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A dangerous line of severe thunderstorms is pushing east across the Mid-South today, and the National Weather Service in Memphis is not mincing words about the road threat. A Tornado Watch is active across portions of Arkansas, Tennessee, Mississippi, and Missouri through Sunday evening. The NWS Memphis office confirmed wind gusts up to 45 MPH are already being recorded ahead of the line, with the main squall expected to produce gusts reaching 70 MPH as it sweeps east this afternoon and evening. The primary threats are damaging straight-line winds, brief tornadoes, and large hail up to 1.5 inches in diameter. According to the Storm Prediction Center, the greatest tornado and wind threat is concentrated from the Arkansas-Louisiana-Mississippi corridor through the Lower Ohio Valley, with the worst window running from roughly 4 PM to midnight CDT. The System Extends Into MondayThis isn't a brief afternoon storm. The Weather Prediction Center forecasts the cold front to continue pushing east through Monday morning, carrying the severe weather threat into the Ohio Valley, Tennessee Valley, and Deep South. By early Monday, the highest risk shifts to the Mid-Atlantic corridor. More than 200 million Americans are in some portion of the storm's path between Sunday afternoon and Monday night. Behind the front, temperatures are forecast to crash by 20 to 30 degrees, raising the possibility of a flash freeze on wet roadways across Tennessee and Kentucky overnight. Highways in the CrosshairsThe storm corridor cuts directly across three of the most heavily traveled freight and passenger corridors in the country. I-55 between Memphis and St. Louis sits squarely in the highest-risk zone. I-40 across western and central Tennessee is expected to see the squall line between 6 PM and 9 PM CDT. I-65 through Nashville faces wind and tornado risk through the overnight hours as the system continues east. Isolated tornado touchdowns near highways are a documented risk with this setup. The NWS Memphis forecast office notes that low-level helicity values are high enough to support strong, brief tornadoes if discrete supercell development occurs ahead of the main line. What Drivers Should KnowIf you are driving any of the affected corridors today, the most important rule is simple: get off the road before the line arrives. A squall line with 70 MPH wind gusts moves fast -- often 40 to 55 MPH itself -- leaving almost no reaction time once it's on radar near your location. If severe weather catches you on the highway, never shelter under an overpass. Wind speeds actually accelerate through the narrow channel beneath a bridge, and you lose debris protection entirely. Pull well off the road, angle your vehicle away from the direction of the storm, keep your seatbelt on, and stay below window level if a tornado appears imminent. Turn off cruise control as soon as rain begins. At highway speeds, cruise control can prevent your vehicle from reacting to sudden traction loss during heavy rain, increasing the risk of hydroplaning. Drop your speed by at least 10 MPH below the posted limit in heavy rain, and increase your following distance to a minimum of six seconds on wet pavement. What Drivers Need to KnowGet off the road before the line arrives, a squall line moving at 40 to 55 MPH leaves almost no reaction time. Never shelter under an overpass; wind accelerates through that channel, and a tractor-trailer on I-45 learned exactly how fast that happens. Turn off cruise control the moment rain starts, reduce speed at least 10 MPH below the limit, and increase your following distance to six seconds on wet pavement; hydroplaning starts as low as 35 MPH on worn tires. High-profile vehicles like trucks, SUVs, and RVs are especially vulnerable to 70 MPH lateral gusts on bridges and overpasses, a Silverado caught in a Texas tornado learned that the hard way. After the storm, watch for highway debris before crews can clear it. View the full article

A Drift Icon Goes Off-RoadThe Nissan Silvia 240SX, known as the Silvia S14 in Japan, is one of the most respected cars in the tuning scene, arriving in the 1990s – a time widely considered the heyday of JDM modification culture. Today, it still enjoys a cult following, especially among enthusiasts who build the coupe for drifting. One owner, however, took a completely different approach, transforming the car into an off-roader – not just any off-roader, but a trophy truck built to tackle brutal desert terrain. The owner of the heavily modified Silvia 240SX is Jake O'Donnell, who shared the development process with Turnpike. Perhaps the only recognizable element left is the headlight design, as even the rear half of the vehicle was reworked to create a proper truck bed. But according to the report, this Frankenstein build wasn’t originally intended to turn out this way. The Plan Took a Wild TurnO'Donnell initially wanted only the 5.3-liter LS V8 swapped into the S14, which at the time was being built to Pro-Am drift-car specifications. However, to get the engine, he had to buy the entire project. Instead of continuing with the drift build, he pivoted to creating a trophy truck, despite having little prior welding experience. While parts such as the firewall, floor, and doors remain stock, the vehicle now sits on a custom rectangular tube frame that enabled the transformation of the rear half, complete with reshaped Ford Ranger fiberglass bedside panels. It also features components like Camburg trailing arms, a full trophy truck-spec rear axle with 24 inches of suspension travel, revised spring rates and shock valving, and an upgraded power steering system with a larger reservoir, dedicated cooler, and race-grade pump. However, the 5.3-liter LS V8 was later replaced by a 6.0-liter turbocharged LS engine built by Millennium Motorsports. Featuring an iron-block construction, the engine is capable of producing up to 1,000 horsepower, though it was detuned to around 700 horsepower to prioritize longevity and reliability. @jake_n_bake127/Instagram Built to Take a BeatingDespite the conservative approach under the hood, the owner is said to push the vehicle hard in its natural habitat – something many S14 owners probably couldn’t even imagine. The S14 ended production in 1998 before being succeeded by the S15, which is widely regarded as the most refined iteration of the nameplate. By the early 2000s, Nissan’s performance lineup included models like the 350Z and the Skyline GT-R. Speaking of the 350Z, O'Donnell also owns one that, instead of being turned into a trophy truck, features a low-slung widebody setup with cambered wheels. @jake_n_bake127/Instagram View the 3 images of this gallery on the original article View the full article

NASCAR drivers are naturally some of the best drifters in motorsport, so jaw-dropping moments tend to stand out even more when they happen. Early on in the NASCAR Cup race at Las Vegas, Shane van Gisbergen did just that, holding an epic drift and somehow avoiding a crash after making contact with two other cars. Pushing up the track, SVG made light contact with Erik Jones, sending him into a ...Keep readingView the full article

