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Honda engines have a reputation for smoothness and refinement. But these characteristics were never the goal; they are a natural byproduct of founder Soichiro Honda’s pursuit of engineering excellence. His philosophy revolved around improving and refining existing internal combustion technology to build better, more efficient motors that punched way above their size. Of course, for a motor to make big power from a relatively small displacement, it needs to spin extremely fast while still being reliable enough for real-world use. Honda engineers were hence pushed to come up with methods to minimize mechanical drag and friction, optimize heat dissipation, and machine components to exacting specifications — not for engines that ‘felt’ smooth, but to create engines with the precision and balance to spin at high speeds without shaking themselves apart. The push to create small, reliable, high-revving, power-dense engines led to various innovations in material science, metallurgy, and combustion chamber design. Honda engineers had to develop low-friction coatings for pistons, low-tension piston rings, and precise machining and surface finishing techniques to create perfectly balanced rotating and reciprocating assemblies that minimized vibrations, parasitic drag, and heat generation. Honda Setting New StandardsAll of this expertise came together brilliantly in 1999 with the launch of the S2000 roadster, powered by what many consider to be one of the best naturally-aspirated four-cylinder engines ever built — the legendary F20C that made 247 hp from its 2.0-liter displacement. In a time when a specific output of over 100 hp/liter was boastworthy, the F20C blew the competition out of the water with its 123.5 hp/l, proving to be more power dense than the naturally-aspirated V10 and V12 motors built by Lamborghini and Ferrari at the time. In fact, the F20C held the record for the highest specific output for a naturally-aspirated road car engine all the way till 2009, when it was finally surpassed by the Ferrari 458 Italia’s 4.5-liter V8. It is, however, believed that this record wouldn’t have stood for as long had Honda’s engineers been given a free hand with their next creation. Creating the K20A While the world celebrated and marvelled at what Honda had achieved with the F20C, the company’s engineers were directing their expertise towards developing yet another 2.0-liter, naturally-aspirated four-cylinder motor — the K20A. While the F20C was aimed at the higher end of the market and designed to be mounted longitudinally to drive the rear wheels of the flashy S2000 sportscar, the K20A was designed to be mounted transversely to power some of Honda’s more modest front-wheel-drive, mass-market offerings, replacing the ageing B series engines. Of course, product positioning didn’t matter to the engineers who, being Honda engineers, did what they do best and built an extremely robust and compact naturally-aspirated four-cylinder engine. The K20A came together with a lightweight yet rigid aluminum block, cast-iron cylinder liners, a forged steel crankshaft, aluminum pistons and head, and a chain-driven, VTEC-equipped DOHC valve train. The engine was built with Honda’s usual attention to detail, and incorporated measures to keep friction and vibrations to a minimum, such as carefully-finished and smoothened bearing journals, lightweight connecting rods, precisely-machined components, and a combustion chamber designed to maximize combustion efficiency. Built to these exacting standards, and following Honda’s established philosophy of attaining a high specific output through high-rpm engineering, this extremely well-balanced engine could rev very high without breaking a sweat, and was sure to be extremely power dense. The engineers had done their job very well — too well, it would seem, if the legends surrounding the K20A prototype’s dyno tests are to be believed. Too Much Power!Of course, there isn’t any official information available about Honda’s in-house tests of pre-production engines, as these are usually shrouded in secrecy. However, rumors abound that the K20A prototype exceeded all expectations at its first shakedown. When the engine was bolted to a dyno to demonstrate its capabilities for Honda’s top brass, so the story goes, the results left everyone in the room speechless. The engineers had put all their expertise into developing this engine, optimizing breathing, combustion, and volumetric efficiency, and created a motor destined for simple commuter cars that threatened to outperform their performance cars. The prototype engine is said to have revved effortlessly to 9,000 rpm, and made somewhere between 260 and 280 horsepower, for an unbelievable specific output of between 130 and 140 hp/l. That’s more than the S2000’s F20C that set the standard just two years earlier, and way more than V6 under the hood of Honda’s Acura NSX halo supercar. Strategic SuffocationThe senior officials present immediately knew that releasing the engine as it was would severely affect the sales of their more premium, sporty offerings, while owners of these more expensive cars surely wouldn’t be happy at the thought of being shown up by a humble Civic. To save face and maintain product positioning, the decision was taken to dial the K20A motor back to more sedate power levels. It was too late into development to make any major