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EV Profits Still Playing Catch-UpIt’s no secret that automakers are barely making a profit on electric vehicles, with Ford even ending production of the all-electric F-150 Lightning. But they still have to build them for a range of reasons, including regulatory requirements. At Volkswagen, the company admitted that there is no profit margin parity between EVs and combustion cars – at least not until the next-gen SSP architecture arrives. According to Automotive News, Volkswagen’s EV models deliver only 70% to 80% of the margins of comparable combustion models. Hypothetically, if a gas-powered T-Cross generated $10,000 in profit, a comparable EV on the current MEB platform would make around $7,500. The Scalable Systems Platform (SSP), which has been delayed from its original 2026 target, is seen as the key to closing that margin gap, though it reportedly will not arrive before the end of the decade. Volkswagen The Cost Problem Behind the PlugSome of the factors behind Volkswagen’s lower profits on current EV models include high production costs. At the same time, European Union emissions rules are adding pressure, with penalties reportedly expected to amount to 400 million to 500 million euros annually ($467 million to $584 million at current exchange rates) from 2025 through 2027. These factors force Volkswagen to make trade-offs between EV volumes and CO2 fines, according to Volkswagen Group CFO Arno Antlitz. In addition, while the German marque is showing positive signs in the European EV market, it is struggling elsewhere, notably in the U.S. In the first quarter of 2026, the company’s U.S. EV sales dropped 80% compared with the same period last year, while sales in China plunged 64%. Currently, the ID.4 and ID. Buzz are the only models sold stateside, with the latter even skipping the 2026 model year reportedly to prepare for a “MY27 transition.” Volkswagen VW’s Next Big BetOnce the SSP arrives, it will replace current platforms such as MEB, MEB Plus, and PPE, the latter of which is used by high-end models like the Porsche Macan. The platform will also be integrated with Rivian’s electronic architecture for more advanced onboard software capabilities. For now, Volkswagen will try to boost profits by selling affordable EVs in Europe, including the ID. Polo, which starts at 24,995 euros, or approximately $29,000. None of VW’s new small, affordable EVs are expected to arrive in the U.S., given the market’s preference for larger vehicles, so American buyers will have to make do with the ID.4, which starts at $45,095, excluding destination fees, as the company continues to navigate tariffs. Volkswagen View the 3 images of this gallery on the original article View the full article

Ram Doubles Down on Active Aero for PickupsLast year, Ram quietly introduced a truck bed cover designed to improve aerodynamics. At first, it seemed like one of those clever ideas that rarely make it past the drawing board. But it seems like the automaker is quite serious about it. Ram has filed a new patent, and this version looks more refined than before. Spotted first by CarBuzz, the application was filed with the USPTO in October 2024 under patent number 20260116479 (you can look it up yourself) and published last week. Clearly, Ram is still working on the concept instead of letting it fade away. USPTO A More Complex Take on the Same IdeaThe first version was a straightforward adjustable bed cover, but his new patent takes things up a notch. From the diagrams and descriptions, the setup now includes linkages, arms, and a frame that lets the cover tilt up behind the cab. Rather than lying flat like a typical tonneau, the cover can be tilted up. It acts more like a ramp, channeling air from the cab over the bed. The idea is to reduce the turbulence that usually forms in an open pickup bed, which adds drag. What’s interesting is how the mechanism actually works this time. The cover uses several slats, much like a roll-up tonneau, but they’re mounted on a movable frame. Side linkages and supports handle the shifting, so the cover can go from flat to angled as needed. Compared to the first patent, this setup is less of a bolt-on accessory and more of an active system. It shows Ram is taking active aerodynamics seriously, not just tweaking what’s already out there. USPTO Still a Long Way From Your DrivewayThere’s a real-world benefit here, at least in theory. A tilting tonneau that smooths airflow could improve fuel economy or add a bit more range to electric trucks. That matters more as pickups go electric or have some form of electrification like the upcoming range-extended Ram 1500 REV, since drag becomes a bigger deal at highway speeds. But like most patents, this doesn’t guarantee we’ll see it on the road. Automakers often file for ideas that never make it to production, whether because of cost, complexity, or not enough real-world payoff. Still, the fact that Ram keeps refining the idea means it’s not off the table yet. Maybe it becomes a production feature or maybe just an accessory. Or maybe it will fade away. For now, it’s proof that even the basics of a pickup bed are still up for reinvention. USPTO View the 4 images of this gallery on the original article View the full article

And the Survey Says... Apple CarPlay and Android Auto will continue to be offered in the Cadillac Lyriq, despite GM's push to remove the features from its cars in the near future. This includes wired and wireless iterations of the popular smartphone pairing software. According to GM Authority's sources, Apple CarPlay and Android Auto are often cited as "must-haves" in vehicle infotainment systems. Considering the backlash the brand faced in 2023, when it first announced its decision to phase out third-party smartphone mirroring in favor of its Google-Built-In infotainment ecosystem, this is good news for shoppers still considering the 2027 Cadillac Lyriq. Kristen Brown What's the Catch? Well, that means that the Cadillac Lyriq will stand as an outlier in the GM lineup. The all-electric crossover will allegedly be the last GM EV standing with Apple CarPlay and Android Auto. The decision was made in contrast to GM's broader push for its new infotainment ecosystem. Earlier this year, models like the GMCHummer EV dropped the feature entirely, introducing a new infotainment experience. Weirder still is that the tried-and-tested smartphone pairing features are also disappearing from the Chevrolet lineup, with GM Authority reporting that the Chevrolet Silverado EV's top-spec trim doesn't support either Apple or Android pairing; however, the base models remain compatible. With that being said, the consumer vote is winning at least for the Lyriq, but for how long? Considering that the Cadillac Lyriq is a high-end EV, the fact that GM is bending a little to the consumer vote doesn't mean that it's going to roll back its decision, at least not yet. That may not last for long as the brand has grand plans to offer a "better" infotainment and ownership experience. The move is in consideration of new driver assistance features that will be integrated with navigation and will be fully independent of smartphones. Cadillac Why is the Lyriq an Exception? Looking at Cadillac's lineup, the Lyriq is a critical model for the brand's push towards electric vehicles. The mid-size Luxury SUV starts at over $58,000, putting it in contention with other luxury vehicles, all of which offer Apple CarPlay and Android Auto as standard. It's in a very popular segment now, which means that it may actually hurt the brand if it didn't have Apple CarPlay and Android Auto. Brands like Tesla, on the other hand, seem to be doing fine without it, but brands like Lucid are installing these pairing systems and calling it an upgrade. Another question is, "Is there something that GM sees that we don't?" Considering how smartphone pairing is simply a handshake between your smartphone and your infotainment screen, it doesn't leave much room for you to access the rest of the car. If you use the system, you can display a map, an app, or play a song; however, to access a setting or two, you'll have to exit it and go into the vehicle's settings, and when it comes to EVs, a lot of stuff tends to be buried behind glass. Tesla's a prime example, opting for native apps over smartphone pairing, but that might not be everyone's cup of tea to begin with anyway. For right now, however, people are still voting in favor of Apple CarPlay and Android Auto. Why reinvent the wheel, right? Although considering the state of the auto industry now, even the wheel isn't exempt from reinvention. The 2027 Cadillac Lyriq will still have Apple CarPlay and Android Auto for now, but for how long? Cadillac View the full article

