nameplate in 1997, but then brought it back five years later. Like the original T-bird, but unlike any of the nine in between, this version was a two-seat convertible, and was based on the same platform as the Jaguar S-Type and Lincoln LS.

After an initial flurry of interest, sales fell sharply, leading to the cancellation of the model after just four years. Perhaps a truly modern Thunderbird would have been more successful than a retro tribute, and perhaps also Ford had been right to abandon the two-seat convertible configuration in the late 1950s, and wrong to bring it back in the following century.

Lincoln Blackwood (2002)

Ford’s luxury brand made the unusual decision to produce a pickup truck in 2002. Based on the contemporary F-150, it was resoundingly unpopular, and stayed on the market for just one model year in the US and one more in Mexico.

Lincoln’s next effort, the Mark LT, was barely more successful. Even in combination, they didn’t come close to GM’s equivalent, the Cadillac Escalade EXT, which wasn’t exactly a big hit either. The message seems to be that no matter how much you want to put a luxury pickup on sale, don’t do it.

Ford Five Hundred (2004)

Ford’s second largest saloon of its period, after the Crown Victoria, was sold only in the 2005 to 2007 model years and was based on a platform inherited from Volvo, which made this car a slightly unlikely sibling of the Volvo XC90 Mk1. The Five Hundred’s lack of success has been attributed to its conservative styling, which was widely criticised. Ford designer J Mays admitted that the look of the Five Hundred was problematic. “It’s just lacking in the emotional appeal that we should have put into it,” he admitted in one interview, though this was not the whole story.

In another interview, talking about the same car, he hinted at another reason by saying, “I’ve been at the company 13 years and I’ve been through five CEOs. Some of those CEOs have had more conservative tastes than others.” Ford’s latest CEO, Alan Mulally who arrived in 2006, ordered an immediate re-design and the revival of the Taurus nameplate, which he said had much greater brand equity, having been around between 1986 and 2005; this seemed to improve sales, especially when an all-new Taurus arrived in 2010.

It may seem a little old-fashioned to have an awards category for saloon cars, but the saloon has proven impressively resilient and adaptable.

Not the estate, not the MPV and not the SUV have been able to replace it, and in the EV era the aerodynamic advantages of a low-slung car with a teardrop rear end give it a head start in the range race.

It’s no wonder, then, that Mercedes-Benz chose to launch its brand-new breakout EV platform with a compact saloon, the CLA.

Despite its somewhat traditional shape, it represents a rethink on how to make a successful European premium car. Although cars atop the MMA platform are also available with a petrol engine, they’re designed as EVs first, which helps with packaging the battery and ancillary electronics.

As a result, the CLA not only looks and feels like a saloon in its profile and driving position but also offers distinguishing boot space and a roomy frunk.

The excellent aerodynamics and Mercedes’ general commitment to EV technology pay dividends in other areas too. Thanks to 800V electricals, new inverters and a two-speed gearbox for the main drive motor on the rear axle, the electric CLA is very efficient, giving it class-leading range despite a relatively modest battery capacity.

All those rational qualities are great, but what makes the CLA endearing as well as competitive is how well it drives. There’s a natural progression to all the controls that makes it smooth and intuitive to drive.

Meanwhile, Mercedes has also nailed the chassis set-up. With modern Mercedes models, you often need to spend big to get the version that makes good on the expectation of luxury, but whatever version of the CLA you pick, it will cruise quietly, with a supple ride and good isolation.

Rather than feel compromised, though, the handling feels nicely harmonious, with communicative steering, a keen front end and even some subtle adjustability on the power.

The CLA shows there’s nothing old-fashioned about saloons. It’s the embodiment of how they can be efficient, well packaged, comfortable and fun to drive.

When Volkswagen takes credit for pioneering the hot hatchback, it overlooks the Autobianchi A112 Abarth. Admittedly, the A112 was easy to miss due to its small dimensions. It was introduced in September of 1971 (before anyone knew what a Golf was) as a hotter version of Autobianchi’s successful small car. Early models used a 58hp four-cylinder engine, though power climbed to 70bhp later in the production run.

So what happened to Autobianchi?

The company was a joint venture between bicycle-maker Bianchi, Pirelli, and Fiat. Fiat took full control in 1968, and then folded the operation into Lancia. The badge disappeared in 1995.