changes to the engine’s basic architecture or internals. Instead, measures to reduce peak output included lowering the redline, remapping the ECU, and incorporating ‘strategic suffocation’ through the use of restrictive intake and exhaust plumbing, smaller than optimal throttle bodies, and milder camshafts than originally intended. Of course, Honda claims that these measures were taken in accordance with the sound and emission regulations of the time. When it finally hit production, under the hood of various small and medium-sized front-wheel-drive cars, the K20A made between 200 and 220 horsepower, depending on its state of tune. Honda Unleashing Its Full Potential It didn’t take very long for tuners and engine builders to notice that the K20A engine was highly overbuilt and also extremely understressed, making it the perfect candidate for bolt-on mods. Simply installing freer flowing intake and exhaust plumbing and tuning the ECU to match could effortlessly net 20 to 30 extra horsepower, and there was a whole lot of power still on the table. This could be accessed by upgrading the stock 62-mm throttle bodies to more appropriate 70-mm aftermarket units, installing more aggressive cams, larger injectors, and stiffer valve springs, and machining the ports in the head for better flow. The result? A free-breathing K20A engine that effortlessly revs up to 9,000 rpm and makes 270 to 300 horsepower on the stock bottom end, all while retaining Honda’s legendary smoothness and reliability. With its solid reputation and growing popularity among the tuner crowd during the mid 2000s, the K20A became an extremely popular and desirable engine swap, with a thriving aftermarket scene growing around it. The more tuners got to know it, and the further they pushed it, the more the performance headroom built into the motor became apparent. Want to add a turbo? The resilient cast aluminum block could take it, with turbo builds pushing over 500 horsepower with forged internals. Prefer a high-revving NA build? The molybdenum-coated pistons, carefully milled bearing journals, and precise tolerances could handle sustained high-rpm operation without issue. While Honda was content to let the K20A fly under the radar, it was the enthusiast and tuning culture of the time that revealed the engineering masterpiece that they had created. K20A LegacyWhether or not the dyno room legends are true, the K20A’s aftermarket life proved how much untapped potential was engineered into it. While this potential may have been strategically restrained by the company, it was let loose in garages and tuning shops around the world. During its time in the sun, the K20A cemented itself as one of Honda’s most popular modern engines and serves as a reminder that great engineering can outshine the most careful corporate positioning. View the full article

The Swap EconomyThe U.S. continues to trail China in certain EV technologies, and a new benchmark from Chinese EV maker Nio underscores that gap. China's Autohome said that on February 15, Nio logged a record 146,649 battery swaps in a single day, the most the company has ever processed. For the uninitiated, a battery swap station allows EVs to pull in and have their depleted batteries replaced with fully charged ones. This allows owners to skip the extended wait typically associated with conventional station charging. According to Nio, the swap process takes about three minutes – roughly 15 to 25 minutes quicker than fast-charging a Tesla Model 3 from around 10 to 80 percent under optimal conditions. Nio The 100 Million MarkThe report noted that Nio surpassed 100 million cumulative battery swaps earlier this month, suggesting the system may be a sustainable solution to EV charging challenges. Swapped-out batteries undergo inspection, and if no defects are detected, they are recharged and returned to service. As of this writing, Nio operates more than 8,600 charging and battery-swapping stations across China. Nio also produces EV models, from crossovers to sedans such as the ET9. The EV maker also produced a limited, track-only electric sports car called the EP9, which uses a quad-motor setup capable of generating 1,341 horsepower. The EP9 also registered a 6:45.90-second lap time at the Nürburgring, about in the same territory as supercars like the Lamborghini Aventador SVJ. The Plug-In ApproachIn the U.S., efforts to expand EV infrastructure are focused primarily on building more fast-charging stations. Companies like Electrify America, ChargePoint, and EVgo continue to grow their networks nationwide – a key step in addressing so-called range anxiety and giving interstate travelers greater confidence in choosing an all-electric vehicle. EV battery swap stations in the U.S. remain largely limited to startup projects, unlike the expansive network Nio has built in China. Tesla experimented with a small battery-swap pilot program, but later abandoned the effort to focus on expanding its Supercharger network. San Francisco-based Ample Inc. also sought to champion the technology, but filed for bankruptcy in December 2025. Nio’s 100 million swap milestone shows the model can work at scale. Limited adoption elsewhere appears driven by policy, market structure, and economic factors rather than purely technical barriers. Tesla View the 3 images of this gallery on the original article View the full article