The subcompact crossover segment is now a bustling segment in the United States, with practically every mainstream brand having a competitor in this segment. Three popular models in this category are the Toyota Corolla Cross, Honda HR-V, and Volkswagen Taos. Despite their affordable price tags, all are generously equipped with the latest safety technologies, but which one holds up best in crashworthiness and crash-prevention tests? We’ve consulted the 2026 ratings from the Insurance Institute for Highway Safety, so strap in to see which small SUV leads the way for safety. Crashworthiness: Honda is Safest, VW FaltersThe IIHS runs three key crash tests on new vehicles, those being the small overlap front, moderate overlap front, and side tests. The small overlap front involves a collision with the front corner of the vehicle, while the moderate overlap front analyzes an offset crash between two vehicles. Each test receives an overall score of Good, Acceptable, Marginal, or Poor. Toyota Corolla Cross Honda HR-V Volkswagen Taos Small Overlap Front Good Good Acceptable Moderate Overlap Front Acceptable Good Marginal Side Good Good Acceptable The final results are a mixed bag for these SUV rivals. The HR-V is clearly the most secure, with three Good ratings helping it achieve a Top Safety Pick+ award—the only one of these three to do so. The Corolla Cross wasn’t bad, but its score for the rear passenger restraints and dummy kinematics brought down its rating in the moderate overlap front test. Finally, the Taos was clearly the poorest performer of this trio. It failed to achieve an overall Good rating in all three tests, which is disappointing for a 2026 vehicle, regardless of size. In the moderate front overlap test, the testers found an elevated risk of chest injuries for rear passengers, which brought down the overall rating to Marginal. If you’re unlucky enough to be involved in a crash, the HR-V’s results show that it’s the safest vehicle to be in between these three. Related: Toyota Corolla Vs. Mazda 3 Vs. Honda Civic: Which Is Safest? Crash Prevention: Room For Improvement Across The Board 2026 Toyota Corolla Cross Hybrid Kristen Brown View the 3 images of this gallery on the original article In crash avoidance and mitigation, the cars are tested for how effectively they can avoid striking another car or a pedestrian. These tests are conducted at various speeds and the effectiveness of the warning systems for the driver is also evaluated. Finally, the IIHS also tests headlights on low and high beams. Toyota Corolla Cross Honda HR-V Volkswagen Taos Headlights Acceptable Acceptable Good or Acceptable (depends on trim) Crash Prevention (vehicle-to-vehicle) Not tested Acceptable Poor Crash Prevention (pedestrian) Good Good Marginal No SUV was perfect here, but the Honda and Toyota are once again superior to the VW. The Japanese SUVs achieved a maximum Good rating in pedestrian crash prevention, whereas the Taos scored a Marginal rating in the same test. For example, while the Toyota successfully avoided hitting a child crossing in front of it when driving at 25 mph, the Taos could only reduce its speed by 9 mph, not avoid the collision. The HR-V achieved an Acceptable rating in vehicle-to-vehicle crash prevention, but the Corolla Cross wasn’t tested for this. The Taos was very disappointing here, with a Poor rating and not a single collision avoided with its standard Front Assist system. The VW was also the only vehicle with a Poor rating for its seat belt reminder system. The only area where the Taos did better than its rivals relates to the headlights fitted to the S trim, which were rated as Good. Related: The Safest New Cars Under $30,000, According to IIHS Final Verdict: VW Has Work To Do Volkswagen The Honda HR-V is the best small SUV of these three for overall safety. Next in line is the Toyota, which has no serious red flags and could potentially achieve a perfect rating with some enhancements. The VW is by far the most disappointing vehicle here. It’s the only one with Marginal or Poor ratings of any kind, and the gaps in its performance apply to both crashworthiness and crash prevention. The VW has not kept up with tougher safety tests, but its age alone (it was introduced here in 2020) isn’t solely to blame, as other small SUVs of a similar age have performed a lot better. View the full article

Range Loss Is Real, But This Model 3 Refuses to QuitBattery degradation remains one of the biggest psychological barriers for EV buyers. Concerns around long-term usability and resale value often outweigh the day-to-day benefits of electric driving. While studies suggest most EVs lose far less range than expected over time, extreme real-world cases are rarely documented in detail. That is what makes this 2019 Tesla Model 3 Standard Range Plus stand out. With 380,000 miles on the clock, it is still running on its original battery pack. However, the impact of time and usage is clear. Its displayed range has dropped from 240 miles when new to just 158 miles today. That is a 34.2 percent reduction, leaving the battery with under 70 percent of its original capacity. A Worst-Case Scenario That Still WorksDespite the heavy degradation, the car remains fully functional. YouTube Channel, Drive Protected in Canada, put the vehicle through a highway range test to validate its real-world usability. Starting from a full charge, the Model 3 managed 138.3 miles at a steady 68 mph before reaching zero percent. Efficiency held at 4.27 miles per kWh, which is still respectable given the mileage. There are plenty of high-mileage EV success stories that report minimal battery degradation. Cases like the Ford Mustang Mach-E, which has crossed 300,000 miles with single-digit losses, show how durable modern battery packs can be. Still, examples like this Tesla highlight the outer limits. It represents a more severe scenario, yet proves that even heavily degraded batteries can remain usable for daily driving. YouTube - @DriveProtected View the 2 images of this gallery on the original article The LowdownThere is a growing body of evidence showing that EV batteries can outlast the lifespan of internal combustion vehicles. This high-mileage Model 3 reinforces that argument. At 380,000 miles, many gasoline cars would already be retired or require major engine work. This Tesla continues to operate without mechanical drama, aside from reduced driving range. The bigger conversation now shifts to charging performance and convenience. Faster charging remains critical to making EV ownership seamless at any stage of a vehicle’s life. Solid-state battery development offers some promise on that front. If charging times approach the speed of refueling, and degradation continues to prove manageable, range anxiety may finally become a non-issue. YouTube - @DriveProtected View the 2 images of this gallery on the original article View the full article

Another Comeback AttemptSpyker’s history dates back to 1880, when it built carriages, then moved into cars and even aircraft. When Spyker returned in 1999, the Dutch company made a name for itself with its hand-built sports cars, which stood out for their design and driving feel. The Spyker C8 was the headliner in the 2000s, with interiors borrowed from aviation, and mechanical parts left visible on purpose. The cars were about detail, drama, and a kind of old-school charm you rarely see now. But Spyker’s story has been anything but steady. The company has shut down more than once, with bankruptcies in 2014 and 2021. Each comeback brought hope, but also plenty of questions. This time, the Dutch brand seems to have a more focused plan, and there’s already a new car in the works. What We Know So FarThere aren’t many details yet, but here’s what’s confirmed: the car will be called the Spyker C8 Preliator, powered by a twin-turbo V8 with about 800 horsepower and a top speed over 350 km/h (217 mph). Surely the brand wants to enter supercar territory, but its approach is more old-school than most rivals. According to Victor Muller, electrification is not part of the plan. “I think I can reassure a lot of fans and potential customers that this car is not going to be electric in any way, shape, or form. Not even a hybrid,” said CEO and founder Victor Muller. With most small carmakers moving to hybrids or full EVs, the decision to forego electrification is refreshing. Spyker is sticking to what made it different: mechanical feel, real engine sound, and a driving experience you can actually sense. There are signs this car might be related to the C8 Preliator concept from 2016, but it could also be built on a new platform. The team working on it combines original Spyker specialists with new engineers, so both experience and new ideas are going into the project. Spyker Cars A Tight TimelineThe schedule is tight, however. The first car is supposed to be ready for Pebble Beach this August, with assembly happening in both the UK and the Netherlands. The development chassis is chassis 270, suggesting production will be very limited. At the time of writing, Spyker Cars has just over 100 days to prepare for its return (yes, the company has a countdown timer on its website). That pace shows both the pressure and the chance Spyker sees. The supercar world is more crowded now, with big names and new electric brands raising the bar. This comeback seems more focused than previous ones. The goals are clearer, and there’s less confusion about what the car is supposed to be. Still, given Spyker’s track record, it’s hard to be sure until real cars reach buyers. If everything goes as planned, this could finally be a real return for one of the more unique names in performance cars. If not, it might just be another almost-comeback for Spyker. Spyker Cars View the 3 images of this gallery on the original article View the full article

Rethinking One of EVs’ Biggest DrawbacksBattery weight remains one of the biggest hurdles for EVs. Yes, larger packs offer better range, but they also add weight, hurting efficiency and handling. Solid-state batteries hold promise, but for now, automakers are rethinking how batteries are packaged. Mercedes-Benz is taking a different route. A recent patent (USPTO no. 12614774, published April 2026, if you want to check) lays out a new way to mount battery modules inside an EV pack. Instead of loading up on bolts, brackets, or just one kind of adhesive, Mercedes is looking at a more specialized bonding method. Mercedes-Benz Two Adhesives, Two JobsThe idea is simple: instead of asking one adhesive to do it all, Mercedes splits the job between two, each with its own purpose. The first adhesive goes under the battery module and is designed to pull heat away from the cells into the battery housing. It helps with cooling and also anchors the module in place. The second adhesive runs along the sides and is all about strength. It resists mechanical stress, so the module stays put whether you’re cruising or hitting rougher roads. Most current setups use screws or thick adhesive to handle both cooling and structure. By splitting the tasks, Mercedes lets each material do what it does best. The patent even points out that you can use less of the bottom adhesive, since it doesn’t have to hold everything together. The patent diagrams show a tray-style battery housing, with modules sitting on a base layer and lockable sides. It’s a tidier setup that cuts down on hardware and could make assembly easier. Mercedes-Benz Why It Might Matter in the Real WorldIf Mercedes brings this to production, there are some real-world perks. Fewer screws and heavy mounts mean less weight and a simpler build. Using less adhesive could also help keep costs in check. There’s also a service benefit. The side adhesive is strong but can be cut through, so a damaged module can be swapped out without tearing down the whole pack. That’s not always possible with today’s designs. Thermal management is another piece of the puzzle. By improving how heat is transferred away from the cells, the system could support more consistent performance and potentially extend battery life. As with most patents, it’s worth noting that this is not a guarantee of production. Automakers file a wide range of ideas, and only a portion of them make it into actual vehicles. Still, it offers a look at how Mercedes-Benz is thinking about refining EV fundamentals beyond just range and power figures. USPTO View the 3 images of this gallery on the original article View the full article

