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The most potent Mercedes CLE Coupe you can buy right now is the CLE 53. This AMG model’s 3.0-liter six-cylinder turbocharged mill makes 443 horsepower, which is plenty, but it also leaves room for an even more powerful ‘63’ model higher up in the lineup. We now know just how powerful—and exclusive—this CLE will be, thanks to information obtained by Automotive News. A special-edition CLE 63 two-door is on the way and will pack 646 hp, but production will be limited to just a few units globally. Fortunately, it's not the only new AMG on the way. Related: Spied: Mercedes-AMG CLE Convertible Hints at V8 Return Limited CLE 63 Likely to be V8-Powered Mercedes-AMG The news comes from Sindelfingen, Germany, where Mercedes-AMG unveiled a new lineup of hot models to U.S. and Canadian dealers. The CLE 63 two-door coupe in question will be limited to just 30 units globally, so even fewer of these are destined to be available for U.S. buyers. While the engine itself wasn’t confirmed, the 646-hp output suggests it will be one of AMG’s V8s. This is less than the 671 hp made by the C63’s four-cylinder, but that’s a heavy plug-in hybrid that needs the extra grunt. We also know Mercedes plans to phase out the unloved four-pot in the C63, and there’s little chance of the CLE 63 getting two fewer cylinders than the CLE 53. Earlier this year, Mercedes-AMG teased the Mythos, a high-performance coupe based on the CLE. Mythos is the company’s sub-brand for ultra low-volume performance models, so the production run of just 30 CLE 63 Coupes fits with that. A previous report suggested the Mythos AMG CLE would use a version of the new V8 in the S-Class, which uses a racing-inspired flat-plane crank. Whatever V8 the new CLE 63 uses, it'll be a beast in a straight line; the older C63 S with a 503-hp V8 rockets to 60 in under 60 mph, for some perspective. It remains to be seen if a regular CLE 63 to slot between the CLE 53 and likely CLE 63 Mythos will arrive and how powerful that will be. Other AMG Models On The Way Mercedes-Benz At the same meeting, dealers also got a first look at the new AMG G63 Cabriolet. Due in 2028, it will be the first drop-top version of the G-Wagen in the USA and will be powered by a twin-turbo V8. Three electric models bearing the GT 63 moniker are also on the way. They include a coupe for early 2027, a crossover for late next year, and a sporty coupe-style SUV that’s expected late in 2028. An “aggressive, yet elegant” design language for these models marks a conscious effort to move away from the rounded styling of existing Mercedes EVs. The coupe will be able to cover over 400 miles on a full charge, and all will have powerful axial flux motors, but no outputs were mentioned. Finally, a halo GT Black Series will join the AMG lineup at some point. We haven’t seen one of these since the Mercedes-AMG GT Black Series produced from 2021. These models sit above standard AMGs, boasting more extreme performance and modifications suited for aggressive track driving. Related: Mercedes-AMG Is Developing A New V8, Happy To Keep Combustion Alive Indefinitely What It Means Mercedes-AMG After a few years of gas-powered Mercedes-AMGs losing their edge with four-cylinder hybrid powertrains and AMG EV designs that failed to resonate, the performance division of the brand is looking to get back on track. BMW’s M division easily outsold Mercedes-AMG last year, and many believe this is largely because M products didn’t stray as far from the formula that has worked for so many years. The CLE 63 will mark a return for smaller V8-powered Mercedes coupes, while the G63 Cabriolet and GT 63 EVs will see the performance brand branch into new territory. It only takes a few solid products to turn things around, and Mercedes-AMG looks on track to regain the respect and admiration it enjoyed in the 2000s and 2010s. View the full article

RevokedAround 13,000 immigrant truck drivers recently had their licenses revoked in California. The Federal Government forced the state to cancel the licenses of these truck drivers after barring the state’s DMV from fixing the situation. Truck driver shortages could become a problem for the state in both the short and long terms. Now 13,000 drivers short, logistics in the state could take a hit. However, regulators are also pausing the state’s DMV from issuing new Commercial Driver's Licenses (CDLs), which could be a bigger problem in the future. DMV The Root of the IssueIt's one problem on top of another between California and the Feds. Commercial truck drivers who are legally in the United States but not citizens or permanent residents are affected. These include individuals with visas, refugee or asylum status, and work permits who hold CDLs in California. Classified as non-domiciled commercial drivers, the root cause stems from the DMV's mistakes when it issued CDLs with mismatched expiry dates relative to the individual's legal stay in the U.S. Instead of allowing the DMV to fix the issue, the Federal Government cancelled the licenses altogether. A total of around 13,000 drivers just lost their licenses, with no way to get them reissued for now because the Federal Government has paused the DMV's ability to process new CDLs. Getty California Industry Will Take A HitNow, California is down by about 13,000 commercial drivers in the trucking sector. The industry is already strained, since California is one of the states that moves the most goods. The DMV is working to help get as many driver's licenses back as soon as possible. “This federal administration is using their war on immigration to remove qualified, hardworking, commercial drivers from our workforce,” said DMV Director Steve Gordon to NBC San Diego. The state’s government is pushing back on the decision. The shortage will affect a significant portion of California’s industry, as the trucking sector loses a large share of its workforce. Currently, the California DMV is working to get these drivers back, but with the Federal Government putting a pause on license reissuance, truck drivers might have to prepare for a completely different long-haul. Still, the state’s DMV is working on a legal solution to alleviate the burden on the some 13,000 affected truck drivers. Courtesy of ID 90435789 © Alexey Novikov | Dreamstime.com View the full article

The Rise of the Soft-RoaderThe recipe is straightforward, and it works. Start with a regular crossover, give it a small lift, fit chunkier tires, and add some tougher styling cues. Suddenly, it looks ready for more than just city errands. Buyers, especially in North America and Australia, have responded. Soft-roaders now fill the gap between daily comfort and occasional adventure, and they’ve been quite popular with customers. The Subaru Forester Wilderness and Hyundai Tucson XRT show there’s real demand for this middle ground. These aren’t built for hardcore trails, but they have just enough capability to make weekend trips off the pavement feel easy. That idea isn’t lost with Mazda with the next-generation CX-5. While Mazda usually takes its time with updates, especially with its hybrid system, the brand is now openly weighing whether a tougher version is the right move. Kristen Brown View the 2 images of this gallery on the original article What Mazda Is Saying So FarIn an interview with Carsales, a Mazda executive admits it is evaluating whether a tougher CX-5 is worth pursuing. Program manager Koichiro Yamaguchi stopped short of confirming anything, but his comments suggest the idea is being taken seriously. “I like to monitor the customer feedback really carefully,” he said, pointing to demand as the deciding factor. If Mazda decides to go ahead, the upgrades would follow a familiar pattern. Expect a substantial lift, pushing ground clearance past 7.9 inches, along with all-terrain tires and some basic underbody protection. The styling would likely get darker trim, roof rails, and a few interior tweaks to set it apart from the regular CX-5. The hardware is already moving in the right direction. Yamaguchi said that the next CX-5’s all-wheel-drive system now delivers more torque to the rear wheels and offers finer control, giving Mazda a solid foundation if it chooses to push further into off-road territory. Mazda A Familiar Playbook, Just in a Different FormMazda has already dipped its toes in this segment with the CX-50 Turbo Meridian Edition in the US. That model gets light off-road upgrades, bolder styling, and a focus on outdoor practicality instead of hardcore capability. A more rugged CX-5 would take that same idea and apply it to a nameplate that’s better known around the world. It wouldn’t replace the CX-50, but would sit alongside it, giving buyers another soft-roader option in a package that’s already familiar. If Mazda moves forward, the CX-5 could become a newer, more understated entry in the soft-roader segment. It wouldn’t be a hardcore off-roader, but it would feel more at home when the pavement ends. That fits right in with what more buyers are looking for: a crossover that’s ready for the weekend. Mazda View the 4 images of this gallery on the original article View the full article