Tracing the Roots of 'ReVolvolution'It was in the '80s when Volvo began exploring a more adventurous side, fitting turbochargers into its engines. First, it was the 240 that got a healthy amount of boost, even spawning a touring car version that actually proved successful in motorsport. Not content with that, Volvo proceeded to do the same thing for the 900 Series with the 940 Turbo, better known as the 940 SE in the U.S. Into the '90s, the 850 gained a T-5 model that further enhanced the brand's sporting credentials. It was subsequently joined by even more powerful iterations with the T-5 R and 850R, and even saw a fair bit of success on the track. As for design, the company was entering a bold new direction. Previewed by the ECC concept car from 1992, it looked nothing like the boxy models from that time and presented a sleeker, swoopier design language from the typically conservative Swedes. That all came to fruition in 1998 when Volvo released the S80, followed by the S60/V70 in 2001, and the XC90 in 2002. It was a ReVolvolution, indeed, as the old ads say. Volvo 'Let's Stick a V8 in it'By the mid-2000s, Volvo had pretty much changed its image but not its identity. The cars looked more contemporary, and even though Volvo didn't (and still doesn't) compete directly with the Germans, it was proving to be a very viable alternative to the usual suspects. 'Where do we go from here?" said the Swedes, and the answer was the very American solution of shoving V8s in its flagship models. Meet the B8444S, and it's not just a collection of alphanumerics. B stands for benzene or gas/petrol, 8 is for its cylinder count, 44 stands for its 4.4-liter displacement, the other 4 meant four valves per cylinder, and the S stands for standard or naturally-aspirated. Contrary to popular belief, the B8444S is not related to any Ford engine from the same era. It's a pure Volvo design in collaboration with Yamaha. That's the part that made some folks think it was an upsized version of the Taurus SHO's 3.4-liter V8. Volvo Why Volvo Made itThe Yamaha-built V8 first appeared in the XC90 in late 2004 for the 2005 model year. The reason why this whole thing happened in the first place? Hans Wilkman, then Volvo's vice president for the large car line, explained, "An SUV in the premium segment needs a V8, especially on the North American market where we sell about 60 percent of all the XC90s we make." The 4.4-liter V8 produced 311 hp and 375 lb-ft of torque, competitive figures at the time. For comparison, the BMW X5 4.4i put out 315 hp and 330 lb-ft, while the Mercedes-Benz ML500 had 306 hp and 299 lb-ft. The Volvo was in the right company. At the time, Volvo said it was tailor-fit for the XC90, but there was more to come. Volvo Finally, a V8 SedanThe second-generation Volvo S80 made its world premiere in 2006 for the 2007 model year. It had the usual range of engines, consisting of turbocharged four-, five-, and six-cylinders, with a mix of gas and diesel. But the Swedes dropped a bombshell when it was introduced, and it too became available with the same 4.4-liter V8 from the XC90. Power figures were exactly the same, but the S80's lighter body meant it got to 60 mph about half a second quicker and knocked the time down from 7.0 seconds to 6.5. It also got the same Haldex all-wheel drive system from its SUV sibling. That said, it was more about reducing torque steer than giving it a sharper, more dynamic edge. Volvo Smooth OperatorsThe thing about the V8 Volvos is that these were never marketed as sporty or outright exciting. The company's press release even went so far as to say these were clean and environmentally friendly V8s, and while there was mention of the Four-C suspension system, Volvo pitched it more as a selectable drive mode to adapt to conditions rather than as something that would turn the XC90 or S80 into corner carvers. So, these cars weren't sporty, and their designs reflected that, too. At most, you get a V8 badge on the grille and another at the back. They're virtually indistinguishable from their lower-powered counterparts, especially if you take out the badges. The V8-powered XC90 and S80 were smoother, capable cruisers with vast power reserves from the understressed engine. In the case of the S80, it's basically the result of telling Volvo to build a Swedish Crown Victoria. We do wish it had kept the same engine in the V70 wagon, though. Volvo The Party Didn't Last LongUnfortunately for Volvo, it was in trouble by the late 2010s. The global financial crisis meant Ford, which owned the company at the time, had to tighten its belt. Either way, Ford's Premiere Auto Group experiment had failed by then, so it had to sell off Aston Martin, Jaguar, and Land Rover, along with Volvo, to survive. Aston Martin was sold off to a consortium, Jaguar and Land Rover ended up with Tata Motors, and Volvo went to Geely. Under new management, Volvo streamlined its powertrain department by building on just one engine. In this case, it was with a turbocharged 2.0-liter engine, and the company still does this today. The inline-fives were dropped, so were the straight-sixes, and yes, even the V8. In the end, an overwhelming majority of eight-cylinder engines wound up in XC90s, although a fair number did reside under the hoods of S80s. Volvo stopped putting the B8444S in its road cars in 2010, but it lived on in the Noble M600 with a unique engine management system and two turbos strapped to it. A bored-out 5.0-liter version was also used in Volvo's short but triumphant career in Australia's V8 Supercars championship for the S60 V8, with Scott McLaughlin wringing out the best from it. There's no chance of Volvo ever revisiting V8 power, given its push towards electrification, but the brief period it offered eight cylinders is always worth revisiting. At least it hasn't stopped building sleepers, as the XC90 T8, XC60 T8, and V60 T8 of today offer genuine sports car-rivaling acceleration times in the lap of comfort. Volvo Volvo View the 9 images of this gallery on the original article View the full article

New Model, New Charging Standard “Ready in five 5, full in 9, cold add 3,” that’s the breakthrough that’s coming to Europe next month with the Denza Z9GT. This will be the first time that BYD’s Flash Charging makes an appearance. Charging will be almost as fast as fueling up with this technology – with the right charger, of course. The new model is set to launch at Paris’ Palais Garnier opera house on April 8, 2026, and there’s more to it than just another premium electric vehicle (EV). Denza The Flagship: Denza Z9GTThe vehicle for introducing the new Flash Charging standard is the Denza Z9 GT, a five-door shooting brake Grand Tourer that rides on a bespoke Denza e3 platform. It comes with the Blade Battery 2.0 tech from BYD and has a 122 kWh capacity, which can go about 500 miles (800 kilometers) on a single charge in the rear-wheel-drive variant. The Z9 GT has 947 horsepower in the triple-motor version, and the brand claims it can go from 0-60mph in less than 3 seconds. Its exterior is a marriage of BYD design and European influence, but as a premium brand, Denza comes with a few more luxury features. For starters, the French audio specialist, Devialet, lent its expertise to Denza to help create an “opera-house entertainment experience.” Dolby Atmos audio technology fills the cabin with pinpoint surround sound, ensuring that the content you watch is as immersive as can be. BYD Fans via CarNewsChina News Flash! However, I don’t think you’ll be consuming much content while you’re out there charging if you end up at a 1,500 kWh charger. On top of debuting an all-new model, Denza is also using the Z9GT to introduce one of the fastest charging standards in the world: Flash Charging. Going back to the Flash Charging tagline, “Ready in Five, Full in Nine, Cold Add Three,” more specifically: charging from 10 to 70 percent will only take five minutes, charging from 10 to 97 percent will take nine minutes, and if conditions are as cold as -30°C, just add three minutes on top of a full charge (12 minutes). For safety, the charging standard is designed to cut off at a 97 percent state of charge. BYD Fans via CarNewsChina 20 Minutes Is So Last YearCharging speeds for EVs have shot through the roof as of late. Earlier this month, we reported that BYD was just testing its 1,500 kW Flash Charging standard, and to put things into perspective, that’s about three times faster than Tesla’s V4 Supercharger, which is capable of up to 500 kW in the Tesla Cybertruck. Prior to this, DC fast-chargers could bring your car back up to “ready” in just 20 minutes. Now that number has shrunk to a measly five minutes, which is essentially half a YouTube video or a bit of scrolling through social media. In fact, that’s essentially about as fast as a standard fill-up at a gas station. BYD Fans via CarNewsChina What Will Flash Charging Stations Look Like?In China, BYD’s Flash Charging station shares a layout similar to traditional gasoline stations, using overhead plugs to connect to vehicles. BYD is looking to set up 4,000 self-operated Flash Charge stations in China, which will then rise to 15,000 when factoring in BYD’s partner locations and operators. With the launch of the Denza Z9 GT, the brand will also roll out Flash Chargers in Europe. However, no further details have been shared, and it’s likely that we’ll find out more about this closer to or on the April 8, 2026, launch date. D View the full article