Revealed in production form earlier this year, the Red Bull RB17 is one of the most extreme hypercars ever conceived—just as you’d expect for a machine designed by Adrian Newey, who has designed winning Formula 1 cars for the likes of Williams and McLaren. The RB17, engineered to be even faster around a track than existing F1 cars, has just entered its final build phase. Rob Gray, RB17 technical director, also shared some of the exclusive design details about the car that will only see a 50-unit production run. A Carbon-Fiber Masterpiece Red Bull RB17 Red Bull Advanced Technologies View the 3 images of this gallery on the original article The Red Bull RB17 is being built in a former warehouse on the Red Bull estate in Milton Keys. The same site plays host to the new F1 wind tunnel for Red Bull Racing. Autocar had the opportunity to see the first near-complete passenger cell and tail section, while catching up with Gray at Red Bull’s headquarters. For a car capable of completing a lap at Spa around a second faster than an F1 machine, its conception came about almost by chance. Gray said the RB17 is “something Adrian drew when he was bored one year over Christmas.” It’s shaped up to be something much more serious since then. The 4.5-liter V10—developed by Cosworth—is paired with an electric motor. Combined, the system produces a staggering 1,200 horsepower, and that’s in a car that weighs around 1,984 pounds. Newey left Red Bull for Aston Martin in 2025, but continued to refine the car until the end of his tenure. One of those changes was a spine running down the engine cover, which directs exhaust gases to “blow” the bottom of the wing to increase downforce. According to Gray, this spine was “Adrian Newey’s parting gift, because it was a relatively late addition, which he asked for shortly before leaving, and required much development to cope with the thermal challenges that it presented.” How Much Does It Cost? Red Bull Advanced Technologies Each RB17 is expected to cost around £5 million, which works out to roughly $6.7 million. All 50 units have already been allocated, so the car has already proven to be successful. This level of performance and cost is occupied by only a few other exotics, such as the Aston Martin Valkyrie AMR Pro, GMA T.50S, and Pagani Huayra R. But, with claimed lap times that eclipse even an F1 machine, the RB17 will likely stand alone once it arrives and its performance credentials can be verified. Circuit testing and development sessions are set to start in a few weeks, with an official launch to take place sometime next spring. Although designed as a track-only car, hypercar modifier Lazante may produce a kit that will convert it for road use. This conversion could cost over $600,000 alone. Newey continues to follow the RB17’s progress and will likely visit the factory to see it up close at some stage. When it arrives, expect the RB17 to rewrite the rulebook for hypercars. View the full article

Winding DownWhenever a new generation model is announced and about to enter the market, it is only natural that the current model on sale be gradually phased out. Slowly is the key word here, because while most people will wait for the new model, some don't mind and need a car right now. Plus, it makes no sense for the brand to kill off the model completely and lose potential sales while waiting for the launch of the new car. GMC is doing just that with its pickup, the Sierra 1500. Zac Palmer Closing the BooksIt has come to light through GM Authority's report that GM is slowly winding down production and orders for the Sierra 1500 pickup. This is no surprise because the 2027 model is waiting in the wings to take over. While the slowdown will affect the entire Sierra range, GM is implementing it in batches, starting with other truck variants rather than a blanket production slowdown. In the report, the GMC Sierra 1500 can no longer be ordered in Regular or Double Cab configurations. According to the sources, the last production units of the Sierra 1500 Regular Cab are scheduled to roll off the line during the last week of June. The assembly plant for the Regular Cab Sierras is located in Mexico, while the Double Cab and Crew Cab are built in GM's plant in Indiana. GM Authority also points out that there are currently 64,000 Sierras in dealer lots or in transit across the nation. 3,100 of which are Regular Cabs, accounting for just 4.8% of the total inventory. Last April 2, GMC officially ceased production of the Double Cab Sierra 1500s. GMC Next Generation2026 is the final year for this generation of the GMC Sierra 1500 pickup. The all-new next-generation 2027 GMC Sierra 1500 is set to begin production in October 2026, the same date as the new Chevrolet Silverado 1500. Both pickups share many components and, for 2027, will have new styling, an overhauled interior, and new engine options. Zac Palmer View the full article

Japan's Rolls-RoyceLong before Lexus, Toyota was already building a series of premium and luxury vehicles, albeit for its home market for the most part. The Crown is one of those models, as well as the smaller Mark II, that the rest of the world knows better as the Cressida. But at the very top is the Century, the crown jewel of Aichi. The Century made was built to commemorate the 100th birthday of Toyota Industries founder, Sakichi Toyoda. Revealed in 1967, the car has since become associated with royalty, politics, and anything related to industrial and business powerhouses. The nameplate has been around for nearly 60 years, but it has only seen three all-new generations since then. Bring a Trailer A Low-Mile Piece of Japanese Automotive RoyaltyGiven that the Century is built in low volumes each year, there aren't many of these that end up in the used car market outside Japan. Factor in the 25-year import rule, and let's just say that there isn't a steady stream of these luxury limousines making it abroad. Still, some of the few that end up here are snapped up fairly quickly, which brings us to today's auction find from Bring a Trailer. What we have here is a 1997 model, so it's the first year of the second-generation version. This one should be of interest for those who think eight cylinders aren't enough, as what you're looking at here packs a 5.0-liter V12 - the sole option you can get for this era of Century. It's low-mileage, too, as the odometer reads just 43,864 kilometers at the time of posting. In freedom units, that's a mere 26,634, so it's not even broken in by Toyota standards. A good amount of work went into this car, too. Given its age, it was best to replace key components of the air suspension and braking system. As far as we can tell, the engine has a clean bill of health. Aftermarket bits include rear curtains and an exhaust system from Junction Produce. At the time of writing, the current bid is at $16,666. Bring a Trailer The Toyota Century: What You Need to KnowThe second-generation Century was built from 1997 to 2017, a remarkable production run that spanned 20 years. That said, its predecessor lasted for 30 years with few changes. The first-generation model packed a V8 engine, while the second upped the ante with Japan's only V12 to ever reach production. As for the current model, it reverts to a V8, but it's been given an electrified boost. The V12 in this model makes a rather conservative 276 hp, although that's because of Japan's gentlemen's agreement among automakers not to exceed that number, at least on paper. Export versions of the second-generation Century have a higher figure listed at 295 hp. Exterior and interior-wise, this version of the Century remained relatively unchanged, although an update in 2005 ditched the four-speed automatic for a six-speed unit, and other in-car entertainment upgrades were made later on in the model's life. Toyota produced fewer than 10,000 second-gen Century sedans over 20 years. Of the 9,753 built, about 100 were left-hand drive, some of which made it to the U.S. Of course, the Century nameplate has since expanded to include the inevitable SUV version, but it's also become a standalone brand. The Century brand will sit above Lexus and serve as Toyota's ultra-luxury arm, taking aim at Bentley and Rolls-Royce with a coupe reportedly in the works. Bring a Trailer Bring a Trailer View the 10 images of this gallery on the original article View the full article