Ahead of its full reveal later this year, Ferrari's first all-electric vehicle, the Luce EV, has been spied in northern Sweden, and although this prototype remains heavily camouflaged, the latest spy shots reveal a new detail: exterior door handles sited near the B-pillar. This indicates that the Luce will have rear-hinged rear doors like the Purosangue SUV, making it easier to enter and exit the vehicle with grace. Also like the Purosangue, it appears that the headlights will be separated from the daytime running lights, with a separate cluster in the lower half of the front fascia. Unfortunately, Ferrari is so determined to hide the EV's true design that plenty of false bodywork remains tacked onto the development mule, disguising its true proportions and shape, but we still know a lot about Ferrari's debut in the EV space. Luce Will Be Shorter Than Purosangue and Much More Powerful SH Proshots/Autoblog View the 4 images of this gallery on the original article Some of the technical specs of the Luce EV have been revealed, including the length of the wheelbase: 116.5 inches. That's 2.3 inches shorter than the Purosangue's wheelbase, but still enough for a four-seat layout. Don't expect loads of space in the second row, though — the short wheelbase is partly because some of the battery cells will sit under the rear seats. Ferrari has confirmed a curb weight of 5,070 pounds, which is only around 170 lbs more than the Purosangue, despite a 122 kWh battery pack. 880-volt technology, 350 kW fast charging, and a range of roughly 330 miles are also confirmed, though the latter figure will fall if full power is deployed. Related: Spied: Hardcore Ferrari 296 Challenge Stradale Could Drop Hybrid Power Ferrari says the powertrain will have four internally developed permanent magnet synchronous motors with Hallbach array rotors, with the front pair producing a combined 282 horsepower and the rear two making a combined 831 hp. Maranello has quoted the Luce's torque figure as a multiplied figure at the wheels, just as GM did with the Hummer EV, claiming a ludicrous 2,582 lb-ft on the front axle and an obscene 5,900 lb-ft on the rear. Ferrari has also revealed a 0-62 mph time of 2.5 seconds and a top speed of 192 mph. Ferrari Luce EV Will Be a Technological Tour de Force SH Proshots/Autoblog View the 4 images of this gallery on the original article Ferrari says its first Elettrica has the highest energy density of any production EV in the world, with its 195 Wh/kg handily beating the Rimac Nevera's 170 Wh/kg, and the Italian automaker says the battery is designed to be removable and repairable, so even in decades from now, it will be serviceable and potentially upgradeable. As in the Purosangue and the F80 hypercar, the Luce will boast a 48-volt active suspension system for independent control of each wheel. The front axle can also be disconnected, allowing one to slide the Luce and perform smoky burnouts with ease. With the EV confirmed as one of five vehicles Ferrari will reveal this year, it won't be long before we get the full picture, but with a price well north of $500,000 and a relatively low production run, not everyone will experience it. View the full article

With the average new car now costing more than $50,000, American car buyers are recalibrating their buying habits. Buyers who would’ve once picked mid-range and premium trims are now choosing base models, according to a Reuters report. It’s a trend that’s reversing a long-held industry push toward higher-margin variants. Manufacturers had intensified their premiumization strategy, especially post-pandemic, by bundling additional features, limiting low-cost inventory, and encouraging customers to select higher priced trim levels. Dealers were able to carry out this strategy because customers had limited options due to shortages and were willing to accept whatever was available at the time. However, as interest rates increased and household budgets became tighter, the economics no longer support this approach. There’s a clear decline in the demographic that can afford new cars and it’s only getting worse. Worryingly, a $500 a month payment used to be able to get you into a Toyota Highlander, today it’ll barely get you into a Corolla. Toyota When $50,000 Became the New Normal The United States' automobile market had reached both psychological and economic thresholds by the end of 2025. The average price at which Americans bought their new cars was above $50,000 for the first time in history. According to Kelley Blue Book data, the national average for what US consumers pay for a brand-new automobile by the end of 2025 was $50,326. That number has increased about $11,000 since before the pandemic. More than 20 percent of all new car buyers in 2025 agreed to a loan payment greater than $1,000 per month. Ford The Mid-Trim Era Is Losing GroundThe middle-of-the-pack models — the XLE's, XSE's and Limited's — used to be the most profitable, offering more features than base models with less expense than top-end models. These models have been the foundation for much of the profit in the automotive industry. However, these are now at risk. The mid-range models have experienced some of the largest price increases over the past few years, while the high-end models are making up a greater percentage of all inventory sold. This trend is beginning to reverse itself. In January 2026, Ford announced that deliveries of the base version of its compact Maverick pickup