A Short-Lived ComebackGeneral Motors’ plan for an 18-month production run of the 2027 Chevrolet Bolt EV to 18 months seems disappointing, especially at a time when the market needs more affordable electric car options. With that in mind, The Drive asked Mandi Damman, the Bolt EV’s executive chief engineer, whether it would be possible to extend the model’s production timeline – only to receive a vague reply. Damman told the publication, “In theory, yes.” However, she reiterated two key factors behind the Bolt EV’s return to the lineup: affordability and customer loyalty. The latter is even considered greater than that seen among Corvette owners. For context, the Corvette is one of Chevrolet’s longest-running nameplates, alongside the Suburban and Camaro, though the Camaro ended production after the 2024 model year. Chevrolet The Bolt EV’s Biggest AdvantageIn terms of affordability, the returning Bolt EV starts at $27,600, excluding destination charges, undercutting the Nissan Leaf by about $2,000. That makes it the cheapest EV in the U.S., with other relatively affordable options, such as the Toyota C-HR, already priced above $35,000. Despite its attainable price tag, Chevrolet explained that the Bolt EV isn’t a stripped-down offering, with the lower cost achieved by leveraging existing technologies across the broader General Motors portfolio. Beyond the aforementioned factors, the Bolt EV’s limited production run is also intended to make room for the next-generation Buick Envision at GM’s Fairfax Assembly plant in Kansas City. The Envision – a compact crossover rivaling the BMW X3 – is currently built in China, exposing it to the import tax imposed by the current administration. chargepozitive/Instagram Production Plans ShiftChevrolet may not be staying in the affordable EV segment, at least for now, but more automakers are beginning to tap into this space. One of them is Ford, which has vowed to offer an all-electric pickup truck priced around $30,000. EV startup Slate Auto is also considering introducing an electric truck in the mid-$20,000 range, which was originally promised to start below $20,000 before the $7,500 federal tax credit ended last year. If the automaker sticks to its current plans for the Bolt EV, buyers looking for an affordable entry into EV ownership may want to take advantage while it lasts. The model began shipping to dealerships earlier this year, with production currently expected to end in mid-2027. General Motors View the 3 images of this gallery on the original article View the full article

From Hard to Smooth BrakingIf you’ve ever ridden in a car with a new driver, you’ll know that he or she might still be getting their footing on the pedals of a car. Braking smoothly is a skill that you pick up over the years through experience and feel, but with today’s tech, that skill may go by the wayside in favor of software-assisted braking. Tesla is rolling out a new feature for its Model Y in Software Update 2026.8, including a new “Comfort Braking” mode. For now, it’s exclusive to the new Juniper Model Y, while other Tesla models will have to wait a bit to get it. Specifically, Juniper-updated models, considered model year 2026 or newer, may include this feature after the update. Tesla Pedal ModulationTesla states: “Your Tesla now provides a smoother feel as you come to a complete stop during routine braking.” As simple as electric vehicles are to use, there is more to braking than most people care to think about. Regenerative braking is a system that works in tandem with traditional brakes to bring the car to a complete stop. Whenever you press the pedal in an EV, two things happen: for lighter braking, the regenerative system captures kinetic energy from the wheels and recharges the battery. A byproduct of that system is a decelerating force. At the same time, or if you press the brake pedal further, the system activates the traditional braking system to slow or bring the vehicle to a stop. The activation timing between the two is governed by the software that the manufacturer codes for the car. Just like throttle-by-wire revolutionized the industry and enabled the addition of driving modes, we’re seeing the same with brake-by-wire, which is becoming more and more commonplace, especially with EVs. Tesla A Better Experience – For PassengersLet’s face it, there’s nothing more jarring than a driver who throws your head back and forth whenever they come to a stop. Every time the “Comfort Braking” feature is active, you can expect the system to modulate the input coming from the pedal to the wheels. Think of it like a more advanced anti-lock braking (ABS) system, but instead of turning off the brakes periodically to avoid a lockup, the system will decelerate more linearly, regardless of the driver’s skill on the pedals. This is only one of many updates that Tesla has rolled out for its cars. Other updates in recent years include enhancements to regenerative braking performance, steer-by-wire systems, self-driving, and even Active Road Noise cancelling. In addition to liberating oneself from gas price fluctuations, the ability to improve the car over-the-air (OTA) is a possible selling point to a number of buyers. We have no word yet on when other Tesla models are ready, or will ever be ready, for the "Comfort Braking" feature. For now, Juniper Model Y owners from 2026 or later can enjoy this feature after the OTA update. View the 5 images of this gallery on the original article View the full article

The E65 Turns 25Believe it or not, the E65 BMW 7 Series is now a quarter-century old. Hugely controversial when it was new, we still remember the headlines and stories surrounding its design. Magazine and internet archives would lead you to believe that the sky was falling over at BMW, and the car was pretty much the chariot of one of the four horsemen of the apocalypse. There was a great deal of emotion when the fourth-generation 7 Series was first revealed. BMW diehards at the time weren't just disappointed, they were that and angry. It even reached a point where BMW's design chief at the time, Chris Bangle, was receiving death threats from the brand's fanatics. It's one thing to dislike a design, but threatening the person who didn't even directly pen the car isn't cool. But over the years, the bold and daring choice that BMW made started paying off, and the car itself gained respect. It's still polarizing, but it left a huge impact and a strong legacy that would influence not just BMW's future designs, but a huge chunk of the entire automotive industry. BMW Bangle Didn't Totally Design ItTo say Chris Bangle drew a lot of flak for the E65 is a gross understatement. At the time, it was understandable, but it doesn't justify the violence directed at the man. The E65 succeeded the elegant and timeless lines of the much-loved E38. That generation of the 7 Series was penned by Boyke Boyer under the guidance of Claus Luthe. For the E65, Adrian van Hooydonkwas responsible for the exterior design, and Bangle oversaw the entire project. Of course, Bangle was the one who faced the people as he was the design lead at the time. BMW could've easily thrown him under the bus, and it was reported that sales plummeted by 60 percent in the car's first full year of production. The thing is, Munich backed him as the company wanted a more revolutionary approach to design. BMW Flame SurfacingThe introduction of the E65 marked the end of BMW's conservative (but timeless) redesigns, as it looked absolutely nothing like its predecessor. It was striking, avant-garde, and attention-grabbing on purpose. The complex curves that appeared on the car were dubbed flame surfacing, and it wasn't coined by Chris Bangle. Legend has it that it was actually coined by a motoring journalist. As to who exactly it was remains unknown. At the front, you have those 'spooked' headlights with the turn signals mounted above the 'corona rings' that are better known as 'angel eyes.' The hood surface had strong but subtle lines that led into the kidney grilles, while its flanks had deep character lines. But it was at the back, where all those acute angles intersected, that the most controversy arose. The term 'Bangle Butt' referred to its two-layer rear end, which lacked the hallmarks of traditional BMW design. BMW Wait 'Til You Step InsideBut say you're able to stomach the look at the time, you had to prepare yourself for the shock and awe of the interior. Again, it was a massive departure from the E38, and you now had a dashboard screen. A good chunk of the functions were moved to the iDrive system. Yup, this is where it all began for modern infotainment systems. Another first was the raised center console, and the center stack wasn't angled towards the driver as it had been over the past three generations. Also, the E65 was one of the first production cars to feature an electromechanical gear selector and an electronic parking brake. It freed up more room in the cabin, and coupled with the car's larger dimensions, it was expansive in there. It even had a pop-out keypad for the onboard telephone. At the time, iDrive was criticized for being obtuse and hard to operate. Then again, this was totally new territory, so there was bound to be a learning curve, albeit an extremely steep one. The reason? It was that scroll wheel and the functions on the screen. BMW Course CorrectionSales were initially slow for the fourth-gen 7 Series, but picked up quickly as people got used to it. It was then revamped in March 2005 for the 2026 model year to address the initial criticisms leveled at it. The updated version was the first BMW model to use the term LCI (Life Cycle Impulse) for facelifted models. The front end had a simpler set of headlights, the grille was widened, and the bumpers were reshaped. The sides were still identical to before, but the rear received a major overhaul. Its taillights were extended to fill in the blank spaces on the trunk lid. Apart from the exterior changes, the iDrive system was simplified. It finally received supplementary hard buttons for those who inevitably got lost in the layers of sub-menus in the pre-LCI models. The interface was also enhanced to make it easier to use and interact. BMW Legacy and InfluenceProduction of the E65 7 Series spanned from mid-2001 to late 2008. By then, its rivals, namely the Audi A8 and the Mercedes-Benz S-Class, had undergone comprehensive redesigns. The A8 of that era was conservatively styled beside the 7 Series, but Audi had started giving it a bolder look by adding that 'goatee' in 2005. The same year, the S-Class got more intersecting lines on its body for the new generation, and even a more subtle version of the 'Bangle Butt' at the back. The E65's influence had started creeping in by then. Its rivals also ended up with scroll wheels in their respective infotainment systems. More functions started to be integrated into the screen, and even the S-Class adapted a similar electromechanical gear selector. Even Lexus, the brand that shook up the Germans in the first place, started doing its own take on iDrive with the mouse-like Remote Touch system. Several years later, Mazda started putting scroll wheels in its cars, too. It's nearly impossible to find a car without an infotainment system these days, and the system we know today was first seen in the E65. BMW From the mid-2000s through the 2010s, we also started seeing non-luxury marques become bolder and more angular in their designs. The Japanese started getting in on it with cars like the Camry and Accord from 2007 and 2008, respectively. The South Koreans also hopped on the trend, and if you need proof of that, just look at Hyundai's designs from 2010 until now. If anything, the E65 emboldened automakers to take even greater risks with design, inside and out. It set a precedent for many design trends that were formed in the 2000s that eventually made their way into the 2010s. If you look at an E65 today, the design still holds up, especially the LCI versions. The same could be said of other Bangle-era models, such as the E60 by the late Davide Arcangeli and the E90 by Joji Nagashima. BMWs from that time were bold, yet somehow timeless, which is a huge achievement in itself. The company entered an era of relatively conservative designs after that, but then doubled down on bolder and somewhat controversial designs in the last couple of years. As BMW enters a new era with the Neue Klasse models, it's as if history is repeating itself after a quarter century. BMW BMW View the 14 images of this gallery on the original article View the full article