Ford’s EV program took some major hits last year resulting in an $8.5 billion write-down. Among other things it’s killed the F-150 Lightning and scrapped plans for a 3-row SUV. But don’t count Ford out. In a major strategic shift, it’s investing billions more to develop a new line of low-cost EVs. And Autoblog was invited to get an inside look at the Universal Vehicle program before its 2027 launch. After taking an $8.5 billion write-down last year on its EV program one might expect Ford to steer clear of battery-electric vehicles. But, with the threat of new Chinese competitors looming ever more ominously, the Detroit automaker has launched a skunkworks program aimed at delivering a line-up of low-cost, long-range EVs. The “Universal Vehicle” project’s mandate is a bold one: team members told to rethink just about everything but the shape of the wheel. And, in the process, they’re getting ready to launch the most radical makeover of the assembly process since Henry Ford switched on the first moving assembly line on October 7, 1913. It’s a high-risk, multi-billion-dollar venture set to launch production sometime in 2027. And Ford offered Autoblog a chance to visit the project’s new campus in Long Beach, California where team members are given bounties to take the sort of risks automakers traditionally try to avoid at all cost. Isolate the Culture For his part, Alan Clarke admits he’s feeling “tons of pressure” these days. That shouldn’t come as a surprise considering that, in his role as Ford’s executive director of Advanced EV Development, he’s in charge of what’s arguably the most important project the automaker has launched in decades. It’s not the first time the Detroit automaker has taken risks. It pushed the limits with the original 1986 Taurus sedan and the GT supercar designed by another skunkworks program. Both were meant to show how a small team could transform a massive multinational into a nimble enterprise. Yet, Ford today still moves like a lumbering battleship in an era when little drones are becoming the weapon of choice. To give the Universal Vehicle project a better chance, Ford moved it to Long Beach, California, nearly 2,000 miles away from company headquarters in Michigan, explained Clarke. “Culture is local,” and the former Tesla engineer is determined to create an entirely new one from scratch. “Isolation has been incredibly important. Separate the culture and you separate the mindset.” A Growing TeamThere are currently about 500 members of the UV team and, even with another 100 soon to come onboard, that’s a fraction of the manpower normally found at a major car company. That said, the two buildings that make up the project’s campus are some of the most well-equipped in the Ford global system. There’s the requisite design studio equipped with the latest AI and virtual reality software, a battery lab that can simulate in days what would normally take months to test out. And the complex has one of just two closed dynamometers capable of recreating virtual any condition a future EV would be able to experience anywhere in the world, everything from the cold of an Arctic winter to the heat of a Saudi Arabian summer, complete with the light of a blazing Mideast sun. Better yet, “Everything is in close proximity,” noted designer Simona Merker, making it easy for team members to reach out to one another. In a number of instances, Ford has reversed its traditional approach which often relies on outside suppliers to do things like developing the look and feel of seats, noted Scott Anderson, the UEV seating chief. His team can cut its own prototype foam cushions and seat covers, for example, in some cases saving weeks of development time. “Fail fast”Like Clarke, each team member is under intense pressure. But not just to get things right. They’re encouraged to risks on new ideas under a “bounty” system Clarke’s management team has set up. In sharp contrast to Ford’s traditional risk aversion, there’s a recognition that not everything will work as planned. The key is to “find failures fast,” said hardware engineering manager Kevin Lundbert, then come up with something better. If it works as planned, Ford hopes to avoid the sort of hits it’s taken to its image in recent years. The company that long used the tagline, “Quality is Job One,” faced an industry-record 153 separate recalls in 2025 affecting nearly 13 million vehicles in the U.S. Beyond that, it’s been spending billions fixing all manner of quality problems. Quality really must be Job One with the Universal EV family. It can’t afford to repeat the eight separate recalls that the company’s recently discontinued F-150 Lightning has experienced since its launch four years ago. More for LessBut that’s just one part of the challenge. EV sales surged almost eightfold from 2019 to 2024, reaching about 8% of the U.S. market. But the industry ran into trouble then reaching out to more mainstream buyers considering the typical battery-electric vehicle cost about $5,000 more than a comparable gas model. The troubles only grew worse with the phase-out of federal tax credits last September. Ford CEO Jim Farley is convinced his company needs to shift focus from high-end EVs to affordable alternatives, the first of the Universal Vehicles expected to come in around $30,000 – though Ford has so far sidestepped offering specific numbers. Among the steps it’s taking: Universal EVs will use lithium-iron phosphate batteries, instead of more costly, trouble-prone lithium-ion technology found in most of today’s EVs. LFP chemistry has helped slash costs for Chinese EVs and, Ford claims, is quicker to charge and less prone to fires and other failures;Meanwhile, the packs will be more tightly packaged and serve as part of the actual structure of the vehicles they’re used in, simplifying construction;Using a centralized computer network eliminates scores of microprocessors scattered around the vehicle while also cutting nearly a mile of copper out of the wiring harness, saving over 20 pounds and over $100 in material alone.Holding Down Repair CostsFord also plans to adopt mega-castings – something already used by Tesla, as well as the Chinese, replacing dozens, even hundreds of stamped steel parts with a single cast piece of aluminum. While not the first to use megacasting, Ford is taking a novel approach developed in cooperation with the insurance industry. Megacastings are notoriously difficult and expensive to repair. As an example of the UEV’s approach to creative thinking, body structures chief Vladimir Bogachuk, said each of these massive aluminum components will be marked with “cut lines,” showing where they can be cut, glued and welded back together, rather than leaving the service shop tech to try to figure things out on the fly. Back to the LineMore than 100 years since the first moving assembly line went into operation in Highland Park, Michigan, Clarke’s team has come up with what it’s billing as a revolutionary alternative at Ford’s Louisville Assembly Plant. On a traditional line, cars are built up, almost like Lego models, individual parts added atop one another as the vehicles rolls forward. Once a $2 billion makeover is completed at the Kentucky factory, Universal EVs will start out with three parallel lines, one pulling together the vehicle’s back end, another the front, the third putting together the cabin and floor, including the integral battery pack. Much like making a sandwich, those three pieces will be married together near the end of the line. There are “tens of prototypes” now running around the Long Beach campus and some other Ford locations, according to Clarke. That should grow to hundreds when the Louisville plant gets to try out the new process sometime later this year, with “saleable” vehicles expected to launch sometime in 2026 – though Clarke is notably wary about being too specific with his timetable. Finding “A Better Way” The auto industry is facing more turmoil than any time in decades, arguably more than at any time since Henry Ford first rolled out the Model T. Ford, in particular, has a variety of challenges to face. But, like the rest of the traditional industry, it’s also worrying about the prospects of facing a wave of new Chinese automakers already putting the U.S. in a pincer grip as brands like Geely, BYD and Chery expand in Mexico and launch in Canada. For Ford, it can no longer be business as usual, “We have to ask ourselves is this the way we do things because it’s always been done that way, or is there a better way to do that?” suggested engineer Scott Anderson. On paper, the Universal Vehicle certainly seems like that better way. We’ll have to wait at least another year, however, to see if it works as planned. View the full article

223,000 Miles in 3 Years, This Camry Lease Breaks All the RulesWith more Americans falling behind on car payments, some drivers are pushing their vehicles harder to extract maximum value. Leasing is a great option but it comes with mileage limits. Apparently, someone just hacked the system. Lease overages are usually costly, but one lessee of a 2023 Toyota Camry SE in Wisconsin flipped the script, averaging 76,650 miles annually and returning it with 223,036 miles. According to a report from The Drive, the car later appeared at SmartToyota in Madison, Wisconsin, for $15,000, catching the attention of a curious shopper. Originally a roughly $29,000 sedan, this Camry was driven about 215 miles daily. Service records show relentless usage. It logged 5,400 miles in its first month and hit its 10,000-mile service just nine days later. Despite that punishing schedule, the car came back in shockingly good condition, with only a minor bumper scuff from an early incident. Smart Toyota View the 2 images of this gallery on the original article How One Camry Became a Money-Making MachineThe Camry has long been known for low running costs, but this case reframes it as a profit-generating machine. Inside, the driver’s seat remains unusually clean for a car that essentially lived on the road. It suggests a combination of disciplined use and careful upkeep, even under extreme daily mileage. A dealership representative confirmed the vehicle was used for Uber and Lyft. That explains the mileage, but not entirely. As noted by the dealership, most trips in Madison are short and urban. Sustaining over 200 miles per day implies long-distance fares or highly strategic route selection. In effect, the driver optimized the Camry not just as transport, but as a revenue tool. Smart Toyota When a Lease Buyout Becomes the Smartest MoveFor many drivers, leasing offers predictable costs and lower upfront commitment. In this case, it also provided a crucial financial escape route. Faced with what could have been tens of thousands in mileage penalties, the driver opted for the buyout clause instead. That decision proved pivotal. The leaser could have made a killing, according to the latest lease deals for the current Toyota Camry. The dealer offered to take the car back for $3,000 less than the buyout price. The driver simply paid the difference and exited the deal. Considering the estimated excess mileage, which could have triggered penalties approaching $40,000, the outcome was remarkably favorable. It demonstrates how lease structures can sometimes work in the customer’s favor when used aggressively. Smart Toyota Why Leasing Might Be Smarter Than You ThinkAs car prices continue to climb, traditional ownership is becoming harder to justify for many buyers. Leasing, often seen as restrictive, can actually offer flexibility if approached strategically. This case shows how maximizing usage within a fixed-cost framework can tilt the economics in the driver’s favor. Still, this is not a blueprint for everyone. The risks are substantial, and most lease agreements are not designed for this level of abuse. But it highlights an important point. Even a mainstream sedan like the Camry can deliver outsized value when paired with the right use case and a willingness to push the limits. Smart Toyota View the 2 images of this gallery on the original article View the full article