Auto-Union: 1000 SP (1957)

Visually, there was little to suggest the Auto-Union 1000 SP was related to the standard 1000. And yet, the SP shared its basic two-stroke, three-cylinder engine with the 1000, though there were some model-specific differences. Stuttgart-based coachbuilder Baur made about 5000 units of the 1000 SP between 1958 and 1965. It also built around 1640 examples of a 1000 SP-based convertible starting in 1961.

So what happened to Auto-Union?

Auto-Union merged with NSU in 1969, and both were absorbed by Volkswagen shortly after. Audi was born from the merger. While both brands are dormant today, Audi still builds cars like the A6 in Neckarsulm, where NSU was based, and Volkswagen manufactures cars in Zwickau, where Auto-Union traces some of its roots to (and where the Trabant was made).

Daimler: SP250/Dart (1959)

Once a supplier of cars to royalty, Daimler grew out of the German company, but soon built its own models. The SP250’s engine had an interesting configuration; while being only a 2.5-litre, it was a V8. Elegant but interesting to look at, it was a spirited drive, good for 120mph, and determinedly different from its stately predecessors. It was famously used to police speeds on Britain’s first motorway, the M1.

So what happened to Daimler?

The company was sold to Jaguar in 1960, its cars eventually becoming badge-engineered Jaguar derivatives. The brand disappeared in 2007, though Jaguar still has the right to use the name in many markets, though given Daimler is now also the name of the heavy trucks arm of Mercedes-Benz (it’s complicated…), this seems unlikely.

Ineos Automotive has joined forces with two British military vehicle specialists to propose a Grenadier-based light military vehicle that has been designed to replace the army’s traditional Land Rover, which is being phased out after nearly 70 years’ service.

The new vehicle is called Grenadier MRLV (for Multi-Role Light Vehicle). It is closely based on Ineos’s staple 4×4 – already renowned for durability in extreme conditions – but is understood to be configurable in at least nine different variants.

In an exclusive recent viewing, Autocar was shown a crew-cab, flat-bed MRLV prototype closely related to the Quartermaster pick-up. The vehicle had retractable legs that would allow its modular bed to be detached and deployed at a specific site to provide, for example, a platform for mounting weapons or launching drones.

The MRLV project’s partners believe the Grenadier’s combination of an easily extendable ladder chassis plus heavy-duty wheels and live axles at both ends, together with height-adjustable air suspension and a modern BMW diesel engine and transmission, give it the high-level capability and flexibility a military vehicle needs.

UK-based military engineering specialist SMT Defence, which already creates mission-critical vehicles for elite and specialist military use, has joined the collaboration to design and deliver the vehicles. The other partner is NMS UK, which is currently involved in UK-based military vehicle production of many types and will deliver the vehicles “at scale”.

The partners stress that Ineos’s UK ownership and the two specialist firms’ onshore location create “a UK-anchored industrial collaboration”.

Mike Whittington, Ineos Automotive’s chief commercial officer, said: “A defining advantage of the collaboration is its British ownership, onshore assembly and local supply chain. This delivers the strategic benefits of operational independence and resilience.”

The Ministry of Defence (MoD) has traditionally maintained a fleet of about 7800 Land Rovers and Austrian-built Pinzgauer light trucks across the three services but announced recently that “a technologically advanced successor” will start replacing them by 2030. The MoD plans an initial fleet of around 3000 ‘soft-skin’ vehicles for reconnaissance, patrol and logistics. Armoured versions are likely to come later.

A UK military deal and the potential resulting export demand could bring a big benefit to Ineos Automotive, which currently builds its production cars at Hambach in eastern France. Although production has risen strongly this year, CEO Lynn Calder says production has still not reached the plant’s 30,000-unit annual capacity.

Porsche has created a new special version of its 911 GT3 sports car to celebrate the 75th anniversary of its UK arm, while also showcasing the customisation capabilities of the German company’s Sonderwunsch division.

Limited to 51 examples, the Earls Court 51 Edition takes inspiration from the first 356s that were imported into the UK in 1951 and displayed at the Earls Court motor show in London.

The wingless Touring variant of the 911 GT3 was chosen as the basis for the new car in a nod to the 356.