The Three Cars That Changed Bugatti’s Modern StrategyEdition One-Off – the same channel that brought the secret, most expensive Bugatti collection to the light – is back with another video. This time, it highlights a pivotal moment in the French marque's modern history, revealing how three extraordinary hypercars reshaped the company’s future. According to the video, the record-breaking Bugatti Chiron Super Sport 300+, the track-focused Bugatti Divo, and the ultra-exclusive Bugatti Centodieci collectively laid the groundwork for Bugatti’s current strategy of ultra-limited and bespoke hypercars. Filmed inside the Zeithaus Museum near Wolfsburg, host Markus Korbach and Bugatti Heritage expert Luigi Galli explain how each of these cars represents a different pillar of Bugatti’s modern identity: engineering performance, coachbuilt design, and collector exclusivity. Chiron Super Sport 300+: Pushing the Limits of SpeedThe story begins with the Bugatti Chiron Super Sport 300+, the car that cemented Bugatti’s dominance in the world of top-speed records. In 2019, Bugatti test driver Andy Wallace piloted the car to a staggering 304.77 mph, making it the first production-derived vehicle to surpass 300 mph. Reaching those speeds required extensive testing, with Wallace reportedly spending several days driving at extreme velocities simply to adapt to how the car behaved at such speeds. At velocities beyond 300 mph, drivers begin to lose their normal perception of motion, making repeated high-speed runs essential to understand how the car reacts and maintains stability. According to Bugatti engineers, the Chiron Super Sport 300+ was not running out of power during the record attempt. Instead, the limiting factor was the length of the test track itself, suggesting the platform may have been capable of going even faster under the right conditions. Bugatti View the 3 images of this gallery on the original article Bugatti Divo: The Start of Modern CoachbuildingWhile the Bugatti Chiron Super Sport 300+ demonstrated Bugatti’s engineering capability, the Bugatti Divo signaled the beginning of a new design philosophy for the brand. Named after legendary Bugatti racing driver Albert Divo, the car was developed with a stronger emphasis on agility and cornering performance rather than outright top speed. Unlike the standard Chiron, the Divo received extensive aerodynamic revisions along with changes to its chassis setup to sharpen its handling characteristics. The goal was to create a more agile Bugatti without sacrificing the comfort and luxury expected from the marque. Originally planned as an even smaller production run, the project expanded to 40 units after strong demand from collectors, with the entire allocation selling out quickly. View the 3 images of this gallery on the original article Centodieci: A Tribute to the EB110The Bugatti Centodieci took exclusivity to an even higher level. Created as a tribute to the iconic Bugatti EB110, the car celebrates Bugatti’s 110th anniversary while reinterpreting key design elements from the 1990s supercar. Designers incorporated distinctive vents and angular styling cues inspired by the EB110 while still packaging Bugatti’s massive quad-turbo W16 engine beneath the bodywork. Integrating that powertrain into a design referencing the sleek original required significant engineering changes. Production was strictly limited to just 10 units, and despite demand exceeding that number, Bugatti maintained the cap to preserve the car’s exclusivity and collector value. View the 3 images of this gallery on the original article The LowdownTaken together, the Chiron Super Sport 300+, Divo, and Centodieci reveal how Bugatti quietly reshaped its strategy over the past decade. Each car served a different purpose: demonstrating engineering supremacy, reviving the art of coachbuilding, and celebrating the brand’s heritage through ultra-limited collector models. The formula proved so successful that it effectively launched Bugatti’s modern era of one-off and highly exclusive hypercars. Today, the brand’s most desirable creations are about rarity, craftsmanship, and storytelling through design. Patrick Ernzen / RM Sotheby's View the full article

E-Commerce AccessoriesOne huge segment of the aftermarket scene that exploded during the pandemic is accessorizing through e-commerce platforms. Brought about by the restriction of being at home, petrol heads the world over began to take to the internet to indulge in their passions. Over the years, we've seen aftermarket parts for all types of cars become more accessible through online selling platforms. Temu has grown as an alternative to more expensive online brands. Usually, Temu products are the butt of jokes about quality and dubious authenticity, but some people are willing to take the risk. Nissan GT-R R35 Nismo... Temu?YouTuber Saving Salvage is embarking on an ambitious project. He purchased a 2010 R35 Nissan GT-R two years ago, particularly a heavily rear-damaged example, and has been keen to revive it ever since. He just posted a video on his page that the revival project is underway, albeit with some "choice" body parts. He revealed that he originally wanted to convert his 2010 GT-R into the recent Nismo model. He claims that the 2024 GT-R Nismo is one of his favorite-looking cars of all time. Research was conducted, and unfortunately, he found the original Nismo parts to be very expensive. The front bumper costs around $26,000 (converted); the rear bumper kit comes in at $8,000 (converted); $6,000 (converted) for carbon under trays; and rims at around $13,000 (converted). With genuine parts prices this high, he then decided to turn to Temu, and lo and behold, he saved a lot of money for a full GT-R Nismo kit conversion. For just $6,000 all-in, he got his kit, though the price excludes rims. He had to wait a full eight weeks for the kit to be on hand, but eventually work began. At first glance, the parts looked okay, but as he continued working on it, he found some issues. Firstly, the holes for bolting the panel down aren't there, so self-drilled holes are required. For the video, he decided to install the rear bumper first, mounting it to the chassis with bolt grips. YouTube/Saving Salvage View the 4 images of this gallery on the original article A True Alternative?While genuine parts are, of course, the true way to go, based on the Saving Salvages video, it seems that Temu does get the job done to some extent with alternative parts. Although he hasn't fully put all the panels on yet, he seemed pleased that he's been able to somewhat repair the GT-R that's been sitting in his collection for over two years. Rest assured, we're all curious to see what the complete build will look like. YouTube/Saving Salvage View the full article