A lot has been said and written about the GM EV1, the first modern, purpose-built mass-production electric vehicle from a major automaker. Thirty years ago, the teardrop-shaped subcompact coupe showed the world that a fully electric vehicle was not a distant dream, but very much a tangible reality. Sure, the driving range wasn’t great, and the car wasn’t very practical. But for all intents and purposes, the GM EV1 was a functional EV that could have evolved into something really capable, potentially giving GM a massive head start in the EV space over everyone else. GM But as we all know, the EV1 was short lived, surviving only three model years (1997-1999) and reaching a total production run of only 1,117 units. There are many theories about why GM killed the EV1, and the fact that it crushed most of them after reclaiming them from lessees (it was a lease-only vehicle) in late 2003 created wild conspiracy theories around it. The truth is only about 40-50 EV1s escaped the crusher to be offered to museums or universities for engineering programs—and most of the vehicles that were spared had their powertrains disabled or removed. Ironically, the same GM that did its best to destroy the vast majority of EV1s more than two decades ago is now offering its full assistance to the owner of an EV1 that slipped through the cracks and ended up at an Atlanta, Georgia impound lot last year. This particular vehicle, a green EV1 carrying VIN #212, sold for $118,000, becoming the first-ever EV1 to be sold legally—all the other EV1s that are now in the custody of museums and universities are still GM’s property as the automaker didn’t sell them but leased them out. The World's Only GM EV1 in Private Hands Gets Some Unexpected Love from GMOwner Billy Caruso, together with his father Big Mike, enthusiasts Daren and Freddie Murrer, and Jared Pink, founder of Questionable Garage—a YouTube-based workshop known for engineering-forward restorations—came together with the very ambitious goal of restoring the GM EV1 and return it to driving condition in time for the model’s 30th anniversary in November 2026. When Questionable Garage started posting videos about the restoration, GM President Mark Reuss became interested and emotionally invested in their project, as his father, former GM President Lloyd E. Reuss, played a big part in the EV1 project. The Questionable Garage / Youtube The executive invited the team over to GM’s Technical Center in Warren, Michigan, to pick up parts necessary for the project, which the company’s design fabrication team carefully disassembled them from a donor EV1. The EV1 restoration team’s visit included talks with some of the engineers and program managers who worked on the EV1 originally, as well as on-camera conversations with GM Heritage Center experts Adam King and Kevin Kirbitz, who showed the team the heritage vehicles that led to the EV1. The video also includes a presentation of the GM EV1 #1, who was recommissioned by GM techs. GM President Offers Full Support for the Restoration and Delivers Big TimeA second video in the series starts with a candid discussion between the team and Mark Reuss. The executive offered the team GM’s full support for the restoration, including when it comes to software, which is among the most challenging parts of the car. “I really want to see that car. I want to see you both driving that car on the street. It would just be great,” Mark Reuss told Billy Caruso and Jared Pink. “Whatever you need, we’ll help. We will. And if we can’t, we’ll tell you we can’t. I mean, it won’t be because we don’t want to but because we might have the same problem you do,” GM’s chairman added. The Questionable Garage / YouTube The VIN #212 team need all the help they can get as their EV1 has a cracked windshield, a smashed driver-side quarter panel and no battery pack. Billy Caruso told The Autopian that the charging cable is cut, there’s no driveline control module inside the power inverter module, and one of the ribbon cables that plug into the power integrated module is ripped. Basically, all these parts were custom built for the EV1 so you can’t find them anywhere other than GM. Thankfully, it looks like the team is getting everything they need from GM, which offered them one of its own EV1s—VIN #159—to cannibalize and use all the parts they need for their EV1 restoration (see video below). That is more than the team ever dared dreaming about and the least GM could do to try and shake off its EV1 serial killer reputation. View the full article

First prototypes of the first-generation Tesla Roadster were officially unveiled in 2006, and the first deliveries happened in 2008. But for the second-generation Tesla Roadster, the story has been bold promises and constant delays, and we've just received more of the latter. Most recently, Tesla promised a demonstration of the new electric sports car would take place on April 1, but yesterday, CEO Elon Musk posted on his social media platform X to say, "New Roadster unveil [will] probably [be] in late April." Using the word "probably" and being non-specific about the exact date means we shouldn't hold our breath, though anyone who might have done so since his first announcement of the second-gen Roadster in November 2017 would have long succumbed to asphyxiation by now. Do we even care anymore? Does Tesla? Tesla Roadster Promises Ridiculous Tech, But Goes Against Tesla's Mission Tesla Musk's promises about the Roadster have been otherworldly, describing it as having "alien technology" and potentially being "the most memorable product unveil ever," suggesting using 10 small cold gas thrusters from SpaceX to hover or even fly. He's promised ridiculous specs that would make a traditional car weep: a tri-motor powertrain with a 200kWh battery good for 620 miles of range, a 0-60 mph time of less than a second, and a top speed north of 250 mph. Putting aside Musk's fondness for the hyperbolic, all of this being realized would make the Roadster arguably the most interesting and most desirable EV (or even car of any type) ever made, and it would surely make owners want to drive their cars often. But that contradicts Tesla's mission of creating fully autonomous vehicles—the Cybercab robotaxi was designed to be operated without human intervention, with a steering wheel and pedals supposedly not even necessary. True. New Roadster unveil probably in late April. https://t.co/NShZxpK5cI — Elon Musk (@elonmusk) March 17, 2026 Tesla claims its future autonomous vehicles will be safer than any human driver (today's Full Self-Driving isn't what its name suggests, only providing semi-autonomous assistance that the driver must monitor). Yet Musk says the new Roadster is not being built with safety as a priority. Which is it? Is Tesla trying to make roads safer and less congested through autonomous vehicles, or is it trying to create the most exciting and engaging driving experience ever conceived? Either one would require immense focus and loads of resources, and expending plenty of both on a fundamentally pointless passion project that could fly (opening up a whole new can of regulatory worms) seems wasteful. Either way, EVs aren't the novelty they once were. Quick Cars and Long-Range EVs Are a Dime a Dozen NowIn 2017, the fastest accelerating production car to 60 mph was the Tesla Model S P100D in Ludicrous Mode, performing the sprint in 2.2 seconds. Now, there are several gas-only, hybrid, and all-electric cars that can do similar times. The Dodge Demon 170, using the correct tires and operating on a prepared surface, does 0-60 in 1.66 seconds. The Chevy Corvette ZR1X, also in ideal conditions, achieves the feat in 1.68 seconds. And the track version of the McMurtry Spéirling can get to 60 from rest in 1.38 seconds, thanks to a fan sucking it to the ground, while the Lucid Air Sapphire can do it in 1.89 seconds on just about any surface. New Roadster unveil hopefully next month. It will be a banger next-level. https://t.co/sO0iB63l07 — Elon Musk (@elonmusk) March 17, 2026 In terms of top speed, the Rimac Nevera R can do 268 mph, even more than Musk was targeting. There are countless other examples of blisteringly quick/fast cars worldwide, and with the Lucid Air Grand Touring capable of 512 miles of range (749 in ideal conditions), the Tesla Roadster's promised 620-mile range wouldn't be as big a deal anymore. Even a big BMW iX3 can achieve over 620 miles in real-world testing, and the Chevy Silverado EV WT claims nearly 500 miles (493 miles), too. With solid-state battery technology advancing at a rapid rate, it won't be long before that figure can be doubled. In summary, even if Tesla finally manages to deliver on all its claims next month, we'll be mildly amused, not blown away. Sure, a flying/hovering car would be neat, but given that Musk said the Cybertuck would be bulletproof and then had to water down that claim, we expect no more than a jump. And a record-breaking Chinese EV can already do that, too. View the full article