increased by 33.5 percent compared to the same time period last year. Similarly, Honda reports it will move back to selling more of its lower-end vehicles. Toyota Automakers Are Feeling the ShiftThe recalibration is visible at scale. Sales of the top-selling models such as Corolla and Camry increased during the first quarter of 2026; however, sales declined for the premium model, Lexus. Toyota has already taken steps to reduce their number of available options. In 2025, Toyota reduced the number of available trims on the Camry to four, beginning at $29,495 for the base trim (LE). Similarly, Ford has been realigning their trim strategies among multiple models to provide clearer, sequential pricing increases, along with fewer options. Ford Automakers have been training buyers to spend more money on vehicles by pushing buyers to higher-priced trims of the same model for years. However, this strategy was successful until it wasn't. The $50,000 average purchase price of new vehicles could be an indicator of how much buyers are willing to pay, rather than a barrier. Consumers continue to shop, but they have concluded that many of the additional features offered on higher priced trims do not warrant the cost of those higher priced trims. If the 2010s were the premiumization era, we may very well be at the start of the base-spec decade. View the full article

The IS Lives On, but Maybe Not for LongThe Lexus IS has survived more than a few predictions of its demise, but it’s still here. For 2026, Lexus gave it a real update instead of letting the nameplate quietly disappear. The changes are mostly visual – a tweaked spindle grille and a tidier front end. Underneath, it’s business as usual, with the same 3.5-liter V6 putting out 311 horsepower. At first glance, the facelift signals that Lexus is in it for the long haul. But recent reports from Japan point the other way. The refreshed IS might only stick around for a year or so before a completely new model arrives. The real curveball: the next IS could drop combustion engines altogether and go fully electric. Lexus What the Japanese Report Claims (Take It Lightly)According to Japanese publication Best Car – and as always, this kind of early reporting should be taken with a grain of salt – the next Lexus IS is being developed as a BEV-only sedan aimed at pushing Lexus into a more futuristic space. According to the report, the new IS will borrow design cues from the LF-ZC concept, just like the ES, moving toward a sleeker, futuristic profile. The dimensions – claimed to be 188.6 inches long, 74 inches wide, and 54.9 inches tall – keep it in true sports sedan territory, but with a lower, sharper stance. The report also added that the next IS will have a single-motor, rear-drive base model and a dual-motor, all-wheel-drive flagship with about 500 horsepower. The boldest claim is a 620-mile range target on a single charge. If Lexus pulls that off, it would put the IS at the front of the EV pack. The report also points to next-gen Lexus tech: Gigacast manufacturing, over-the-air updates via Arene OS, and DIRECT4 all-wheel-drive control. Launch is said to be happening as early as next year. Lexus Risky Identity ShiftMaking the IS a full EV would be a big shift, but it makes sense given where the market is headed. The IS has always been the driver’s Lexus – a compact, rear-drive sedan that sticks closer to classic sports sedan values than the softer ES. Removing the combustion engine could change how loyal fans view the car. Still, it wouldn’t be out of character. Lexus is pushing hard into electrification, and the ES already offers both hybrid and battery-electric versions. That kind of flexibility makes an all-electric IS easier to picture, even if it’s a break from tradition. The best-case scenario? Offer both. Let the EV version lead on tech, but keep a combustion or hybrid option for drivers who want that classic sports sedan experience. The ES shows Lexus can handle more than one powertrain, so there’s reason to hope the IS could follow suit. For now, this remains rumor territory. But if the report is even partly accurate, the IS might be on the verge of its biggest identity shift yet. Toyota View the 5 images of this gallery on the original article View the full article

Robotaxi Reality CheckA report from Electrek states that Tesla has logged five additional crashes involving its robotaxi fleet, bringing the total to 14 since the service launched in June 2025. Adding to the controversy, Tesla redacts its narratives as “confidential business information,” while some rivals, such as Waymo and Zoox, often provide more detail in National Highway Traffic Safety Administration (NHTSA) filings. However, the filings outlined how the incidents happened from December 2025 to January 2026. They include a collision with a fixed object at 17 mph while the vehicle was traveling straight, a crash involving a bus while the Tesla was stationary, and a low-speed impact with a heavy truck at four mph. Two additional incidents occurred while the vehicle was reversing – one of which backed into a pole or tree at 1 mph, and another where it struck a fixed object at 2 mph. Getty The Self-Driving DilemmaAccording to the publication, the robotaxi fleet has likely logged around 800,000 miles. With 14 reported crashes, that equates to roughly one crash every 57,000 miles. That figure is about four times worse than Tesla’s Vehicle