Off to a Hot StartBMW has entered a new era with the debut of its Neue Klasse platform, starting with the iX3. So far, the Bavarian automaker appears pleased with the early results, as a report from BMW Blog states that the iX3 has secured 50,000 orders in its first six months. Having the iX3 lead the charge for BMW’s new electric vehicle-dedicated platform appears to be a smart move, given that its combustion-powered sibling, the X3, is a volume seller. The new electric compact sedan counterpart, the i3, is also set to be unveiled on March 18. For now, however, order books for the iX3 — which opened in September 2025 — are said to have “reached well into this year,” according to outgoing BMW CEO Oliver Zipse. BMW Where the iX3 Comes to LifeDeliveries in Europe are underway, with iX3 units produced in Hungary at BMW’s new Debrecen plant, which can build up to 150,000 vehicles annually. The all-electric model is also heading to the U.S., with availability expected to begin in summer 2026. With an 800-volt EV architecture, BMW says the iX3 xDrive50 can charge from 10 to 80 percent in 21 minutes. Based on its own testing, the EV offers a maximum range of up to 400 miles, though that figure could be lower under EPA standards. For reference, the Tesla Model Y has an EPA-rated range of up to 357 miles in Premium RWD form. The iX3 is expected to start at around $60,000, with more affordable 40 variants arriving in early 2027. Reports say that the U.S.-bound units will initially be produced at the Hungarian plant, but the production could later shift to BMW’s San Luis Potosi plant in Mexico as early as next year. Stretching the iX3Over in China, BMW is also looking to introduce a long-wheelbase version of the iX3, which would help address demand for vehicles with larger interior space in the region. Tesla has taken a similar approach with a long-wheelbase version of the Model Y for the Chinese market. Other markets expected to receive the longer iX3 version include India, Thailand, Indonesia, and Malaysia. Ultimately, the German marque will spread Neue Klasse technologies across more models, while some are expected to adopt elements of its design language as well. That includes the 7 Series, which was recently teased with a large illuminated grille and slim headlights. Time will tell how many orders some of these upcoming models attract without the X3’s advantage in the compact crossover segment. BMW View the 3 images of this gallery on the original article View the full article

In 1990, 'Days of Thunder' was released -- a movie starring Tom Cruise as hotshot NASCAR driver Cole Trickle. The film is basically 'Top Gun' but with race cars, earning over twice its budget in the box office, and remains very popular within the NASCAR fanbase. Legendary producer Jerry Bruckheimer, who was also deeply involved in the development for the recent hit 'F1' movie, has indicated in ...Keep readingView the full article

Manuals Are Slowly DisappearingManual gearboxes aren’t extinct just yet, but the outlook isn’t great. Across the industry, the good ol’ stick shift is quietly vanishing. Even BMW’s M division has said outright that manuals probably won’t survive much longer. However, a few automakers, like Ford, remain determined to keep the manual driving experience alive in some form. Porsche, on the other hand, has other ideas – a newly published patent in Germany suggests the Stuttgart-based automaker is exploring a system that lets a single car behave like both an automatic and a manual. If this sounds familiar, it’s because Koenigsegg already tried something similar with the CC850. That car’s transmission can run as a multi-speed automatic or a gated manual. Porsche’s idea is in the same spirit, but the way they’re engineering it is completely different. German Patent and Trademark Office How Porsche’s Patent WorksThe patent, spotted by CarBuzz, describes a gear selector for shift-by-wire transmissions. In setups like this, the gear lever isn’t physically linked to the transmission. Instead, it just sends electronic signals to the drivetrain’s control system. Porsche’s design uses a gear lever that moves in two directions. Moving the lever forward and backward rotates a shaft to select gears, while moving it left and right slides a mechanism sideways, much like an H-pattern manual gearbox. Sensors track both types of movement. One sensor measures the rotational angle of the shaft, and another detects the sideways position of the mechanism. These signals tell the vehicle’s control system which gear or mode the driver wants to select. The smart bit is a locking system for the sideways movement. Lock it, and the lever acts like a normal automatic. Unlock it, and you can move the lever across different gates, just like a manual H-pattern shifter. Springs and electric motors add resistance and feedback, so the system can actually feel like you’re shifting real gears. In practice, this setup could let future Porsches deliver a manual-style driving experience, even if the transmission underneath is fully electronic or automated. Of course, patents are just ideas on paper. Automakers file plenty of them that never make it to production, so there’s no promise this system will show up in a future Porsche. German Patent and Trademark Office How It Differs From KoenigseggPorsche’s concept might aim for the same goal as the Koenigsegg CC850, but the way each works is different. Koenigsegg’s Engage Shift System is built right into the transmission. The CC850 uses a complex multi-clutch gearbox that can physically switch between a nine-speed automatic and a six-speed gated manual. Porsche’s patent, on the other hand, focuses on the driver interface rather than the gearbox. The lever simulates manual shifting through electronic signals, meaning the transmission behind it could still be an automatic, dual-clutch unit, or even part of an electrified drivetrain. So while Koenigsegg built a gearbox that really does both jobs, Porsche seems to be working on a shifter that can make almost any drivetrain feel like a manual. If Porsche brings this to production, it could be a smart way to keep driver engagement alive at a time when real manuals are getting harder to justify. At the very least, it shows that some automakers still care about drivers who want to shift for themselves. German Patent and Trademark Office View the full article

The biggest myth about the Corvette has always been that you shouldn't drive it in bad weather because it can be a handful. Harlan Charles kills that notion head-on. A GM veteran of 37 years, with the last 24 spent as Corvette Product Manager, Harlan has racked up 27,000 miles in the first year of ownership of his own personal Stingray, come rain, shine or Michigan winters. In a recent video from YouTuber CGarnerSpeed252, he stands in front of all four C8 variants and does something rare for a former insider: he just tells the truth. The mid-engine layout genuinely helps in bad weather because the weight distribution is more balanced than a front-engine setup, which means the car handles wet roads better than most people assume. His advice is simple. Drive it, don’t baby it. CGarnerSpeed252/YouTube The Car That Almost Never ExistedWhat makes Harlan's perspective worth listening to goes beyond the mileage he puts on his own car. He was there for the moments most fans never hear about. Like how the C5 nearly never happened. Or that the C7 nearly got cancelled before it launched, even though the team had already done substantial mid-engine work for it. That groundwork ended up becoming the foundation for the C8. The car you see today exists partly because of work that was quietly carried over from a generation that almost didn't survive. Knowing that history makes the C8 feel less like a product and more like something that had to fight to exist. What Each Model Is Actually ForFor anyone who wants the most all-weather capable C8, Harlan points straight to the E-Ray, a car that has been in development since 2014 and which he’s nicknamed the Swiss Army Knife for good reason. It does everything. AWD, long-distance comfort, track capability, and if you somehow ran out of gas, the electric motor could carry you another four to five miles to a pump. A 100,000-mile battery warranty answers most of the hybrid anxiety upfront, though depreciation is another matter entirely. CGarnerSpeed252/YouTube Beyond the E-Ray, Harlan has a favourite detail from each car. The ZR1 brings back the split window look and carries a wing he clearly loves. The Z06 is about that 8,500 rpm redline, a car that wants to be driven hard so you can actually hear it. And the Stingray, starting at $59,995, is his proof of concept: a mid-engine exotic that works as a daily driver, the same way the 1963 Corvette gave an earlier generation its defining sports car moment. View the full article