Noise ComplaintsNo matter how much we adore and enjoy a properly loud engine, the fact is that not everyone does. In certain cases, automotive brands have installed new software that allows the owner to mute the exhaust during startup to avoid bothering neighbors. However, in public spaces, this is generally a free-for-all, as long as the owner of the car isn't deliberately being noisy, most people ignore it. An incident has just gone viral where one woman couldn't contain her disdain for the noise. Texas Karen kicks man’s Corvette at gas station, demands he “certify” he heard her, then calls him retarded A woman in Texas, claiming she has tinnitus, confronted a man at a gas station right after he started his Corvette. She walked over, kicked his car to get his attention,… pic.twitter.com/tEETn65pQX — The Facts Dude 🤙🏽 (@Thefactsdude) April 29, 2026 Verbal Assault and Property DamageA video of an incident at a Texas gas station was posted by The Facts Dude. In the video, a woman can be seen swiftly approaching a man in a C8 Corvette Z06 and she immediately opens the "conversation" with a kick to the driver's side door. As the video progresses, we see her covering her ears and yelling at the Corvette owner to see if he understands what she said. She then says that she will call the police, because what he's doing is illegal. Now, we're not sure whether his particular Corvette has a modified exhaust that violates any local noise legislation, but in the video, the man wasn't even revving the engine. The owner even tried to stay calm and placate the visibly angry woman, but she wasn't having it, even after he left his car. She followed him and proceeded to insult him by calling him out for his "lack of intelligence" and even questioned the size of his, erm... manhood. This woman claims that she suffers from tinnitus, but the owner counters her by saying he will be the one to call the authorities for the damage she did by kicking his car. As the video neared its conclusion, it didn't really show any major damage to the kicked door. Hopefully, all it required was a thorough wipe down. Adam Lynton/Autoblog Bizzare IncidentWhile this incident is isolated for now, it probably happened before, given that the Corvette C8, even in stock form, is quite loud. However, it isn't an excuse to verbally assault someone and physically try to damage property. Thankfully, the owner of the Corvette stayed calm and didn't engage, or things could've gotten out of hand much quicker. Exotic Car Trader View the full article

A Crossover for EveryoneIs there a crossover segment that Mazda hasn't entered? There's the CX-30 at the lower end of the market, and there's the CX-5 and CX-50 for just about everyone. One can choose the CX-60 if they're looking for a junior X3/Q5/GLC alternative, along with the CX-70 for empty nesters who like the size of the CX-90 but don't need an extra row of seats. More recently, Mazda filed a trademark for the CX-40, and the next-generation CX-30 is coming soon. An even smaller crossover is underway, too, likely to be called CX-10 or CX-20. Also, in markets that have deemed the CX-90 too large, there's the CX-80. Mazda Potential New Model for the U.S.As it is, Mazda's U.S crossover lineup is pretty well-stocked. However, it seems like there's just enough of a gap between the CX-70 and CX-90. Judging by a fairly recent trademark filing by the company, it seems the CX-80 might be considered for stateside release. The document was filed on February 27, 2026, in the U.S. Patent and Trademark Office. Making this more interesting is the fact that it's for a national trademark application. Granted, Mazda could simply be protecting the name in more territories, given the Luce dispute with Ferrari, but it also opens up the possibility of the CX-80 coming to America. Mazda The Mazda CX-80 in a NutshellTo oversimplify the CX-80, it's a stretched CX-60 with a third row thrown in. It's primarily aimed at markets that don't get the CX-90, although it is offered in some countries that have the larger model. For instance, Mazda Australia and New Zealand have both models, with the CX-80 serving as the successor to the CX-8, a model that appears to be an elongated CX-5 but is actually based on the CX-9. The CX-80's main markets are Europe and Asia, which is just right given the tighter roads in those markets. Well, there's a need for three-row vehicles in many parts of the world, but these don't need to be large by certain market standards. The CX-80 measures 196.7 inches long, 74.4 inches wide, 67.3 inches tall, and has a wheelbase of 122.8 inches. In comparison, the CX-90 is 201.6 inches long, 77.6 inches wide, 68.2 inches tall, and also has a 122.8-inch wheelbase. There are three powertrain choices. There's the familiar 3.3-liter turbo inline-six with 280 hp and 332 lb-ft, but also a 3.3-liter inline-six turbodiesel that's good for 254 hp and 405 lb-ft. Of course, a plug-in hybrid version is also offered, pairing a 2.5-liter, four-cylinder engine with a single electric motor to deliver a combined output of 323 hp and 369 lb-ft. All-wheel drive is the standard layout. Mazda Should the U.S. get it?On one hand, the CX-80 might be a bit of an odd addition to the U.S., given the preference towards larger crossovers. There's also the CX-60, itself a 'right-sized' five-seat crossover that meets most needs. The CX-90 already does a fine job as Mazda's three-row crossover in the U.S., and adding another one might make the point moot. Then again, there are markets that have proved the CX-60, CX-80, and CX-90 can peacefully co-exist. At the same time, Mazda makes the two-row CX-70 for the U.S and Canada, catering to a rather specific set of buyers. So, perhaps, there is room for the CX-80 in America, particularly for those who'd like a seven-seater with smaller exterior dimensions. Perhaps it can be a fuel-fed alternative for Highlander buyers now that the Toyota will become an EV come next year. Mazda Mazda View the 8 images of this gallery on the original article View the full article

Remember last year’s Nissan Leaf U.S. recall that included nearly 45,000 vehicles posing a potential battery fire risk? It looks like Canadian owners from the province of Quebec have grown tired of waiting for an effective fix from the automaker so they filed a class action suit against Nissan Canada. Lawsuit Alleges Nissan's Promised Software Fix Cannot Solve the Problem The lawsuit alleges Leaf EVs built for the 2019-2022 model years—the exact same years as those included in the October 2025 recall—are equipped with defective high-voltage batteries that can cause fires. Despite the recall, the lawsuit alleges that the risk of melting components and battery fires remains. According to CarComplaints, the class action lawsuit includes “all persons in Quebec who own, purchased, lease and/or leased one or more of the Subject Vehicles, namely the 2019–2022 Nissan Leaf vehicles equipped with a Level 3 quick charging port.” The Leaf vehicles included in the suit include 2019-2022 Nissan Leafs equipped with both the standard 40-kWh or long-range 62-kWh lithium-ion battery packs. The packs are allegedly prone to overheating and suffering short circuits, which can cause melting of the charging components, electrical damage and fires. The problem is aggravated by Level 3 DC fast charging via the CHAdeMo connector. The class action lawsuit argues that the main problem is excessive lithium deposits on the battery’s anode, something that cannot be remedied by simple software updates Nissan has promised but is yet to deliver. Furthermore, the lawsuit alleges that Leaf high-voltage battery cells are defective and recalls issued by Nissan will not help. Plaintiffs Calling on Nissan to Replace the Batteries or Buy Back the Cars Nissan According to the plaintiff who sued, Nissan offers only software updates to monitor the Leaf batteries’ state of charge and possible overheating incidents. And because Level 3 fast charging aggravates the existing problem, Nissan has warned customers not to charge the vehicles with fast charging via the CHAdeMO connectors. But since Nissan Leaf customers paid for fast charging capability, they are obviously frustrated that they cannot use the feature until the vehicles get the promised software updates. The plaintiff complains that fast charging is a key reason why consumers purchase or lease the Nissan Leaf, and by not providing that, Nissan hasn’t kept its end of the bargain. In conclusion, the class action lawsuit claims the only way to repair the affected Leaf EVs is to replace the defective high-voltage batteries, or for Nissan to buy back the vehicles. The class action lawsuit was filed in the Superior Court of Quebec of the District of Montreal Canada and is titled B.S. v Nissan Canada Inc., et al. It’s worth noting that a similar class action suit was filed in California against Nissan North America over defects in the charging system of 2019-2022 Nissan Leaf vehicles. Brought on behalf of multiple owners and lessees of the affected Leaf EVs, the lawsuit (Proudfoot et al. v. Nissan North America, Inc) alleged that Nissan was aware of the battery defect before the vehicles were sold. View the full article