It is finished in a bespoke metallic Earls Court Green, created through Porsche’s Paint to Sample Plus programme, while the door handles, mirror caps and bonnet stripe are in silver.

Earls Court-themed motifs are dotted around the exterior, while the silver diamond-cut wheels (20in at the front, 21in at the rear) are enhanced by metallic Earls Court Green inserts.

Inside, the new car gets a bespoke colour and trim combination, with Paldao green leather on the upper doors and dashboard and Chalk Beige upholstery for the seats.

The sports seats have custom-made corduroy inlays – a Sonderwunsch-specific item – while their backs are finished in green leather and wood.

Further nods to Porsche GB’s anniversary come in the form of Union flag-embossed sun visors.

No mechanical changes have been made, so the Earls Court 51 Edition is powered by a 4.0-litre naturally aspirated petrol flat six that makes 503bhp at 8500rpm and 332lb ft of torque at 6250rpm.

Buyers can have either a seven-speed dual-clutch automatic or six-speed manual gearbox. Sonderwunsch (‘special request’ in German) was founded in the 1970s.

Relaunched with expanded scope in 2021, it now offers a huge array of personalisation and even allows customers to create bespoke specifications.

It also offers factory recommissioning of older cars, whereby they are stripped and rebuilt back to factory condition, allowing Sonderwunsch to legally reset the odometer as if the car were brand-new.

Sonderwunsch also offers one-off creations, collaborating with customers to realise their unique visions.

The Earls Court 51 Edition will cost from £251,951, making it more than £20,000 dearer than the special edition Porsche 911 S/T. 

Defining the word ‘greatest’ isn’t easy in this context.

After all, it could mean the biggest, the most powerful, the most relevant, the most exciting – or a combination of these things. So when choosing our 50 favourite road car engines, to be in with a chance of consideration each powerplant has to be either built in huge numbers, or really get our juices flowing – and ideally a combination of the two. Let’s take a look at what we reckon are the best, in chronological order:

Ford flathead V8 (1932)

In the 1920s many family cars could barely crack 40mph. Then Ford introduced its flathead V8 and suddenly much greater numbers of car buyers could acquire a car that could sit at 60mph all day long. The flathead V8 wasn’t all that efficient but it was simple, tough and reliable, which is why it remained in production in Ford’s cars until 1954 but incredibly it was used in Simca military trucks until the 1990s. It was the final major engineering contribution by Henry Ford (pictured) to the company.

Volkswagen flat-four (1936)

The Beetle is one of the biggest-selling cars in history and every one of them was powered by an air-cooled flat-four. Initially it was an 1131cc unit, but by the time the final air-cooled Beetle was built this had swollen to 1584cc, although displacements of up to 2.0 litres were offered in the Type 4. The same engine powered the Type 2 camper and Transporter – and provided the basis for the Porsche 356’s powerplant.

Ferrari Colombo V12 (1947)

In a world of 2.0-litre four-cylinder engines, the idea of a 1.5-litre powerplant featuring 12 cylinders might seem utterly bonkers. But that was the specification of the first Ferrari engines; the 125 featured a 1497cc unit rated at 116bhp. By the time the Colombo-designed V12 bowed out in 1989, when the 412i was axed, the displacement had grown to 4.9 litres and the power output had jumped to 318bhp. Along the way we’d have numerous iterations of the 250, the 275 and the 365GTB/4, better known as the Daytona.

Citroën flat-twin (1948)

There can be no denying that the Citroën 2CV (pictured) was a landmark car, and part of its charm was the noise generated by the brilliantly over-engineered air-cooled flat-twin that sat in the nose. Initially seen in 375cc form, later would come 425cc, 435cc and finally 602cc versions of this Gallic powerplant, which was also fitted to the Ami, Visa, Mehari, Dyane, Bijou and Acadiane.

Jaguar XK (1948)

First seen in the XK120 of 1948, the Jaguar XK straight-six powered the E-Type, XJ, C-Type, D-Type and Mk1/Mk2 among others, with displacements running from 2.4 through to 4.2 litres. The XK engine gave Jaguar five victories at Le Mans and provided motive power for Coventry’s finest right the way up to 1992, by which point almost 700,000 copies had been produced.