Repo Practices Face Federal ActionCar repossession rates have approached Great Recession levels in recent years, driven in part by post-pandemic economic factors. Military servicemembers, however, receive certain protections under the Servicemembers Civil Relief Act – protections that CarMax Inc. allegedly violated and will now pay at least $420,000 in compensation to 28 affected servicemembers. According to Automotive News, the U.S. Department of Justice alleged that CarMax failed to verify whether borrowers were active-duty servicemembers before repossessing their vehicles. The aforementioned act prohibits lenders from repossessing vehicles from active-duty military personnel and activated reservists without a court order if the vehicles were leased or financed before the borrower entered military service. The used-car retailer cooperated with the DOJ but maintained that the settlement does not necessarily reflect “an admission of wrongdoing by CarMax Auto Finance.” Getty A Retail Giant in the SpotlightThe report did not mention which models were owned by the 28 servicemembers whose vehicles were repossessed. However, CarMax offers a wide range of used vehicles, including luxury EVs such as the Porsche Taycan. The company operates more than 250 stores nationwide, competing with rivals such as Carvana. What the report did state is that CarMax must pay each servicemember $15,000 in compensation, along with any lost equity and interest. The used-car retailer must also pay $79,380 to the U.S. government as a civil penalty for violating the Servicemembers Civil Relief Act, violations that allegedly occurred between March 1, 2018, and October 24, 2023. New Safeguards for ServicemembersThe settlement also requires CarMax to check borrowers’ military status within two days before initiating a repossession, within two days before selling any repossessed vehicle, and no more than two days after a vehicle is seized. In response, CarMax vowed to improve its practices and said it has initiated additional training for its employees. In a statement, the used-car retailer said, “Consistent with CarMax Auto Finance’s commitment to continuous improvement and supporting those who serve, we have enhanced our SCRA processes, expanded proactive screening and outreach, and reinforced employee training to help ensure all eligible servicemembers and their dependents receive the protections they deserve.” The case also raises questions about whether similar improper repossession practices may have affected regular car owners who are not protected by laws such as the Servicemembers Civil Relief Act. The issue becomes even more relevant as auto loan delinquencies continue to rise in the U.S., putting pressure on lenders and retailers. Average new-car prices in the U.S. have also climbed to around $50,000, making vehicle financing increasingly common. Kevin Carter/Getty Images View the 3 images of this gallery on the original article View the full article

Bomb Cyclone Targeting the Upper MidwestThe National Weather Service has issued Blizzard Warnings across seven states as one of the most significant late-season winter storms in years deepens rapidly and churns toward the Great Lakes. This system has the characteristics of a bomb cyclone, a storm that drops at least 0.71 inches of mercury in barometric pressure within 24 hours, generating an expansive, powerful wind field that can make road travel not just difficult, but life-threatening. NWS Weather Prediction Center forecasters tracked the storm developing over Wyoming on Saturday, then intensifying across the northern Plains on Sunday and pushing into the Great Lakes region by Monday morning. The core of the snow band can produce 1 to 3 inches of snow per hour. Widespread totals of 1 to 2 feet are expected across the warning zone, with localized amounts exceeding 24 inches in northern Michigan and portions of Wisconsin. Wind gusts reaching 60 to 70 mph are forecast for major metro areas, including Minneapolis and Chicago, where whiteout conditions, sustained winds, and heavy snowfall that reduces visibility to a quarter-mile or less have already been reported. The NWS Twin Cities/Chanhassen office called this a historic March winter storm, with one of the broadest Blizzard Warning footprints seen in the Upper Midwest in years. The warning language used by NWS forecasters is unambiguous: travel may become impossible. That is not hyperbole. It is the official NWS threshold language for conditions under which no vehicle should be on the road. The Secondary System: Lake Effect and a Cold Air Hammer Behind the StormThis storm is not a single event. It is the second of two powerful back-to-back systems to strike the region within 72 hours. The first system pushed through the northern tier on Saturday, generating wind gusts of 50 to 70 mph across the Upper Midwest and knocking out power to thousands of homes across Minnesota, Wisconsin, and northern Michigan. Behind the storm, Arctic air will surge south starting Monday, driving afternoon highs into the teens and single digits across the Midwest and sending wind chills to near or below zero in cities like Minneapolis and Green Bay by early Tuesday. That post-storm cold punch will be its own hazard for drivers: any snow on road surfaces will harden rapidly, and roadway clearing that begins Monday afternoon could re-freeze overnight as temperatures crater. Lake-effect snow bands are also expected to develop behind the storm as cold Arctic air crosses the still-open waters of Lakes Michigan, Superior, and Erie. Those bands can produce localized snowfall rates that rival the storm itself, and they often intensify after the main system has moved on, catching off-guard drivers who assume conditions have improved. Regional Specifics: The Highways In the BullseyeThe NWS Minneapolis forecast office has issued Blizzard Warnings for central and southern Minnesota through Monday morning. The I-94 corridor from Minneapolis westward toward Fargo and eastward toward the Wisconsin border faces especially dangerous conditions Sunday night. The I-35 corridor through southern Minnesota is at risk of a wintry mix of freezing rain, sleet, and snow transitioning to full-blizzard conditions as the storm system tracks through. In Wisconsin, the NWS has flagged Highway 2 along the Lake Superior South Shore as particularly dangerous, with whiteout conditions described as "treacherous and potentially life-threatening." US-2 runs along the southern edge of Lake Superior through Iron, Ashland, and Bayfield counties, some of the highest snowfall counties in the region, and should be considered impassable for non-emergency travel through Monday. In northern Michigan, the NWS Gaylord office is forecasting 15 to 24 inches of snow across the Upper Peninsula, including Alger, Marquette, and Luce counties, with wind gusts up to 60 mph near Lake Superior. Highway M-28, the primary east-west spine of the Upper Peninsula, will face whiteout conditions and potential closure. The Keweenaw Peninsula, north of Houghton, faces the state's most extreme wind threat, with gusts forecast up to 65 mph. In South Dakota and southwest Minnesota, Blizzard Warnings cover a broad zone stretching from Watertown and Brookings, South Dakota, through Marshall and Worthington, Minnesota, with the I-90 corridor at risk for dangerous driving conditions through Sunday evening. Across Illinois and Iowa, the NWS Storm Prediction Center and NWS Des Moines office have warned of blizzard conditions Sunday into Monday morning, with the I-90/I-94 corridor and I-80 through Iowa in the warning zone. Chicago and the northern Illinois I-90/I-94 corridor have already experienced 60 to 70 mph wind gusts from the preceding system and face additional accumulating snow as the bomb cyclone deepens Sunday night. Photo by Julia Dorian on Getty Images What Drivers Should KnowThe NWS has issued explicit guidance that travel should be restricted to emergencies only across the Blizzard Warning zones. If you are in Minnesota, Wisconsin, northern Michigan, South Dakota, Iowa, northern Illinois, or Montana, do not drive unless your situation constitutes a genuine emergency. If you are planning to drive ahead of or around the storm's edges, reduce your speed by at least 30 percent below the posted limit on any snow-covered roadway. On interstates in active blizzard conditions, many state transportation departments recommend maximum speeds of 30 to 35 mph. Do not use cruise control on any road surface that may be slick. Cruise control cannot react to the sudden loss of traction that occurs on ice or packed snow, and it can cause wheel spin that leads to an uncontrollable skid. Whiteout conditions are particularly dangerous on long, straight sections of interstate highways because they can cause spatial disorientation, and drivers lose the ability to judge their lane position or the presence of vehicles ahead. The standard guidance is to pull off the road, activate your hazard lights, and wait. If you cannot safely reach an exit or rest area, pull as far onto the shoulder as possible. Do not stop in a travel lane. High-profile vehicles, such as SUVs, pickup trucks, vans, and RVs, face an additional hazard from extreme crosswind gusts in the 60-70 mph range. At those wind speeds on exposed interstate stretches, lateral force on a high-profile vehicle is enough to cause a lane departure or rollover without warning. Keep An Emergency Kit In Your VehicleAnyone traveling in the Blizzard Warning zone should carry a dedicated winter emergency kit. That means a wool or mylar blanket (or both), a flashlight with fresh batteries, a portable phone charger, at least one liter of water per occupant, non-perishable snacks, a basic first aid kit, a folding shovel, and a bag of sand or kitty litter for traction if you get stuck. If you are traveling on any mountain or elevated route, including passes in Montana or elevated terrain in northern Michigan, tire chains are required equipment, not optional. If you get stranded, the NWS and state transportation departments are uniform in their guidance: stay with your vehicle. A car is easier for search and rescue to locate than a person on foot. Running the engine for heat is acceptable, but crack a window slightly and periodically clear snow from around the exhaust pipe to prevent carbon monoxide buildup. Tires Are Your First Line of DefenseIn blizzard conditions, no vehicle system matters more than the four contact patches between your tires and the road. All-season tires are legal in all 50 states and adequate for mild winter driving, but they are not designed for sustained blizzard conditions. A tire rated with the Three-Peak Mountain Snowflake (3PMSF) symbol has been tested to perform in severe snow and meets a minimum traction threshold that standard all-season tires do not. Tread depth is the other critical variable. The legal minimum tread depth in most states is 2/32 of an inch, but tire engineers and safety organizations recommend replacing winter tires at 4/32 of an inch, because stopping distance increases dramatically below that threshold on snow and ice. The quick test: place a quarter upside down in your tread groove. If you can see the top of Washington's head, your tires are approaching the danger zone. Cold temperatures also reduce tire pressure. For every 10-degree Fahrenheit drop in ambient temperature, tire pressure drops approximately 1 to 2 PSI. With temperatures falling 15 to 25 degrees below normal behind this storm, a tire that was properly inflated last week may now be running significantly underinflated -- reducing contact area, handling precision, and braking performance at exactly the moment you need them most. Check your tire pressure before any trip into winter storm conditions. View the full article