Volkswagen Rethinks Strategy as Tariffs Upend the PlaybookFor decades, Volkswagen Group’s North American strategy was built on a clear cost advantage: manufacturing vehicles in Mexico and exporting them to the United States. That model is now under serious pressure. According to a report from Automotive News Europe, with U.S. tariffs on Mexican-built vehicles reaching as high as 27.5%, the economics that once justified cross-border production are rapidly eroding. Volkswagen exports roughly 70% of its Mexican output to the U.S., while Audi sends up to 90% of its production north or to other global markets, leaving both brands highly exposed. The financial consequences are already material. The report continued that CFO Arno Antlitz confirmed that tariffs imposed throughout most of 2025 added $3.3 billion in costs. CEO Oliver Blume has been blunt in his assessment, stating that exporting vehicles from Mexico to the U.S. is no longer economically viable under current conditions. The result is a tangible hit to performance, with VW’s U.S. sales falling 12% last year and its market share stuck at around 4%. Volkswagen Cost Pressures Mount as VW Weighs U.S. Production ShiftVolkswagen now finds itself in a strategic bind. The very supply chain that was optimized under NAFTA, and later USMCA, is being undermined by tariff policy designed to force localization. Moving production to the United States could mitigate tariff exposure, but it comes with steep upfront costs and long lead times. Blume has made it clear that the company will not commit billions to new U.S. factories while simultaneously absorbing tariff penalties. Complicating matters further, Volkswagen is already under broader financial strain. Reports indicate the automaker is targeting up to 20% in cost reductions across its global operations, while profits have sharply declined, prompting potential job cuts that could reach tens of thousands. Industry-wide, tariffs have reportedly cost automakers more than $35 billion since 2025, underscoring the scale of disruption. Even new Volkswagen investments like Scout Motors’ upcoming U.S. plant in South Carolina won’t provide near-term relief, as production there is still years away. Bloomberg/Getty Images Buyers May Ultimately Pay the PriceVolkswagen’s dilemma highlights a fundamental shift in global automotive economics. For decades, automakers relied on geographic cost advantages, such as lower labor costs, established supplier bases, and favorable trade agreements, to keep vehicle prices competitive. Tariffs disrupt that equation. If production is forced back into higher-cost regions like the United States, those added expenses don’t simply disappear; they move down the value chain. That means consumers are likely to feel the impact. Volkswagen has already seen U.S. profitability take a significant hit, and if tariffs remain entrenched, pricing pressure will inevitably follow. The reality is that manufacturing outside the U.S. has long been about cost efficiency. Remove that advantage, and the burden shifts. Whether through higher sticker prices, reduced incentives, or fewer model offerings, buyers will ultimately absorb the consequences of a supply chain being reshaped by politics rather than pure economics. Scout Motors View the full article

A Longtime RivalryFor over 40 years, BMW and Mercedes-Benz have been butting heads in the compact executive sedan space. At first, it was 3 Series versus 190E, but the last 30-odd years have been 3 Series versus C-Class. Whether it's with entry-level models or all-out performance versions, those two cars are always bound to rub fenders. In today's more electrified era, the two cars are still locked in a rivalry. BMW has drawn first blood with the i3, but Mercedes-Benz will soon reveal its hand with the first-ever C-Class EQ. As the saying goes, some things change, while some things stay the same. Mercedes-Benz First of its KindFollowing the commercial failure of the EQE and EQS, Mercedes-Benz has regrouped on its EV strategy, and a key part of it is that its electric models will have a greater resemblance to ICE models. It started with the CLA and GLB, and the GLC will also continue that trajectory. Now, it's the C-Class' turn. The full name of the upcoming model is Mercedes-Benz C-Class with EQ Technology. Yeah, we'll stick to C-Class EQ from this point onwards. Unlike the i3, which had a previous generation (but only for China), the C-Class EQ is the first of its kind in the model's lineage. It's a gamble, but the folks from Stuttgart needed to roll the dice for this one, as it can't allow BMW to be the only one with an EV compact executive. Mercedes-Benz The First Impressions Are InSeveral automotive publications have been given the opportunity to try out the C-Class EQ, albeit in prototype form. Mind you, by 'try out', we mean some motoring journalists were riding shotgun, so the driving impressions will have to wait. That said, it's interesting timing given that the embargo was lifted right before the i3 was unveiled a few days ago. So, what has been said about it so far? Well, Auto Express called it "hard to fault," while Autocar said it still "feels like a true Benz." Of course, praise for it is inevitable, as the car and the company are putting their best foot forward to make a favorable first impression. But from what we observed with articles about the car, the ride and refinement tops the list of hits for the C-Class EQ. That's thanks to double wishbones at the front and multi-links at the back with active and adaptive air suspension. As for performance, publications that rode in it described it as more effortless than explosive. Then again, the C-Class EQ is really more a brisk cruiser than a straight-up sport sedan. Mercedes-Benz What are the Specs?So far, Mercedes-Benz isn't revealing anything just yet. However, it's likely to be the same as the GLC EQ. If so, battery-powered C-Class will come in 300, 300+, and 400 guises. The 300+ has a single motor with 369 hp and 372 lb-ft of torque, while the 400 delivers 483 hp and 596 lb-ft. Expect it to reach 60 mph faster than its crossover counterpart. Wards Auto reckons that the battery size choices will be 64 kWh or 94 kWh. The same publication said that the range could be 'in the region of 380 miles.' The 300+ and 400 are touted for the North American market. Ultra-rapid charging is also part of the package, thanks to its 800V architecture, and a 10 to 80 percent charge could be done in about 20 minutes. All that is just numbers right now, and those impressions could easily change from behind the wheel. We might not have to wait too long to find out if the C-Class EQ is actually up to scratch, as it'll soon make its world premiere. Mercedes-Benz View the full article

Toyota has announced a safety recall for three popular Lexus crossovers in the United States. These are certain model years of the compact NX, midsize RX, and three-row midsize TX. The issue is linked to a backup camera display that could go blank when shifting into reverse, a situation that contravenes federal safety standards. This isn’t the first time certain Lexus models have been involved in a recall for faulty backup cameras, so here’s a closer look at what’s happening. Related: Toyota Recalls More Than A Million Cars For A Safety Defect Lexus SUV Safety Recall Lexus In October 2025, a massive rearview camera recall affecting over a million Toyota and Lexus models was initiated. That recall was specific to models equipped with the Panoramic View Monitor system, but this month’s new recall doesn’t specifically mention this monitor, which is an option on the NX, RX, and TX. The 2026 recall affects 144,200 vehicles and applies to the following models/model years: 2022-2025 Lexus NX2023-2026 Lexus RX2024-2026 Lexus TXLexus will either update the backup camera software or replace the backup camera, should that be necessary. Both fixes will be free of charge for owners of affected models. Owner notification letters will be sent out by md-May 2026, but anyone can call the Lexus Guest Experience Center before then on 1-800-255-3987 for more information. Alternatively, you can search for relevant Lexus recalls using your vehicle identification number. Why Are There So Many Backup Camera Recalls? A4B Creative/YouTube Camera-related recalls have been widespread in recent years. Over 1.7 million Ford and Lincoln models were recalled for a similar issue earlier this March, Toyota had to recall 162,000 Tundras in January, and Audi recalled over 350,000 models for the same thing, also in January 2026. While a faulty rearview camera doesn’t immediately put drivers in danger, the fact that there’s a federal safety standard for these cameras makes a recall more likely if anything does go wrong. Art Hyde, director of the automotive engineering program at the University of Michigan, told Automotive News in a 2024 interview that modern rearview cameras are more software-based than before, which leads to a greater chance of issues. He said the auto industry is in the midst of a learning curve as software-defined vehicles become more common, which increases the chances of recalls. "I think it's very difficult to proof out software," Hyde said. "Particularly, you have to proof out not just software alone, but software in the context of the hardware." Fortunately, many software-related recalls can be resolved via a quick over-the-air update, but it does add a pain point to vehicle ownership that didn’t exist 10 or more years ago. View the full article