BMC A-Series (1951)

In production for half a century (1951-2000), the A-Series engine was first used in the Austin A30 and went on to power a massive array of cars including the Morris Minor, Austin Healey Sprite and MG Midget (pictured), Austin Allego, Morris Marina, Austin Metro and all editions of the Mini. Easy to tune and offered in displacements from 803cc up to 1275cc (but expandable to a reliable 1380cc), the A-Series engine has been enjoyed by millions of drivers – including vast numbers of racers.

The original smart became known as the fortwo after several years to distinguish it from the much larger forfour supermini.

Although its passenger compartment was impressively spacious, there was very little either in front of or behind it. In its first generation, the car was only 2500mm (98.4in) long. Later models have reached nearly 2.7 metres.

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Vauxhall 5hp and 6hp

The Vauxhall 5hp went on sale in May 1903, and was replaced the following February by the 6hp, which was basically the same car with a larger engine, a reverse gear and, latterly, a proper steering wheel rather than a tiller.

Both were 2489mm (98.0in) long, a figure Vauxhall never approached again. The 12-14hp model, which went into production before the end of 1904, was very much larger.

Citroen Ami

Citroen has been building small cars for many decades, but the shortest of all went on sale only recently.

The all-electric Ami – named after, but not related to, another Citroen introduced in 1961 – is designed primarily for urban use, and measures only 2489mm (94.9in), which would have been considered modest even in the early 1900s. The Ami has space for two, a single-charge range of 46 miles, has a top speed of 28mph, and can be purchased from £8095 in the UK.

Fiat 3.5hp

The first Fiat was created by the Italian Welleyes brand, which had until then built only bicycles. The project was taken over by Giovanni Agnelli (1866-1945), who changed the car’s name and put it into production in 1899.

Almost every part was contained within the space between the front and rear axles, which were very close together. The whole contraption was just 2300mm (90.6in) long.

Peugeot Type 2

The Type 2 is generally referred to as Peugeot’s inaugural production car, though only four were built and it took nearly a year to sell the first one. Introduced nearly a decade before the Fiat 3.5hp, it was coincidentally shared that car’s length of 2300mm (90.6in). This makes it even shorter than both the Peugeot VLV, a tiny electric city car built during the Second World War, and the minuscule BB1 electric concept displayed at the Frankfurt Show in 2009.

When Volkswagen takes credit for pioneering the hot hatchback, it overlooks the Autobianchi A112 Abarth. Admittedly, the A112 was easy to miss due to its small dimensions. It was introduced in September of 1971 (before anyone knew what a Golf was) as a hotter version of Autobianchi’s successful small car. Early models used a 58hp four-cylinder engine, though power climbed to 70bhp later in the production run.

So what happened to Autobianchi?

The company was a joint venture between bicycle-maker Bianchi, Pirelli, and Fiat. Fiat took full control in 1968, and then folded the operation into Lancia. The badge disappeared in 1995.

Auto-Union: 1000 SP (1957)

Visually, there was little to suggest the Auto-Union 1000 SP was related to the standard 1000. And yet, the SP shared its basic two-stroke, three-cylinder engine with the 1000, though there were some model-specific differences. Stuttgart-based coachbuilder Baur made about 5000 units of the 1000 SP between 1958 and 1965. It also built around 1640 examples of a 1000 SP-based convertible starting in 1961.

So what happened to Auto-Union?

Auto-Union merged with NSU in 1969, and both were absorbed by Volkswagen shortly after. Audi was born from the merger. While both brands are dormant today, Audi still builds cars like the A6 in Neckarsulm, where NSU was based, and Volkswagen manufactures cars in Zwickau, where Auto-Union traces some of its roots to (and where the Trabant was made).

Daimler: SP250/Dart (1959)

Once a supplier of cars to royalty, Daimler grew out of the German company, but soon built its own models. The SP250’s engine had an interesting configuration; while being only a 2.5-litre, it was a V8. Elegant but interesting to look at, it was a spirited drive, good for 120mph, and determinedly different from its stately predecessors. It was famously used to police speeds on Britain’s first motorway, the M1.

So what happened to Daimler?

The company was sold to Jaguar in 1960, its cars eventually becoming badge-engineered Jaguar derivatives. The brand disappeared in 2007, though Jaguar still has the right to use the name in many markets, though given Daimler is now also the name of the heavy trucks arm of Mercedes-Benz (it’s complicated…), this seems unlikely.