Shane van Gisbergen took JR Motorsports to Victory Lane at COTA, driving the #9. One week later, Justin Allgaier in the #7 earned JRM a win at Phoenix, and a week after that, two-time NASCAR Cup champion Kyle Larson drove the #88 to Victory Lane for the Earnhardt-owned team. This is Larson's 18th career victory in the NASCAR O'Reilly Auto Parts Series (NOAPS), coming in his first start of the ...Keep readingView the full article

A Trend That BackfiredWhile steering-wheel capacitive touch buttons with haptic feedback offer a minimalist aesthetic and allow more functions, it didn’t take long for the technology to draw criticism. Some argue that it creates usability issues, with Volkswagen even facing a lawsuit alleging that the ID.4’s steering wheel controls led to unintended acceleration. Ferrari also jumped on the trend with some of its more recent releases, including the Purosangue, before returning to physical controls with the Amalfi last year. One of the biggest complaints was the absence of the red, round engine start-stop button seen in older models like the 812 Superfast and 488 GTB. However, a recent post tied to a Ferrari dealer suggests the Italian marque is not ignoring owner feedback, as it introduced a new steering-wheel center retrofit featuring physical buttons. Ferrari’s Button SolutionThose hoping to see the iconic red engine start-stop button return may be out of luck, as the new steering-wheel center doesn’t include it like the one found in the Amalfi — the brand’s latest entry-level model that replaced the Roma. As previously reported, the product is only a wheel center, not an entirely new steering wheel. But at least it features physical buttons for functions such as the phone, cruise control, and directional arrows for navigating menus. According to Ferrari of Atlanta, the new steering-wheel center is available only for the Purosangue and 12Cilindri. Both models are powered by the 6.5-liter F140 V12, with the Purosangue serving as the brand’s first-ever SUV. Replacing the entire steering wheel could require additional calibration and integration to ensure it doesn’t affect vehicle performance, making the physical button system the closest factory-backed solution for now. Ferrari Back to BasicsThe dealership also claimed in the comment section that Ferrari is still finalizing a physical-button system for the 296, SF90, and Roma Spider. Pricing hasn’t been disclosed, but for most owners, cost is unlikely to be a major concern – especially considering this is only a center module and not a full steering wheel swap. With owner feedback and the Amalfi bringing back physical buttons, Ferrari may limit the use of capacitive touch controls in its future models. One upcoming model, the all-electric Luce, is inspired by classic three-spoke steering wheels and features several retro-style physical buttons designed by former Apple head of design, Sir Jony Ive. View the 3 images of this gallery on the original article View the full article

Alfa Romeo's OddballWe all know that Alfa Romeo cars have a sporty zing to them. Whether it's with a small hatchback or a 505 hp hot sedan, you can always count on the Italian automaker to spice up your daily drive. Alfa's long history is awash in fun and zesty daily runabouts like the Alfasud, Spider, and Giulia, and occasionally dip into exotica with models such as the 8C Competizione and 33 Stradale. But Alfa also made a few utility vehicles back in the day, believe it or not. You'll have to look pretty far down in its history to find them, but it one built vans and military vehicles. Yes, you read that right. Alfa Romeo Meet the MattaA military vehicle is probably one of the last thing you'll think of when it comes to Alfa Romeo, and unless you're an Italian baby boomer, you might not have heard of the 1900 M. It was better known as its nickname, the Matta, and it was produced from 1951 to 1954 mainly for the Italian Ministry of Defense. The Matta was built at the request of the military, and Alfa Romeo had been tasked to do so. Like most off-road vehicles at the time, it was inspired by the Willys Jeep as there was pretty much nothing else to draw inspiration from in the '50s. But while it looks like a Willys with an Alfa shield, this was a home-grown product by the company. Remember, Alfa Romeo had yet to be absorbed by Fiat when it built the Matta. Alfa Romeo The SpecsThe numbers that the Matta pulls are grossly conservative by today's standards, but it did the job. Its engine was a 1.9-liter unit that mustered 64 hp and 90 lb-ft of torque, so it actually had more powered than the Willys MB despite the smaller displacement. The four-wheel drive system was of the part-time variety, and its rock crawling abilities were helped by a dual-range gearbox. Interestingly, the car had some characteristics one would find in more sporting Alfas. For starters, it had double wishbones for its front suspension, which is something you'd expect in a roadster and not a military vehicle. It even had a dry sump engine straight from motorsports. Alfa Romeo ProductionLess than 2,200 Mattas were built over three years, most of which went to the government of which 2,007 were made. There was a civilian version too, but those are rare as hen's teeth with just 154 built. The military versions were internally known as AR 51, while the civilian was called the AR 52. After 1954, the Italian Government went over to Fiat for its new fleet of off-road vehicles. Why, you ask? It's all about simplicity. The Alfa had pretty neat mechanicals built into it, but that worked against it in military applications. The Fiat Campagnola had a front live axle, a simpler engine, and even a diesel option. Alfa Romeo had no answer for it. Alfa Romeo wouldn't put four-wheel drive in a car again until the '80s with the 33 4x4. That's not a misnomer, mind you, as it had a selectable four-wheel drive system. After that, the company shifted simpler all-wheel drive systems. The 155 and 164 was that start of that, and continued by the 156, 159, and Brera. That brings us to the Q4 models of the Guilia, Stelvio, Tonale, and Junior of today. While those cars are far related to the Matta, Alfa Romeo's four-wheel drive and all-wheel drive journey is an interesting story nonetheless. Alfa Romeo Alfa Romeo View the 7 images of this gallery on the original article View the full article