The Price Of UniquenessWhat's interesting about the U.S. car market is that it represents a benchmark for major automotive manufacturers. It is also, however, its own ecosystem that makes it different from the rest of the world. Because of America's preferences and market demands, some models aren't available stateside, but these missing models could actually be best sellers in the U.S. One model, the Jeep Meridian, has received an update that might be a good buy for Americans if it ever gets sold on home soil. Jeep India Elongated Jeep CompassJeep is the quintessential American brand; it represents the pure Americana of freedom and capability. In other parts of the world, Jeep has gained market share by introducing a variety of models apart from the staples of the Wrangler, Cherokee, and Gladiator. In a bid to widen its reach, more affordable options like the Compass have made debuts internationally as the affordable Jeep SUV. In India, the Compass takes on a different name and a slightly different form. The Jeep Meridian is a Compass, but elongated and given a third row for additional passengers. Its existence was brought about to bridge the gap between compact crossovers and full-size SUVs. Apart from the 7-seat configuration, the Meridian features FWD and AWD options, as well as the Frequency Selective Dampening that's designed to improve ride quality. Also recently launched is a Track Edition of the Meridian, based on the top-spec Overland variant. The Track Edition features Piano Black exterior accents, a Dark Espresso grille that gives a sharper front fascia look, 18-inch diamond-cut rims, a unique Track Edition hood decal, and Track Edition insignias. Inside, the Track Edition features premium, upscaled materials, but the main addition is the new 140mm sliding second-row seats, which allow for a more flexible space configuration. Jeep India View the 2 images of this gallery on the original article A Worthy U.S. Contender?As mentioned, the Meridian is based on the Compass; America already has the latter available in showrooms. Looking at the specs, both the Meridian and Compass share major similarities in powertrain options and features. The main difference lies in size and passenger capacity. The Compass is the most affordable car in the Jeep lineup, and sales have rebounded in the first quarter of 2026 after a slight dip in 2025. While sales have gone up 6.5% month-on-month, inventory remains high, and the average "days on the lot" is 89 days, which is above the industry standard. It might make good business sense to offer a 7-seater variant to reach a broader market and move inventory along. After all, 7-seaters dominate the family car segment, and an affordable option in the form of the Compass could be a sales hit. View the full article

The Kia Telluride is hardly the first vehicle that comes to mind when considering a capable off-roader, but it's actually better at one thing than some serious off-road machinery: wading through deep water. Motor1 crunched the numbers on the spec sheet of the new 2027 X-Pro model and then confirmed them with Kia to make sure, and the Telluride has a wading depth of 38.6 inches. That's mighty impressive, and more so when you consider that some SUVs with a reputation for going off the beaten path can't match it, including some from Land Rover and Ford. 2027 Kia Telluride X-Pro Goes Deep, But One EV Goes Deeper Kia The Telluride X-Pro's wading depth of 38.6 inches places it ahead of the Defender 110 and the Ford Bronco Raptor, which can manage 35.4 inches and 37.0 inches, respectively. It's not enough to outperform the Rivian R1S, however, which scrapes ahead with a spec-sheet wading depth of 39.0 inches. Naturally, all three of those Telluride alternatives are far more capable in just about every other area off-road, but at least it means you may not be stranded should you experience a flood. Kia quotes 9.1 inches of ground clearance versus 8.4 inches in the old X-Pro, and there are recovery points at each end of the vehicle, as well as a Terrain Mode to better cope with slippery surfaces. This is a vehicle most owners will never take off asphalt, and the few that do will likely be driving on gravel roads, not attempting to conquer Moab, so the fact that Kia has made it relatively capable off-road is a bonus. Perhaps it will someday become to trail enthusiasts what the first-gen Porsche Cayenne has—a slightly overengineered SUV that can go anywhere with a few select aftermarket upgrades. Granted, the Porsche was more than slightly overengineered, but you see what we're getting at. Several Changes to the Latest Telluride Kia For the new model year, the Telluride drops the V6 for good, replacing it with a turbocharged four-cylinder, despite its corporate sibling, the new Hyundai Palisade, retaining the six-cylinder engine. This was done to improve emissions, but also torque, which has jumped from 262 lb-ft in the old 3.8-liter to 311 lb-ft in the new 2.5-liter. Towing capacity has remained the same at 5,000 lbs unless you opt for the new hybrid, which drops capacity to 4,500 lbs, adding electric motors and a 1.65kWh lithium-ion battery for totals of 329 hp and 339 lb-ft. The new vehicle is also more aerodynamic than its predecessor, with a drag coefficient of 0.30 compared to the old model's 0.33, despite growing in length by 2.3 inches and gaining 2.7 inches in its wheelbase. Pricing starts at $39,190 for the non-hybrid and $46,490 for the HEV, but the X-Pro SX Prestige starts at $57,790 and is not available with the electrified powertrain. View the full article

From Parts Supplier to Performance IdentityIt may not be widely known, but Dodge didn’t start out as a muscle car icon. Back in the early 1900s, it operated as the Dodge Brothers Company, building engines and chassis for early players like Ford and Oldsmobile. The brothers earned a reputation for precision manufacturing long before they ever put their own badge on a car. Over the last hundred years, Dodge has reinvented itself more than once. It jumped on the muscle car comeback, went all-in on supercharged power with the Hellcat, and now it’s testing the waters with electrification in the Charger Daytona. That change brought up a question Dodge fans have heard before: Can the brand keep its identity while the industry moves on? The Brotherhood of Muscle wasn’t quick to embrace a quiet, electric future. But Dodge isn’t dropping gas engines just yet. CEO Matt McAlear says, “Dodge is back.” The real test is what that actually means now. Stellantis Owning the Performance-First MindsetIn a recent interview with CBT News, CEO Matt McAlear made Dodge’s direction clear. The brand isn’t interested in blending in. “What sets us apart is that we lean all in on what makes us different,” McAlear said. “We own it.” For Dodge, it all comes down to performance. While most brands are adding more SUVs and do-it-all vehicles, Dodge is focusing on what it does best. McAlear says the priority is simple: make the fastest, best-driving cars in their class. Towing, off-roading, and cargo space come second. Dodge also listens closely to its community. The brotherhood and sisterhood aren’t just slogans – they’re real sources of feedback. McAlear points out that Dodge’s social media engagement exceeds its sales figures, which helps the brand stay in tune with what buyers actually want. Of course, there are real-world challenges. Tariffs still matter, especially since Dodge builds the Charger in Canada and the Durango in Detroit. That impacts pricing and how Dodge puts together its lineup to stay competitive. Dodge What Comes NextRight now, Dodge is trying to balance what’s worked before with what’s next. The Charger flaunts its all-wheel-drive system, the Durango keeps getting updates, and there are even rumors of the Hellcat V8 making a comeback. Dodge isn’t cutting ties with its past, but it’s not stuck there either. McAlear wants Dodge to be known as “America’s performance brand.” That sounds simple, but it’s actually a sharper focus than before. Dodge isn’t chasing big sales numbers in every segment. It’s aiming to own the performance space, even if that means staying a bit niche. That approach could pay off. Dodge has always had more cultural impact than its sales numbers suggest. The real challenge now is making electrified performance feel as exciting as the Hellcat days, while keeping gas models relevant as rules keep changing. If Dodge gets the mix right, being 'back' won’t mean repeating the past. It’ll mean sharpening what the brand has always stood for, just with more ways to get there. View the 4 images of this gallery on the original article View the full article