A Pacific cold storm hammering the Sierra Nevada is in its peak phase today, Monday, May 4, 2026, with the Weather Prediction Center flagging both today and Tuesday at HIGH heavy snow risk, the top of the four-tier scale, a notable upgrade from the original outlook. The same upper-level low then reloads over the Colorado Rockies for a second-act event Tuesday into Wednesday, extending the impact zone from the Northern Sierra all the way to the I-70 corridor west of Denver. Peak Driving Danger WindowThe worst window runs Monday afternoon into Tuesday morning across I-80 at Donner Pass and Highway 50 at Echo Summit, where 80 MPH crest gusts and snow levels crashing to 4,500 feet will combine to produce near-zero visibility and triple-digit accumulation rates above 7,000 feet. What to ExpectSnow totals: Up to 48 inches at the highest Sierra peaks, 24 to 36 inches at pass level, 12 to 18 inches in the Tahoe basinWind gusts: 80 MPH along the Sierra crest, 50 to 60 MPH at pass levelSnow level: Dropping to 4,500 feet by Tuesday morningWorst corridors: I-80 Donner Pass, Highway 50 Echo Summit, I-70 Vail Pass and Loveland Pass on the back endRisk category: WPC HIGH (top tier) for both Monday and TuesdayNWS Sacramento covers the West Slope warnings, NWS Reno covers Tahoe and Mono County, and NWS Hanford covers Yosemite, Kings Canyon, and Sequoia. The system is pulling subtropical moisture into the Sierra at unusual intensity for early May. Road ConditionsI-80 over Donner Pass and Highway 50 over Echo Summit face likely full closures Monday into Tuesday during the peak burst, with chain controls almost certain on either side of the closure window. Caltrans is staging plow rotations; check QuickMap before any Sierra crossing. Refreeze risk is elevated Tuesday night as snow level crashes and standing water locks up. If you're unsure how your drivetrain handles deep snow, the AWD vs 4WD distinction is worth a refresher. The Two-Act Storm: Rockies NextThe same upper-level low will track east and redevelop over Colorado Tuesday into Wednesday, with NWS Boulder and NWS Grand Junction issuing watches and warnings for the I-70 corridor. WPC has Colorado in the same HIGH risk classification for Tuesday, putting Vail Pass, Loveland Pass, and the Eisenhower Tunnel approach at major operational risk midweek. Winter Driving TipsTread depth matters more than tire age. The Lincoln-head test sets the legal floor at 2/32, but anything below 4/32 loses meaningful grip in unpacked snow. Drop tire pressure 1 to 2 PSI per 10 degrees of temperature drop to maintain proper contact patch. Triple your following distance on snowpack and double it on wet pavement. Our best vehicles for snow roundup and winter driving fundamentals guide cover equipment and technique. Colorado-bound drivers should bookmark COtrip.org for live I-70 status. TimingThe Sierra peak runs Monday afternoon through Tuesday morning, with refreeze risk Tuesday night. The Colorado event ramps up Tuesday afternoon, peaks Tuesday night into Wednesday morning, and tapers Wednesday afternoon. A drier pattern arrives by late Thursday. We'll update this article as conditions evolve. View the full article

Tuesday evening is Cinco de Mayo, and the storm peak overlaps with it. Anyone driving in the zone after dark will be sharing the road with holiday traffic on top of active chain controls and deteriorating mountain routes. Affected ZonesNorthern Front Range and RMNP — 10 to 24 inches across the foothills, isolated to 30 inches in the higher mountains of Boulder and Larimer counties. Includes Estes Park, Nederland, Cameron Pass, Red Feather Lakes, and Rocky Mountain National Park. NWS wording: travel could be very difficult, especially Tuesday afternoon through Wednesday morning. I-70 Continental Divide — 6 to 18 inches, heaviest along and north of I-70: Eisenhower Tunnel, Loveland Pass, Berthoud Pass, Vail Pass, Idaho Springs, Georgetown, Breckenridge, Winter Park. Travel could be "very difficult to impossible." West of the Divide, Glenwood Canyon and the Vail Valley are also under chain controls and intermittent closures. Denver metro and DIA — 4 to 8 inches across most of the metro, locally up to 12 inches near the foothills and along the Palmer Divide. The NWS Denver/Boulder warning explicitly names Denver International Airport in its coverage area. Warning runs Tuesday evening into Wednesday afternoon. Slick conditions for the Wednesday morning commute, sporadic power outages from heavy wet snow on tree branches. WPC Pikes Peak and southern Front Range — 8 to 14 inches on Pikes Peak and Teller County. 5 to 10 inches across northern El Paso County, including Black Forest and Monument Hill on I-25. Pikes Peak Highway closures are decided ad hoc by the operator. Realistically nobody is driving up Pikes Peak in this weather anyway. Southern Wyoming — I-80 Summit between Cheyenne and Laramie 7 to 17 inches; Elk Mountain and Arlington 5 to 10 inches; Snowy Range 10 to 18 inches above 9,000 ft; Cheyenne itself 4 to 10 inches. Warnings run through Wednesday. Full I-80 freight corridor detail in the winter storm warning coverage from May 4. Affected HighwaysI-70 west of Denver — chain controls, possible multi-hour closures Tuesday into WednesdayI-70 through Glenwood Canyon — chain controls, intermittent closuresI-25 Denver to Colorado Springs — slick conditions on Monument HillI-80 Cheyenne to Rawlins — light/high-profile vehicle restriction expected, full closure likelyUS-34 through Rocky Mountain National Park — likely closed TuesdayCO-7 / Peak to Peak Highway — chain controlsHighway 14 over Cameron Pass — summit closure likelyPikes Peak Highway — closure possible, status updated by the operator AAA Through-TrafficWith the I-70 corridor and Wyoming I-80 both under warning, east-west travel across the central Rockies will be a mess through Wednesday. The realistic detours are I-90 to the north or I-40 to the south. Either one adds several hundred miles depending on where you started. Sierra warnings on the western side of the same storm system also remain active through Tuesday. If You Are on the RoadCheck before every leg, not the night before.cotrip.org, wyoroad.info, or 511For DIA passengers, check flight status before leaving for the airport and budget extra time for de-icing delays Tuesday eveningFor I-70 ski traffic, if you are coming down from Summit County or Winter Park today, leaving early in the day will be easier than waiting for the evening windowCarry chains regardless of drive type. Colorado's Traction Law runs through May 31, and AWD doesn't exempt youThe storm winds down Wednesday afternoon, and on Thursday it warms back up. Live Road StatusColorado: cotrip.org or 511Wyoming: wyoroad.info or 511DIA flight status: flydenver.comThis article will be updated as conditions evolve. Sources: NWS Denver/Boulder, NWS Pueblo, NWS Cheyenne, NWS Grand Junction , Weather Prediction Center heavy snow outlook. View the full article

A Pacific cold storm hammering the Sierra Nevada is in its peak phase today, Monday, May 4, 2026, with the Weather Prediction Center flagging both today and Tuesday at HIGH heavy snow risk, the top of the four-tier scale, a notable upgrade from the original outlook. The same upper-level low then reloads over the Colorado Rockies for a second-act event Tuesday into Wednesday, extending the impact zone from the Northern Sierra all the way to the I-70 corridor west of Denver. Peak Driving Danger WindowThe worst window runs Monday afternoon into Tuesday morning across I-80 at Donner Pass and Highway 50 at Echo Summit, where 80 MPH crest gusts and snow levels crashing to 4,500 feet will combine to produce near-zero visibility and triple-digit accumulation rates above 7,000 feet. What to ExpectSnow totals: Up to 48 inches at the highest Sierra peaks, 24 to 36 inches at pass level, 12 to 18 inches in the Tahoe basinWind gusts: 80 MPH along the Sierra crest, 50 to 60 MPH at pass levelSnow level: Dropping to 4,500 feet by Tuesday morningWorst corridors: I-80 Donner Pass, Highway 50 Echo Summit, I-70 Vail Pass and Loveland Pass on the back endRisk category: WPC HIGH (top tier) for both Monday and TuesdayNWS Sacramento covers the West Slope warnings, NWS Reno covers Tahoe and Mono County, and NWS Hanford covers Yosemite, Kings Canyon, and Sequoia. The system is pulling subtropical moisture into the Sierra at unusual intensity for early May. Road ConditionsI-80 over Donner Pass and Highway 50 over Echo Summit face likely full closures Monday into Tuesday during the peak burst, with chain controls almost certain on either side of the closure window. Caltrans is staging plow rotations; check QuickMap before any Sierra crossing. Refreeze risk is elevated Tuesday night as snow level crashes and standing water locks up. If you're unsure how your drivetrain handles deep snow, the AWD vs 4WD distinction is worth a refresher. The Two-Act Storm: Rockies NextThe same upper-level low will track east and redevelop over Colorado Tuesday into Wednesday, with NWS Boulder and NWS Grand Junction issuing watches and warnings for the I-70 corridor. WPC has Colorado in the same HIGH risk classification for Tuesday, putting Vail Pass, Loveland Pass, and the Eisenhower Tunnel approach at major operational risk midweek. Winter Driving TipsTread depth matters more than tire age. The Lincoln-head test sets the legal floor at 2/32, but anything below 4/32 loses meaningful grip in unpacked snow. Drop tire pressure 1 to 2 PSI per 10 degrees of temperature drop to maintain proper contact patch. Triple your following distance on snowpack and double it on wet pavement. Our best vehicles for snow roundup and winter driving fundamentals guide cover equipment and technique. Colorado-bound drivers should bookmark COtrip.org for live I-70 status. TimingThe Sierra peak runs Monday afternoon through Tuesday morning, with refreeze risk Tuesday night. The Colorado event ramps up Tuesday afternoon, peaks Tuesday night into Wednesday morning, and tapers Wednesday afternoon. A drier pattern arrives by late Thursday. We'll update this article as conditions evolve. View the full article