Honda’s EV Reset Could Spell the End for the PrologueHonda just made a big change to its EV plans. With EV demand cooling and costs rising, the company confirmed it is canceling three all-electric models that were already far along in development: the Honda 0 Sedan, Honda 0 SUV, and Acura RSX. This move comes after the auto division posted an operating loss of over $1 billion from April to December 2025. Honda expects these cancellations to cost about $15.7 billion in its fiscal year ending March 2026. The company says launching those EVs now, with demand slowing, would have led to even bigger losses down the line. The impact could go further than just those three models. According to Automotive News and AutoForecast Solutions, the Honda Prologue may also be on its way out. Honda hasn’t mentioned the Prologue in its announcements about the EV pullback, and the company has maintained that it’s still in its lineup. Still, the forecast says the midsize electric crossover is not expected to receive a second generation. If that projection holds true, the current production run – scheduled to end later this year – could mark the nameplate's final chapter. Honda A Popular Start That Lost MomentumThe Prologue started strong in the US, with buyers jumping in early to take advantage of federal EV incentives. That gave the crossover a quick sales boost in 2025. But the momentum didn’t last long. Honda moved 39,194 Prologue units in the US in 2025, which looked strong for a new EV in a crowded segment. However, sales dropped off quickly once federal incentives were dropped in October and the early rush was over. The trend continued into 2026. In the first two months, Honda sold just 1,731 Prologues, down from 6,677 in the same period last year – a 74% drop. How the Prologue was built also matters. It uses GM’s Ultium EV platform and is assembled with GM vehicles, making it more of a joint project than a true Honda-only EV. Now that Honda is shifting its focus to hybrids and rethinking its EV spending, models built on outside platforms are likely to be the first on the chopping block. Honda Another EV Question Mark: Sony’s AfeelaThe Prologue is not the only Honda-related EV with an uncertain future; the Sony-Honda Afeela project is also in question. Developed by Sony Honda Mobility, the Afeela is a high-tech electric sedan with advanced software, entertainment features, and driver-assistance systems. It was expected to launch later this decade as a premium model for tech-focused buyers. So far, neither company has said how Honda’s EV changes might affect the Afeela. Sony says it has no updates on the program after Honda’s latest move. For now, the Afeela’s future is up in the air. Honda has not said if the sedan will move forward or be reviewed with its other EV projects. View the 4 images of this gallery on the original article View the full article

It's a Toyota lockout of the first two rows with Joe Gibbs Racing 1-2-3 in Las Vegas NASCAR Cup qualifying. Christopher Bell rocketed to the top of the charts and was the only driver to break into the 28-second bracket. Four of Bell's 15 career poles have happened in Vegas, with the other three taking place in 2022 (first career pole in the Cup Series), 2023, and 2024. "Our Interstate ...Keep readingView the full article

During pre-race inspection for the NASCAR Cup race at Las Vegas Motor Speedway, four different race teams failed twice ahead of practice and qualifying -- three Chevrolets and one Ford. As a result, they have all been issued the standard penalties for such failures, which includes the ejection of the car chief for the remainder of the race weekend. They are the #24 Hendrick Motorsports ...Keep readingView the full article

The Bigger Picture The Chief Design Officer for Stellantis, Ralph Gilles, shared a moment with Car Design News, sharing how automobiles are getting commoditized – think about how there is a section of the automotive industry that’s getting turned into appliances, or as he put it, “point A to point B.” As the head design honcho at Stellantis, he and his team deliver compelling work to brands like Alfa Romeo, Maserati, Jeep, and Dodge, among many others. Fourteen brands are under him, and I can only imagine how huge a task that is. Gilles is also responsible for the next-generation Ram 1500, which, unlike the Alfa Romeo and Maserati, is a mass-market nameplate. Maserati It’s Not Easy Designing an Affordable Product How do you make a product that is desirable and compelling while remaining within reach for most consumers? According to Gilles, it’s about “what is actually necessary.” While technology and safety features often come at a premium, ingrained design can still give a car mass appeal even if it isn’t rocking the latest or greatest. “An interpersonal relationship,” if you will, between the vehicle and its owner. Design plays a big part in establishing the human-machine connection. RAM About that Next-Generation Ram 1500… Americans love their full-sized trucks. The Ram 1500 is just one player in an arena filled with stiff competition. Now, about the current design trend of trucks. Big proportions, big grilles, all big everything. There’s something about these imposing fascias that just reels customers into dealerships. The Ram 1500 is yet another big-proportioned, big-grilled, and big-everything type of pickup truck in a sea of all-too-similar American counterparts, such as the F-150 and Silverado. Gilles said he felt the new GM trucks and even the Tesla Cybertrucks are “super exaggerated,” and he wondered, “Does everybody really like that?” It’s a good industry call-out. The status quo has been established, but is it really what people want, or is it because there is no choice in the realm of big American pickup trucks? Gilles stated that because of this, he implied that the next Ram 1500 will have “a different appeal. When you see it on the road, it’ll look much more futuristic.” Stellantis What Will the Next Ram 1500 Look Like? Not once did Gilles touch upon the Ram Revolution concept, but one can speculate that it could serve as the design launchpad for the next generation’s look. In fact, Gilles was also in charge during the concept’s design process and revealed it in 2024. Though any hope of that concept becoming a production-model Ram 1500 BEV has already worn thin. While we may never see a fully electric Ram 1500, the concept seems to fit the bill from a design standpoint. You can infer that Gilles wouldn’t want all his team’s hard work to go to waste, and I can say with certainty that the Ram Revolution Concept does indeed look “futuristic.” Because this will be a new design, the next-generation Ram 1500 team could move around a few design hardpoints to stay more true to the concept. Powertrain-wise, there is a low chance it could be a full EV because the Ram 1500 REV seems to be the play for the brand moving forward. Ram View the full article

On Saturday morning, the NASCAR O'Reilly Auto Parts Series cars were set to go out on track for practice at Las Vegas Motor Speedway. However, it was a safety truck driver that ended up stealing the show with quite the save. Exiting the infield access road to the frontstretch, the safety truck started to spin sideways, with the driver quickly trying to recover it. However, it overcorrected ...Keep readingView the full article

Corvette’s Hybrid Identity CrisisThe Chevrolet Corvette E-Ray sounds like a clever evolution of the long-running Stingray nameplate, marking the model’s first-ever hybrid powertrain. However, according to sources cited by GM Authority, Chevrolet may be considering a name change to Grand Sport X, as the current name may be hurting sales. The report stated that the letter ‘E’ in E-Ray may confuse buyers, as it suggests the model is fully electric. That misconception is considered a factor in the hybrid sports car's reportedly falling short of sales expectations, with the Grand Sport X name seen as a way to address it. The rumored new name isn’t just a random change; it also carries historical significance within the model’s lineage. Chevrolet A Familiar Name ReturnsIn previous generations, the Grand Sport moniker sat between the base Stingray and the track-focused Z06 trim. For the uninitiated, Chevrolet has not yet introduced a Grand Sport for the current C8 generation, which debuted in 2019, though reports suggest it could finally arrive sometime later this year. The “X” in Grand Sport X would also follow the naming pattern of its more extreme hybrid sibling, the ZR1X, although the brand has maintained that the letter does not stand for anything in particular. The regular C8 Corvette Grand Sport is expected to use a new 6.7-liter naturally aspirated small-block V8, likely designated LS6. Historically, Grand Sport trims feature a rear-wheel-drive (RWD) layout, which should help distinguish it from the E-Ray – or potentially the Grand Sport X – since the hybridized model uses an all-wheel-drive (AWD) system, a first for the Corvette nameplate. Chevrolet Will It Move the Needle?While it remains to be seen whether changing the name would make a difference sales-wise, Chevrolet offers the Corvette E-Ray with a starting price of $108,600, excluding destination fees. That pricing gives it the “value supercar” appeal, considering its European rivals – such as the Ferrari 296 GTB and McLaren Artura – come with far steeper price tags. Given that market demand hasn’t strongly favored expensive performance EVs — with Porsche even reportedly considering merging the Taycan and Panamera amid cooling interest in EVs — an all-electric Corvette isn’t expected anytime soon. For buyers who still want an electric vehicle under the Bowtie brand, however, Chevy offers options like the Equinox EV, which ranked as one of the best-selling EVs in the U.S. last year behind Tesla’s models. A more affordable option priced under $30,000 is also back on sale with the 2027 Bolt EV. Chevrolet View the 3 images of this gallery on the original article View the full article