A U.S. State Is Tightening Its Licensing RulesDriver licensing in the U.S. has never been one-size-fits-all. Each state sets its own framework, balancing accessibility with safety, and in recent years, the pendulum has swung toward stricter requirements. More jurisdictions are mandating formal driver’s education, not just for teens but for young adults who previously could bypass structured training altogether. Minnesota is now the latest state considering that shift, signaling a broader national trend toward standardized instruction before handing over the keys. According to a report from ABC affiliate KSTP in Minnesota, a newly proposed bill would require all first-time drivers aged 21 and under to complete driver’s education before obtaining a license. As it stands, only those 17 and younger must complete 30 hours of classroom instruction. The proposal, authored by State Rep. Andrew Myers, expands that requirement to include 18- to 20-year-olds, closing what lawmakers see as a critical gap. If passed, Minnesota would join states like Maryland, Texas, Ohio, and Washington, which have already moved in this direction. Minnesota’s Proposal Builds on Safety Data and Public DebateThe legislative push is backed by strong safety data, and Minnesota isn’t alone. Ohio is implementing similar requirements, signaling a broader move toward stricter licensing for young drivers. A University of Nebraska-Lincoln study suggests that drivers aged 18 to 20 who receive classroom training are 75% less likely to receive a ticket in their first two years. Meanwhile, Washington State data shows injury and fatal crash risks are 80% higher for those who skip driver’s ed, only dropping to 70% for drivers aged 21 to 24. Public opinion, however, remains mixed. Some residents question whether mandatory classes will meaningfully improve outcomes. Minneapolis resident Isaac George pointed to infrastructure issues, suggesting that poorly designed on-ramps and congested roadways may contribute more to accidents than driver inexperience. Others, like youth hockey coach Chris Williams, see value in education but argue for complementary solutions, including better public transportation to reduce the number of inexperienced drivers on the road altogether. A Smart Move That Needs Better ExecutionFrom a policy standpoint, Minnesota’s proposal is a logical evolution. Expanding driver’s education to include young adults addresses a clear gap in the current system, one where new drivers can legally hit the road with minimal formal instruction. Standardizing education across all first-time drivers under 21 could help create more consistent skill levels and awareness behind the wheel. But mandates without support mechanisms rarely deliver optimal results. The current version of the bill does not include provisions to address affordability, which remains one of the biggest barriers to participation. Without subsidies, online options, or flexible training formats, the requirement risks placing an added burden on the very group it aims to protect. The intent is solid, but for it to translate into safer roads, execution will need to be just as carefully engineered as the policy itself. View the full article

Electric vehicles are already cutting global oil demand at a scale that would have seemed unrealistic a few years ago. According to BloombergNEF, EVs avoided 2.3 million barrels of oil consumption per day in 2025. To put that in perspective, the figure nearly matches the 2.4 million barrels exported daily by Iran. Other estimates are slightly lower at 1.7 million barrels a day, with the difference coming down to conservative assumptions about how often plug-in hybrids actually run on fossil fuels. Either way, that is enough to start influencing global oil demand, not just offsetting growth. With future projections that avoided daily oil consumption could more than double to 5.25 million barrels by 2030, electric vehicles may just be the way to insulate yourself from gas price fluctuations. MediaNews Group/Orange County Register via Getty Images/Getty Images It's Not Teslas Doing the Heavy LiftingThe biggest impact isn’t coming from electric cars. It’s coming from scooters. Electric two-wheeler vehicles now make up the bulk of avoided road fuel use, driven by their rapid rise in developing nations. In the first ten months of 2025, 95% of all electric two-wheeler sales globally were concentrated in just three countries — China, India, and Vietnam. A majority of households here own a two-wheeler, and these vehicles serve diverse roles from daily commuting to last-mile delivery and taxi services. Electrifying that fleet, quietly and at scale, is where the real displacement is happening. Keep in mind, these aren’t wealthy EV early adopters, either. These are ordinary commuters making a practical financial decision. Reuters Why This Matters Right Now for Ordinary BuyersFor car buyers across the world, this isn’t abstract. Every spike in fuel prices makes EV ownership math easier, and that shift is already underway. Oil prices are spiking again, and history suggests they rarely retreat after geopolitical shocks push them higher. The timing for American buyers is unusually good. Around 300,000 EVs are projected to come off lease in 2026, a huge jump from recent years, and by the end of 2025, the average used EV price had fallen roughly 40 percent from its 2022 highs, with more than half of listings now sitting under $30,000. Many of these cars are just two or three years old and still carry factory warranties. The original promise of the EV was to reduce dependence on fossil fuels. For budget-conscious buyers watching prices at the pump, that promise now doubles as a financial argument. View the full article

BMW’s all-new i3 was unveiled earlier this week after months of anticipation. It sets the tone for the gas-powered 3 Series to follow, and will also become one of the company’s smallest EVs when it goes on sale; most BMW EVs are larger sedans and SUVs. To make room for the i3, another model will be discontinued, that being the i4. The coupe-style i4’s smaller size and lighter weight make for one of the more enjoyable EV drives in BMW’s lineup, but the big step up in technology and design in the i3 will ultimately mean the end of the current i4. Related: 2027 BMW i3 Vs. Tesla Model 3: 5 Major Differences When Will The i4 Be Axed? BMW The new BMW i3 will start arriving in the U.S. in 2027, so the i4 will stick around until then before being phased out. Sources at BMW told Autocar the i4 will go out of production next year, without specifying an exact date. On sale since 2021, the i4 arrived before the new wave of BMW EVs, including the i5, i7, and iX3. BMW says that discontinuing the i4 was always part of its plan once the i3 arrived. “When you look back on the last 20 years, you always had new models coming in and old models phasing out,” said Jochen Goller, BMW Group product boss. "So I think this is part of the history of our industry. And what you will always see is the volumes of the existing cars, in this case the i4, phasing out, and then [the new car href="https://www.autoblog.com/reviews/"], the i3, clearly ramping up. But as with every model, that was already factored into our planning.” The i4 is currently offered with up to 592 horsepower in the case of the M60 model. It’s quick and the handling is excellent, but the older battery tech means the range only goes up to 333 miles, whereas the new i3 can hit 440. Related: 2026 BMW i4 Takes the Fight to Tesla and Audi With More Range and Power BMW i4 Sales Have Been Underrated BMW Last year in the U.S., BMW sold 20,114 units of the i4. Like most EVs last year, this was a decline relative to 2024, but the i4 was easily BMW’s best-selling EV; the iX was a distant second at 12,587 units. The only other true luxury EV to sell over 20,000 units last year was the Cadillac Lyriq (20,971), while Rivian’s R1S is also worth a mention (24,852), although Rivian is perceived as more of a premium marque than a luxury one. In 2024, the i4 alone outsold Audi’s entire EV lineup, another indication of just how popular it has been. The new iX3 is expected to take over as the brand's most popular EV, though, as initial demand has been strong. At $57,900, the i4’s current base price makes it far more attainable than the i5 ($67,100), which has been a large part of its success. There are high hopes that the i3 will be much closer to $50,000, particularly cheaper single-motor variants that are expected at some stage. The good news is that BMW isn’t killing the 4 Series/i4 lineup forever. A new generation is expected to be in the pipeline, which will once again be positioned as a sportier and more driver-focused alternative to the 3 Series/i3. It’s likely some way off, though, and is only expected after the i3 lineup is expanded. Related: BMW's EV Domination: Outsells Audi & Mercedes View the full article