The Outback Has A Bounceback Chase Bierenkoven Subaru published its April 2026 sales figures, and the midsize Outback had its best month of the year (so far) with 10,552 units sold. That number represents a slight decrease of 8.3% from last April when it moved 11,501 units, though 2025 was a fairly impressive year for the Outback given it was in the final model year of its sixth-generation. Model April 26 April 25 YTD 26 YTD 25 Outback 10,552 11,501 37,626 51,435 Even still, the Outback is starting to bounce back after a rocky start to 2026, which has seen the popular model move just 37,626 units through April, down 26.9% compared to 2025 when it sold 51,435 units in the first four months. Critics of the seventh-generation Outback might claim the drop in sales can be attributed to the new model's styling, which is more aggressive and less wagon-like than ever before. This rebound in April could show the sluggish sales were due to the model year changeover and a lack of inventory, not a lack of demand. New EVs Hit Dealers Subaru View the 3 images of this gallery on the original article April 2026 also represented Subaru's best-ever month for electric car sales with 2,053 vehicles sold. The Subaru Solterra moved 1,128 units, an 18.9% gain from the same month in 2025. Subaru has sold 4,169 Solterras so far in 2026, which is an increase of 2.2% from the same period last year, an impressive feat considering the company no longer has the $7,500 federal tax credit to entice customers. That could be partially due to some impressive lease deals. Model April 26 April 25 YTD 26 YTD 25 Solterra 1,128 949 4,169 4,080 Trailseeker 406 N/A N/A N/A Uncharted 519 N/A N/A N/A The Solterra is joined by two brand-new models, the Trailseeker and Uncharted, which debuted this month with 406 and 519 units sold, respectively. These are modest sales numbers, but it's a start for two fresh nameplates. Both the Trailseeker and Uncharted ride on Toyota platforms, sharing architectures with the bZ Woodland and C-HR. A Down April Subaru View the 3 images of this gallery on the original article Overall, Subaru's sales in April dropped to 52,733 units, down from 5.9% from 56,011 units in 2025. Year-to-date, the Japanese automaker has sold 194,683 vehicles, a drop of 12.7% form last year. There are a few bright points in the lineup, like the affordable Forester, which is up 4% year-to-date to 71,989 units, though it did see a drop in 7.7% drop in April to 17,837 units. Model April 26 April 25 YTD 26 YTD 25 Crosstrek 15,667 14,935 54,164 58,547 Forester 17,837 19,330 71,989 69,195 WRX 1,178 772 4,680 5,599 The sporty WRX saw a surprise 52.6% increase in April to 1,178 units, though the all-wheel-drive sedan is currently down 16.4% YTD to 4,680 units. The Crosstrek also saw a nice 4.9% bump in April due to an affordable lease, hitting 15,667 units, though sales are still down 7.5% YTD. View the full article

Carson Hocevar has been quite busy in recent weeks. At Talladega Superspeedway, Hocevar became the 208th different driver to win a NASCAR Cup Series race in the sport's history, and celebrated with one of the most memorable burnouts in years -- hanging out of the car while driving along the frontstretch. One week later, the 23-year-old rising star won the Texas Truck race and earned pole ...Keep readingView the full article

Like Toyota, BMW didn’t put all its eggs in the same basket when it came to electrifying its lineup. Despite being one of the pioneers of modern electrification, BMW approached it wisely, refusing to go all-in on battery electric vehicles. Through its “Power of Choice” strategic approach, BMW has given customers a broad choice of powertrains, including gas, plug-in hybrid and battery electric, often across a single platform. This has allowed it to navigate the EV downturn better than many of its rivals. And even with the launch of the Neue Klasse dedicated BEV platform—its largest single investment in history at almost $12 billion—BMW continues to adopt a flexible approach. The upcoming BMW M3 is a very good example of that, as the automaker will offer it as two distinct models: a Neue Klasse-based EV (codenamed ZA0) and a gas-powered model (G84) based on the established CLAR platform. Electric M3 Price "in the Same Ballpark" with Gas-Powered Model BMW For the first time ever, BMW M enthusiasts will have two different M3 models to choose from, even though they will look very similar. And now we also learn that they will cost roughly the same. BMW sales boss Sylvia Neubauer told Autocar that the electric M3 and the six-cylinder M3 will cost roughly the same, which basically means that customers’ personal preference will be the main purchasing decision factor. “The good news is that from a pricing perspective, that are in the same ballpark,” Neubauer said, without providing an estimate. She added that offering the two M3s alongside each other will give customers “the choice.” BMW While the two cars will look nearly identical, there will be slight styling differences related to their powertrain type, though. "There will be functional differences that lead to a different design in some areas of the car, but when you look at them, you will see that they are twins,” the executive told Autocar. Neubauer also pointed out that regardless of the powertrain the choose, customers can be sure that they will be getting a a true BMW M car. “When we talk about the BMW M3, it’s the M3 no matter the drivetrain. The driving experience must be true, and you decide it you want EV or ICE,” she said. Asked how will BMW win over existing BMW M owners who may be reluctant to switch to an all-electric architecture, Neubauer suggested that a test-drive should suffice. “We need to get you into the cars,” she said. All-Electric M3 Will Debut First With a Lot More Power SH Proshots/Autoblog The all-electric BMW M3 will feature a four-motor powertrain with somewhere between 800 and 900 horsepower, according to unnamed sources cited by BMW Blog. That will easily make it the most powerful BMW M production car ever built. The setup will enable both AWD and RWD modes, electronically controlled torque vectoring and blistering acceleration, with a 0-60 sprint likely in under 3 seconds. The all-electric M3 is rumored to enter production in Munich in March 2027. SH Proshots/Autoblog The gas-powered BMW M3 (pictured above as a test prototype) is likely to carry on with the same 3.0-liter twin-turbocharged inline six-cylinder engine, although BMW Blog sources claim it will come as a mild-hybrid for the first time, with a with a 48-volt electric motor integrated directly into the 8-speed automatic transmission. BMW reportedly went down the mild-hybrid route after the plug-in hybrid M5 was widely criticized for being overweight. The base model is expected to deliver around 525 hp, though CS and CSL variants will likely deliver more. Sadly, most sources claim the gas-powered BMW M3 won’t offer a manual transmission. The G84 M3 is expected to enter production in July 2028, more than a year after its all-electric sibling. SH Proshots/Autoblog View the full article

America’s Ring Rivalry Heats UpSince last year, Chevrolet and Ford have been going back and forth over who has the best American car at the Nürburgring in Germany. Both brands have clocked sub-7-minute lap times, but the last laugh currently belongs to the Blue Oval after the Mustang GTD Competition secured the fastest time for an American road-going model at 6:40.835. Now, it seems Czinger wants to join the fray after a 21C was spotted making laps at the Green Hell. The California-based automaker is no stranger to lap records, having set records with the 21C at the Circuit of the Americas, Laguna Seca, and the Goodwood Festival of Speed. As such, it would be interesting to see how the hypercar would fare on the ultimate proving ground. Enter the New ChallengerPowering the Czinger 21C is a 2.88-liter twin-turbo V8 engine paired with three electric motors (one of which acts only as a generator), delivering a combined output of 1,250 horsepower. That matches the Chevrolet Corvette ZR1X, which set a 6:49.275 lap time at the Nürburgring. Ford has not revealed the horsepower figure for the Mustang GTD Competition, though it is said to make more than the original GTD’s 815 horsepower. Given that the track is 20.8 kilometers, or 12.9 miles, long, the 21C’s electric-motor setup could help it deliver power in slower sections before the twin-turbo V8 comes in with more boost. But then again, whether the 21C can put up a strong showing for the U.S. at the Ring is still up in the air. Car setup can make or break a record, while factors like weather, track conditions, and the driver also play a role. Czinger The Benchmark Is BrutalWhile the Ford Mustang GTD Competition is the fastest American road-going car at the Nürburgring, it sits second overall behind the Mercedes-AMG One in their respective category, which set a 6:29.090 lap time in 2024. The Chevrolet Corvette ZR1X is sixth fastest, with the Porsche 911 GT2 RS Manthey Kit, Porsche 911 GT3 RS Manthey Kit, and Mercedes-AMG GT Black Series slotting in between. Mentioning those nameplates makes it clear the Czinger 21C has a tall task ahead. But if anything, it feels like the right time for American brands to make more noise around the Ring. Only 80 examples of the 21C are planned to be produced, so seeing one, courtesy of CarSpyMedia, is pretty cool, and definitely something to keep an eye on. Czinger View the 3 images of this gallery on the original article View the full article