Japanese Brands – American Hands Japanese-branded, American-made – three U.S.-made Toyotas are headed to the East, which include the Toyota Camry midsize sedan, Highlander SUV, and Tundra full-size truck. The Camry and the Highlander are models aiming to make a comeback in the Japanese market. The Camry was last seen for sale in Japan in 2023, while the Highlander (known as the Kluger for the Japanese market) made its last appearance in Toyota dealerships in 2007 – almost two decades ago. It's funny to think that Japan Domestic Market (JDM) models have a certain desirability to U.S. car enthusiasts. Once upon a time, Japan kept the best stuff for itself, but now they're knocking on the doors of their American factories. Surprisingly, U.S. factories are reportedly being given OEM support to convert their left-hand-drive models to right-hand drive for export. Toyota Toyota Reverse-Imports Three ModelsThe first of the models, the Toyota Camry, comes at a very opportune time for it to make some noise in its segment. The midsize sedan faces modest internal competition in its "home" country, with luxury models like the Toyota Crown and Lexus ES as premium offerings out of reach for many car buyers, while basic sedans like the Toyota Corolla are still big sellers but lack luxuries. The Camry will sit between the two extremes – not too expensive and not too ill-equipped for business users seeking premium comfort and luxury without the hefty Lexus or Crown tax. Next is the Highlander, which is returning to Japan after almost 20 years. The fourth generation is currently pegged as the incoming model for the Japanese market. However, a fully electric model was just revealed for the U.S. market. On the horizon, Toyota is also set to launch the new all-electric Highlander later this year, in the third quarter of 2026 as a 2027 model year. Will Japan shift factories to source the new battery-electric vehicle soon? We'll leave that story to develop for now. The last Toyota for export from U.S. shores is the venerable Tundra. This pickup truck has huge proportions, seemingly sizing itself out of the narrow city streets of Japan. Needless to say, it will be a unique model that could put Toyota at the top of the full-sized pickup truck segment in the Japanese market. All models are expected to be right-hand drive, with a rumor that the Toyota Tundra will be the only one sold as a left-hand-drive model to Japanese consumers, as reported by Japan's Best Car. Japan News Not For Sale – Yet Thanks to the American-made Toyota Highlander being designated as an official vehicle of the Japanese Ministry of Economy, Trade, and Industry, at least one Toyota Highlander is already registered and driving on Japanese roads. Car buyers reportedly inquired at Toyota dealerships about the model, asking what it is and how they can get their hands on one. The fourth-generation Highlander is still not officially on sale in Japan. Dealers had to explain the situation to these inquisitive buyers and subsequently tell them to return at a later date. Apparently, each explanation is on a "case-by-case" basis. Nissan Why American-Made Cars Are Going To JapanToyota, Honda, and Nissan all state that their goal in selling these American models is to meet the diverse needs of a broad range of customers and improve Japan-U.S. trade relations. With this, the new system developed by the Ministry of Land, Infrastructure, Transport, and Tourism will allow American-built cars to enter the Japanese market without requiring local safety testing. The "Joint Statement on Framework Agreement between Japan and the United States" is one of the programs that allows cars made in the United States to be imported into Japan and go on sale without certification or testing. The two countries have aligned their safety standards to increase the flow of commerce in their respective automotive sectors. Toyota Other Cars That Will Be Imported to Japan From The U.S.As mentioned, Toyota will be reverse-importing three models: the Camry, the Highlander, and the Tundra, all U.S.-spec models, with the Camry and Highlander receiving a right-hand-drive conversion for the Japanese market. The Tundra's rumored to come as left-hand-drive only for the Japanese market. It is important to note that Japanese car buyers are inquiring about the fourth-generation Highlander, not the incoming fifth-generation electric-only model. The same can be said for Nissan, which also announced that the Murano is making a return to the Japanese market, thanks to U.S. Manufacturing, with sales set to begin in early 2027. Nissan also plans to sell it as is with the steering wheel on the left side. Furthermore, Honda is bringing two more American-made models: the Acura Integra Type S and the Honda Passport TrailSport Elite. According to Honda, the two models drew a lot of interest at the recent 2026 Tokyo Auto Salon and Osaka Auto Messe 2026, and visitors also expressed expectations for their launch in the Japanese market, with confirmation from Honda itself. Honda Japan Hits Itself With A Reverse CardThe automotive industry is full of surprises. Three Japanese car manufacturers are set to import American-made models into their local lineups. The U.S.-produced models are coming, and anticipation is building in the Japanese car industry. On a side note, the 25-year rule has fully encompassed all the legendary 90s Japanese nameplates, and Japanese sports cars from that era are commanding premiums as Americans are eager to import them. This whole situation is starting to look like a bit of a "trade deal" of sorts. The U.S. gets old Japanese legends, and Japan gets modern U.S.-bred models for its market. Win-win? Honda View the 6 images of this gallery on the original article View the full article

Firefighters know exactly what they’re up against with an internal combustion vehicle fire. Kill the flames and cool the metal so what remains of the vehicle can be towed away. With an EV, though, the fire can come back hours after the fire is seemingly suppressed. When a lithium-ion battery pack enters thermal runaway, a self-sustaining chemical reaction, cells continue to overheat from the inside and vent (accompanied by a popping sound) long after the fire appears to be out. This reaction creates toxic gases that feed the heat and can reignite at any time with no warning. That one difference is the main factor that makes fighting electric vehicle fires so difficult to suppress and safe to leave. Water Helps, But You Need a Lot of ItWhile water is still the most commonly used method for suppressing these fires, the volume of water used is quite considerable. One Tesla battery fire documented by the International Association of Fire and Rescue Services needed roughly 24,000 gallons over 40 minutes to bring under control. Some estimates suggest EV fires can demand up to 40 times more water than a conventional ICE vehicle blaze to put out. A large part of that is thanks to the very thing that gives EVs their low center of gravity and characteristic handling: battery placement. The battery pack sits low in the vehicle, locked inside a protective casing that’s built to be tough and water-resistant. It’s the reason why EVs can be driven in the rain, through flood water, and so on without the fear of an electrical short circuit, but it’s a genuine safety risk during a fire. National Fire Protection Association (NFPA) tests in 2025 found that just tipping a burning EV onto its side gave firefighters a much clearer shot at the battery compartment, cutting suppression time to around 24 minutes using multiple hose lines. Getty Fire Blankets Aren't the Answer EitherSome responders have attempted to use fire blankets to deprive the battery of oxygen and starve the fire. While that is a logical approach, unfortunately, it does not work effectively to prevent EV fires. The blanket traps the toxic gases building up inside, and the moment someone lifts or adjusts it, those gases meet fresh air. That can trigger an explosion. Australia's EV FireSafe has pushed back against their use for this reason, pointing out the danger they create for the very people handling them. It’s worth noting, though, that EV fires are genuinely rare occurrences. Safety data puts the number at around 25 fires per 100,000 EVs, in stark comparison to the roughly 1,500 fires per 100,000 ICE vehicles. So, while EVs are 60 times less likely to catch fire, they demand a lot more when they do happen and are more hazardous until contained. View the full article

The Porsche Cayenne range offers something for everyone (as long as they have at least 90 grand), and telling them apart can be quite a challenge, but thanks to new spy shots showing two upcoming Cayenne Coupe facelifts in convoy, we can see some of the subtle differences coming to the luxury SUV for the 2027 model year. The two models in question are the Cayenne Coupe and the Cayenne Turbo GT, which is only offered with the sloping roofline, and the main changes are coming to the front ends. Let's take a closer look. Porsche Cayenne Variants Get Differing Lighting SH Proshots/Autoblog View the 3 images of this gallery on the original article Porsche can't seem to make up its mind about where to put indicator lights. With the 991 and 992.1 Porsche 911, the indicators were separated from the headlights, appearing above the lower side indicators, but with the 992.2, they've migrated back to the main clusters. With the Cayenne Coupe facelift, a similar case of indecision is evident, with the regular version having vertical indicator lights added to the outer edges of the lower side intakes and the Turbo GT retaining the horizontal indicator bars of the pre-facelift model, albeit now with straight units rather than the dog-bone-shaped elements of the current model. With camouflage over the headlights of both prototypes and black tape around some of the grilles of the Turbo GT, we can expect minor refinements in these areas, too. SH Proshots/Autoblog View the 2 images of this gallery on the original article Telling the two apart from the back will be no different than before, with the Turbo GT having a pair of oval tailpipes close together in the middle of the diffuser panel and the regular model getting rhombus-shaped finishers at the outer extremities of the lower fascia. The graphics in the taillights of both SUVs are expected to be lightly refined, but little else is evident in the way of exterior changes. Porsche Cayenne Coupe Expected to Retain Existing Powertrain Offerings SH Proshots/Autoblog View the 4 images of this gallery on the original article Under the hood of each model, we expect no major changes. Currently, the base Cayenne Coupe is available with a 3.0-liter six-cylinder delivering 348 horsepower, while the E-Hybrid version embraces an electric motor for a total of 463 hp. The Cayenne S upgrades to a 4.0-liter V8 with 468 hp, and the Cayenne S E-Hybrid makes a total of 512 hp. Then there's the non-hybrid GTS with 493 hp, the Turbo E-Hybrid with 729 hp, and the Turbo GT with 650 hp. Those seeking something vastly different (and more powerful) can try out the new Cayenne EV, which has up to 1,139 horsepower but is expected to be usurped by an even more powerful variant before long. We'll know more about the new Cayennes later this year, as they're expected to be offered for the 2027 model year. This generation of Cayenne has been on sale in America since 2019 and in Europe since 2017, so a nip/tuck is long overdue. SH Proshots/Autoblog View the 4 images of this gallery on the original article View the full article

BMW Dials It BackA report from BMW Blog confirms that the facelifted 7 Series will drop its SAE Level 3 self-driving system, known as Personal Pilot L3. The decision is cost-related, as the technology did not meet BMW’s commercial expectations. The U.S. market had little to do with that, since the system was never sold stateside anyway. Still, this report puts an end to any hopes prospective buyers may have had of experiencing Personal Pilot L3 in the new 7 Series in the near future. BMW R&D chief Joachim Post explained that only a small number of customers opted for the system, making it unprofitable. In other words, low demand and the high cost of a €6,000 option (about $7,000 in current exchange rates) made for an unsustainable business case. BMW The Numbers Didn’t Add UpPost said, “We had the Level 3 system in our vehicles, but we realized demand had not reached a point where it could be profitable. Of course, we have to run a profitable business. That’s why we no longer offer a Level 3 system.” However, the automaker is not completely shutting the door on eyes-off, hands-off technology. Post added, “That doesn’t mean we are going to disregard higher levels. As soon as we have feasible business models, we will pursue them.” The upcoming 7 Series will likely get BMW’s Symbiotic Drive Level 2 system instead, which falls within the same Level 2 category as Ford's BlueCruise and General Motors’ Super Cruise. In Germany, however, it is certified for hands-off, eyes-on driving. The system debuted in the iX3, which also introduced the brand's Neue Klasse EV platform. BMW A Familiar Flagship, ReimaginedSpeaking of the new architecture, the facelifted model will likely adopt some of its design cues without actually riding on it. BMW recently released a teaser showing a quad-headlight layout and a large illuminated grille, which could give it a more imposing face. With Personal Pilot L3 dropped, that front end will not need to accommodate the additional hardware required for Level 3 autonomy, at least until the company finds a way to make it profitable. The new 7 Series is expected to debut at the Beijing Auto Show, which runs from April 24 to May 3, 2026. It may also be viewed as BMW’s latest answer to the Mercedes-Benz S-Class, which was recently revised for the 2027 model year. SH Proshots/Autoblog View the full article

The dispute between Ferrari and Mazda regarding the ownership of the 'Luce' name is heating up, as the Italian luxury sports car manufacturer insists that it holds the right to use the name, which it intends to use on its first-ever fully electric car. That is despite the fact that Mazda trademarked the Luce name in Japan roughly three weeks after Ferrari announced details of its upcoming Luce electric car. The Japanese automaker first used the Luce name in 1966 on a series of high-end sedans that were produced until 1991 and were also available in the US for a while under the Mazda 929 badge. The last time Mazda referenced the Luce was in 2017, when it unveiled the Vision Coupe Concept; at the time, the Japanese automaker said the spectacular design study was a “respectful node to its heritage” that includes the 1969 Mazda Luce Rotary Coupe. Ferrari Trademarked the 'Luce' Name with the WIPO in September 2025 Ferrari In the first public reaction since Mazda’s trademark filing, Ferrari stresses that it holds every right to the name, which means both “light” and “electricity” in Italian—the latter used colloquially to mean "power," especially when referring to utility bills. “Ferrari holds the right to use the ‘Ferrari Luce’ trademark internationally, by virtue of its registration under international law. As always, Ferrari carried out prior searches, which did not identify any active third-party rights in conflict with ours,” the automaker’s said in a statement issued to CarExpert. How was Mazda able to trademark the name in its home market, then? That’s a good question, and it all hinges on whether Ferrari filed a trademark for Luce in Japan or not. Since Mazda managed to register the Luce name in its home market, it means that it was up for grabs. The situation is different depending on the market. We’ve checked the WIPO (World Intellectual Property Office) website and found that Ferrari registered the Luce name on September 12, 2025 for a period of 10 years. Mind you, while WIPO administers international registration systems for 194 countries, national laws determine the final IP rights, meaning that countries have the final say. No USPTO Trademark Filings Yet from Either Ferrari or Mazda Ferrari In the US, for example, the USPTO (United States Patent and Trademark Office) website doesn't list applications for the Luce name from either Ferrari or Mazda. In Europe, however, the EUIPO (European Union Intellectual Property Office) website lists the ‘Ferrari Luce’ trademark application number 2026000023002 as having been filed in Italy on February 9, 2026. While this gives Ferrari the right to use the Luce name in the 27 member countries of the European Union, what will happen in other markets? It would be awkward for Ferrari to use different names for its EV in different countries, especially since Japan is a key market for Maranello. It remains to be seen how this dispute will be solved, but we can’t help but remember another famous dispute that also involved Ferrari, namely the one with Ford Motor Company over the F150 name. In 2011, Ford sued Ferrari for trademark infringement over the use of the F150 name for Maranello’s Formula 1 car at the time, arguing it diluted their F-150 pickup truck brand. Ferrari resolved the dispute by renaming the car “150 Italia” in celebration of the Italian reunification’s 150th anniversary. So far in the new dispute between Ferrari and Mazda, it looks as though neither side is willing to let go of the Luce name easily, so we can’t rule out a lawsuit as a way to settle the matter. View the full article