Most cars tend to be replaced by new generations every five or six years, typically with facelifts at the halfway point, but at Honda, some of its most popular nameplates will be stuck at the back of the revitalization queue much longer. According to a supplier memo seen by Automotive News, several high-volume vehicles will be living on until the end of the decade at the earliest, including the Odyssey, Accord, and HR-V. The same will reportedly be true of the Acura MDX and Integra, which will forgo next-generation updates until after 2030. The Vehicles Honda Is Keeping on Life Support and Why Honda Honda had been hoping to capitalize on a shift toward all-electric power, but the market hasn't followed Honda's predictions and subsequent investments, leading to the automaker's first-ever net loss. Honda has canceled three EVs for North America and instead decided to focus on hybrids, planning to launch 13 vehicles with next-gen hybrid technology from 2027. So, how does this affect the cars mentioned in the introduction? For the Odyssey, which has been updated twice since its last redesign in 2017, Honda will do little for the time being, with that new hybrid tech expected to arrive in March 2030. Honda had reportedly considered axing the Odyssey until it could launch an all-new model, but that was deemed too risky and may have led to Honda losing market share to the likes of the Toyota Sienna or Chrysler Pacifica. Related: 2026 Honda Passport vs. 2026 Honda Pilot: 5 Major Differences As for the Accord, this may go hybrid-only by early 2030, with the supplier memo indicating that the gas-only model will live a year longer than previously expected, through March 2030. The HR-V has also seen its production extended, but by two years, not one, with a redesign now expected by early 2032. Over at luxury arm Acura, the three-row MDX SUV will have been around for 10 years by the time a next-gen model arrives in early 2031, while the Integra sedan will get three more years of life, being produced through March 2032. Presumably, that means the Honda Civic will be mostly unchanged for the near future, too. What Comes Next for Honda's Big Sellers Honda View the 2 images of this gallery on the original article According to AutoNews, the Odyssey and Pilot will benefit from the development of a new V6 hybrid powertrain with all-wheel drive. This is expected to deliver over 30 percent better fuel economy with a 10 percent acceleration boost versus the contemporary gas-only products, but no details on the other models mentioned in the memo were revealed. The problem is that, until the new Odyssey arrives in the next four years, dealers are losing customers to the AWD Toyota Sienna simply because front-wheel drive is the only choice. For the Accord, there is at least a hybrid version to compete with the Toyota Camry, which is hybrid-only, but it, too, will be showing its age by the time a redesign happens; the 11th-generation Accord was revealed in 2022 for the 2023 model year. Meanwhile, the third-gen HR-V has been around since 2021, though it only reached North America the following year. The Acura MDX also arrived in 2022 in its fourth generation, as did the Integra, both of which were launched for the 2023 model year. Clearly, all of Honda's most popular vehicles are already due for revision, and Honda will likely give all of them updates within the next year or two, but will tweaks be enough to retain buyer interest? Acura View the 2 images of this gallery on the original article View the full article

From the ArchivesBMW North America has a whole treasure trove of classics we'd like to drive someday. From early pioneers such as the 2002 and E9 Coupes, to modern classics like the E39 M5. The company is currently running a YouTube series on these, featuring some of the many cars in the collection. The series stars Steve Saxty, the author of countless automotive books, including BMW by Design, and Tom Plucinsky, the head of BMW Classic North America, a legend within the company's halls, and an all-around car guy. So far, the duo has covered the 2002 tii, 3.0 CSL, E26 M1, E39 M5, and most recently, the E52 Z8 and E86 Z4 M. It's definitely worth watching, especially if you're a huge fan of the brand. BMW/Youtube The Spotlight on the Z8 and Z4 M CoupeAs mentioned, the latest episode features the limited-run Z8 and not-so-limited Z4 M Coupe. On the surface, the two cars couldn't be more different, but Saxty and Plucinsky mentioned that they are intertwined in ways that connect the past to the present and even to the future of BMW sports cars. More specifically, the Z8 featured in the episode was an Alpina Roadster V8, an even rarer version of the Z8, wherein only 555 were ever made. As for the Z4 M Coupe, one can say that it's the opposite of the Roadster, in a cool way, though. Alpina Roadster V8Many Alpina models have defined the brand over the decades, and it's safe to say the Roadster V8 is one of them. Sure, there are rarer models that wore the Alpina badge, but this was the one and only time the company built an eight-cylinder roadster. It's easy to dismiss this model as a soft boulevard cruiser because of its automatic transmission. At the same time, it doesn't use the E39 M5's S62 V8; under the hood is an M62 V8 found in a 540i or 740i from the same era. Mind you, it's fettled by Alpina, meaning it's bored up from 4.4-liters to 4.8-liters, and power rose to 375 hp and 384 lb-ft. The design, done by Henrik Fisker, was unashamedly retro, marking a clear link to the 507 Roadster from the '50s. It's possibly the only time a BMW production model was intentionally designed to look like a classic model, and one that deliberately looked to the past to build a model for the present. Alpina BMW Z4 M CoupeThe BMW Z4 stands in stark contrast to the Z8 in design. It's also worth noting that Z8 production ended the same year the Z4 started, in 2003. Think of this then as a passing of the baton of sorts, even if the Z4 was smaller. But instead of looking to the past for its design, BMW looked ahead to define its modern roadster. It was, of course, designed at a time when Chris Bangle was at the helm of the company's design studios. Radical ideas were welcomed, and Anders Warming certainly got the memo when he penned the Z4 Roadster. We had to wait until 2005 for the Coupe, though, and that one was designed by Thomas Sycha. Then, in 2006, both M versions of the Z4 were finally unleashed. The Z4 M was effectively an antithesis to the Z8 Alpina Roadster V8. It was exclusively manual and had the same screaming naturally-aspirated S54 inline-six from the E46 M3. With its lighter body making better use of 330 hp and 262 lb-ft, it was raw, twitchy, and a thrill-a-minute ride when pushed. The irony here is that the Roadster V8 had a more relaxed and mature persona wrapped in a retro body, whereas the Z4 M offered old-school thrills with a futuristic (at the time) and forward-looking design. Legends in Their Own RightYou can like one over the other, but both the Roadster V8 and Z4 M deserve respect and attention. These cars were made during a time when BMW was a tad more adventurous, not just in design but also with products that were truly thrilling. It'll be a while before BMW even considers returning to the roadster market. The Neue Klasse was a massive investment for the brand, and niche models such as these will be taking a back seat in the meantime. Still, at least we can admire these fine roadsters that linked the past and the present, laying the foundations for the future. Tom Wood/RM Sotheby's View the full article

For over a decade, the global automotive industry had committed to and invested in the battery electric vehicle concept. That narrative has now all but collapsed, confronted with fading consumer demand, volatile supply chains, and infrastructure bottlenecks. OEMs are now pulling capital out of the BEV fad and moving toward hydrogen and synthetic fuels. Hyundai What Does the Money Say?The capital reallocation is significant, with Honda's investment in an independent hydrogen program for commercial and passenger vehicles following the end of its partnership with GM. Further, Toyota and Isuzuinking a partnership for commercial HFC (Hydrogen Fuel Cell) vehicle development, the heavyweights are signaling to the market that the margin-crushing battery electric model no longer convinces their board members. Hyundai, similar to Toyota and Honda, is shifting focus to the commercial adoption of hydrogen fuel cell vehicles. Recently signing an MOU with the Georgia Institute of Technology, Hyundai is donating a fleet of NEXO HFC SUVs and a dedicated hydrogen electrolyzer to the campus. Hyundai is doubling down on its hydrogen plan for localized commercial and fleet ecosystems across the country. BMW What About Passenger HFC Vehicles?In the policy-stricken EU market, BMW and Toyota are continuing to fortify their alliance. BMW is actively developing a mass-market hydrogen FCEV targeted for 2028, leveraging Toyota's fuel cell architecture to insulate itself against lithium-ion dependency. Toyota, long criticized for lagging in the pure-BEV race, continues to refine its Mirai hydrogen platform and experiment with hydrogen combustion engines alongside its successful hybrid-first strategy. On the enthusiast front, the rebellion is being fueled synthetically. Porsche refuses to let the internal combustion engine die quietly. The German powerhouse has industrialized the production of e-fuels—synthetic liquid fuels produced from renewable hydrogen and captured carbon dioxide—at its Haru Oni plant in Chile alongside HIF Global. As of 2026, Porsche has officially deployed these near-carbon-neutral e-fuels into the Porsche Mobil 1 Supercup, proving that high-performance internal combustion can survive the zero-emission era without a heavy battery anchor. BMW UK The Road AheadThe reality of deploying these alternative fuels at scale remains brutally unforgiving. There is massive momentum right now for commercial hydrogen fuel cells, with major players looking to mass-produce the technology for heavy transport. Yet, the consumer infrastructure is collapsing under its own weight. Recently, three major hydrogen fueling stations in the California Bay Area—operated by True Zero, the state's largest provider—have gone offline indefinitely due to localized supply chain and compressor issues. This station shutdown highlights the severe disconnect between commercial ambitions and consumer reality. The takeaway for the American auto industry is interesting. The "all-EV" mandate is dead. If legacy automakers fail to aggressively diversify their powertrains, they are essentially outsourcing their entire future to a fragile grid. The internal combustion engine and the fuel cell aren't artifacts of the past or concepts of the future—they are the multimillion-dollar insurance policies keeping the global auto industry afloat. View the full article