Efficiency by DesignWhen the electric vehicle market began to grow significantly at the start of this decade, discussions around aerodynamics became more prominent. That’s largely because a more streamlined shape reduces drag, helping improve driving range. EVs such as the Lucid Air and the Mercedes-Benz EQS stand out with drag coefficients (Cd) of 0.197 and 0.20, respectively. By the early 1980s, however, Ford, in collaboration with Italian design house Ghia, developed two concept cars as part of a series of low-drag prototypes that easily edge out today’s EVs in aerodynamics, with a claimed 0.152 Cd. Known as the Probe IV Concept, the prototypes were used to study extreme low-drag design and features such as adjustable ride height, and the first of the two examples (chassis #001) is currently up for sale on Bring a Trailer. Bring a Trailer But You Can't Drive ItTo be fair, the 1983 Ford Probe IV Concept was designed with far fewer constraints than modern EVs, as it was intended for wind-tunnel testing rather than public roads. Production models must meet strict safety regulations, including passing crash tests, which force automakers to make design compromises that can affect overall drag. They also require additional airflow openings to cool components such as brakes. Nevertheless, the Probe IV shows just how far aerodynamic design can be pushed – an impressive feat considering it was developed more than four decades ago. According to the listing, the vehicle – featuring a fiberglass bodywork over a wood frame – was previously displayed in the private collection of the owner of Gullo Ford in Conroe, Texas, before being acquired by the current seller in 2024. The second example is currently on display at the Petersen Automotive Museum in Los Angeles and is considered the more complete of the two. That’s because chassis #001, the example for sale, is not a functioning car. Unlike the other prototype, which runs on a 1.6-liter turbocharged four-cylinder engine, this one lacks an engine, transmission, brakes, and a steering system, though the front wheels can be manually repositioned. It also shows several imperfections, including a sagging rear roof, missing mirrors, and a left-front spat that does not stay in place. Bring a Trailer The Value of Engineering HistorySo why would anyone buy it? The Probe IV Concept essentially offers a piece of engineering history – one that likely helped Ford refine aerodynamics in future models. With only two examples ever built, it also represents an exceptionally rare opportunity for collectors. The listing is scheduled to end on March 22, with the current bid at $1,500 as of this writing. Bring a Trailer View the 4 images of this gallery on the original article View the full article

NASCAR has issued a four-race suspension for three members from the Big Machine Racing NASCAR O'Reilly Auto Parts team, due to "loose or separated ballast" on the #48 Chevrolet, driven by Patrick Staropoli. As a result, Patrick Donahue, Dillon Bassett, and Morgan Olsen will have to sit out the next four races. Donahue is the crew chief for the car. They will miss upcoming races at Darlington ...Keep readingView the full article

Keeping Things In the FamilyOne benefit of having multiple brands under one corporate ownership is that each brand can share components with the others. Doing parts sharing reduces cost and boosts production efficiency, helping keep costs in check and expanding products across related brands. This practice isn't only used by affordable mass-market automakers; some higher-tier brands also share parts among themselves. Notable examples can be found everywhere, but there are times when sharing parts is seen as too much of a cost-saving move, and could hurt a model's credibility before it even launches. Porsche Best-SelllerThe Porsche Macan was the brand's best-selling SUV in the United States last year. So popular, in fact, that the brand eventually launched an all-electric version of the Macan. Unfortunately, it hasn't proven as successful in sales as the ICE model. Porsche has since remarked that it's all in on developing and keeping gasoline engines alive as the EV demand has slowed globally. The Macan has already met its end in Europe, as it no longer complies with European Cybersecurity laws. In the U.S., the gasoline Macan is still on sale, but is quickly aging compared to the competition. The brand's former CEO announced that an all-new gasoline-powered Porsche Macan would be launched by 2028. Following this, the automaker also said that the last current-generation gasoline Macan will be built in mid-2026, leaving the EV Macan to carry the nameplate until 2028. It was recently reported that the next-generation Macan under development will be heavily based on the all-new Audi Q5 platform. There are already photos of the test car out and about. Audi's all-new Q5 rides on the Premium Platform Combustion (PPC) architecture. SH Proshots/Autoblog A True Porsche MacanDuring an earnings call, Porsche executives discussed whether there was a way to accelerate the development and production of the all-new Macan, considering the existence of the PPC platform. Current Porsche CEO Michael Leiters was quick to point out that while they will leverage commonalities between Audi and Porsche, they are keen to ensure the Macan is a real Porsche,Automotive News reports. Thus, all the ingredients needed to achieve Porsche's goal will take time to properly develop and flesh out. Recently, Porsche paid $1.15 billion in license fees to Audi, enabling them to work together on certain models by sharing vital components. Leiters says this isn't limited to the Macan project but covers multiple future models. Porsche View the full article

NASCAR Truck Series rookie Cole Butcher spent his first off-weekend back in something more familiar, driving a Super Late Model at Five Flags Speedway in Pensacola, and nearly won the race in a spirited duel with Richard Childress Racing development driver Carson Brown too. It was a much needed reminder to himself that he still knows what he’s doing after three races in which literally ...Keep readingView the full article

The Battery Gap WidensWith little to no surprise, most electric vehicle batteries produced last year came from China. According to Nikkei Asia, Chinese EV battery makers accounted for around 70 percent of the global market in 2025 – a sharp increase from less than 50 percent in 2021. China's Contemporary Amperex Technology Co. Ltd. (CATL) – which has supplied batteries for Ford EVs like the Mustang Mach-E – remained the industry leader and reported a record net profit of 72.2 billion yuan (about $10.4 billion at current exchange rates) in 2025, up 42 percent from the previous year. Chinese firms also dominated the rankings, accounting for six of the world’s top 10 battery manufacturers by installed capacity last year. Notably, Chinese battery makers have been less exposed to the EV slowdown in the U.S., largely due to their limited presence in that market, while South Korean firms like LG Energy Solution and SK On have been more significantly impacted. Jacob Oliva/Autoblog The Slowdown Ripple EffectThe slowdown has been tied to shifting policy support, forcing South Korean battery makers to adjust. SK On – a key supplier for Hyundai Motor Group EVs like the Ioniq 5 – has cut 958 jobs at its Georgia plant. LG Energy Solution, meanwhile, is also restructuring, with its Ohio joint venture with Honda Motor selling a factory building and related assets to Honda’s U.S. subsidiary. On the other hand, Chinese battery makers continue to expand outside the U.S., including in Europe, where BYD is building out its manufacturing footprint in Hungary and Turkey. BYD, which ranked second to CATL in global share last year, continues to produce batteries in-house for its own vehicles while also increasing supply to other automakers, including Stellantis and Xiaomi. Rachen Sageamsak/Xinhua via Getty Images Survival of the FittestWhile Chinese companies posted strong results in 2025, the outlook this year appears more mixed. The report notes that new sales of electrified vehicles fell 28 percent year-on-year in the January–February 2026 period following adjustments to government subsidies. The shift could push out weaker players and favor more competitive, profitable companies, though it may also pose risks for Chinese suppliers. If China keeps widening its lead, it could effectively set the global price floor for EV batteries. Unless American and allied automakers can scale up fast enough, they risk facing higher battery costs, which would make affordable EVs harder to build. That matters in the U.S., where budget-friendly choices are already scarce, with the Chevrolet Bolt EV and Nissan Leaf still among the few mainstream models hovering around the $30,000 range. View the full article

This is the most invested and involved Mark Martin has been in NASCAR since his retirement after the 2013 season. For a while, even on both sides of his Hall of Fame induction in 2017, he just didn’t know what he was supposed to do within the space after practically four decades of driving at the highest level. He would still watch races but didn’t know what his role was supposed to ...Keep readingView the full article