Safety Report, which states that the average American driver experiences a minor collision every 229,000 miles and a major collision every 699,000 miles. Notably, Tesla’s robotaxi EVs still have a human safety driver on board, suggesting that at least some of these accidents may have been avoidable. For a company staking much of its future on robotaxis, those figures could prove damaging. Tesla’s limited disclosure of incident details may also raise concerns about transparency among prospective passengers. The company recently revised a July 2025 crash report to indicate that the incident involved a hospitalization, after initially classifying it as “property damage only.” agirlsguidetocars Betting Big on AutonomyTesla is discontinuing the Model S and Model X to shift its focus to autonomous solutions, including the Optimus humanoid robot and upcoming two-seat robotaxi, the Cybercab. With just two seats, the vehicle is expected to cost less to build, potentially allowing Tesla to scale production more aggressively. A two-seat configuration also reduces excess weight compared to larger vehicles – such as the Jaguar I-Pace used in Waymo’s fleet – making it more energy-efficient and cheaper to operate. The Tesla Model Y is available for those who may need additional interior space. Hopefully, the EV maker can reduce its crash rate, especially with the Cybercab expected to enter production as early as April 2026, though the first unit recently rolled off the line at Gigafactory Texas. Getty View the 2 images of this gallery on the original article View the full article

As much as it would seem like a bad time to be an electric-only carmaker right now, Polestar is proof that it’s not all bad news for the EV industry. The Swedish brand sold just over 60,000 cars globally in 2025 – a modest number in the wider industry but the most successful year for the young company since it was spun off from Volvo’s racing team and performance badge into its own brand in 2017. Off the back of that momentum, Polestar’s not slowing down any time soon, announcing that four new or updated models will arrive on the market during the next three years, including one that looks like it might answer the cries of a certain portion of the car-buying public. The EV Wagon We’ve Been Waiting For? Polestar The first of the new models, we already know all about. It’s the Polestar 5, the high-performance four-door GT unveiled in 2025 to take on the likes of the Porsche Taycan and Audi E-Tron GT. With up to 871 HP in Performance guise, it’s set to be the fastest car yet built by the brand, and the sportiest since the original Polestar 1, an ultra-limited run plug-in hybrid coupe. Deliveries are set to begin this summer. An arguably more intriguing addition to the Polestar range, though, is getting unveiled at some point in 2026 ahead of deliveries beginning in the fourth quarter of the year. Set to be an additional version of the existing high-riding Polestar 4 fastback, CEO Michael Lohscheller hints at what to expect: “Sweden is famous for its estate cars, and its SUVs are world-class. We are combining the space of an estate and the versatility of an SUV with the dynamic performance that is Polestar.” That all but confirms a lifted station wagon version of the 4, in the vein of the old Volvo XC70, and with Volvo itself still on the fence about whether to build an electric wagon, this could be the suave Swedish longroof EV fans have been crying out for. It’s teased in the accompanying image, and appears to show that – sensibly for a wagon body – it’ll ditch the existing 4’s controversial windowless rear end design for a conventional rear windshield. A Second-Gen 2 and a Baby SUV Polestar Looking further ahead, a second generation of Polestar’s first mass-produced model, the 2, will arrive in early 2027, around seven years after the first-gen went into production. Under Polestar’s somewhat unusual naming strategy, it’ll retain the 2 name despite being an all-new model, and while other details are scarce, the blurry teaser image shows that it’ll move away from the current model’s Volvo-ish styling and adopt the more Polestar-specific look already found on most of the brand’s newer cars. Finally, come 2028, Polestar will expand its range once more with the 7. Again, little is known about it for now, but Polestar calls it a “compact, premium SUV,” so expect it to slot below the larger 3 in the brand’s range. And no, we don’t blame you if you’re struggling to keep track of these names. Sports Car Late, But Still Coming Polestar You may have noticed that, despite Polestar’s system of naming cars in order of their release, its planned all-new models jump straight from the 5 to the 7. That’s because the planned Polestar 6 – a range-topping two-door sports car previewed by 2022’s Polestar O2 concept, and then the more aggressive BST concept in 2024 – has been pushed back while the brand focuses on higher-volume vehicles like the 7 and new 2. This was confirmed by Lohscheller in an interview with Autocar last year, but the brand still plans to eventually build it as a flagship sitting on the same performance-focused bones as the new 5, so it’s something to look forward to once all the other new models outlined above are on the market. View the full article

Grand Cherokee V8 Comeback Teased by Lead EngineerJoe Aljajawi, lead engineer for the WL-generation Jeep Grand Cherokee, has hinted that the Hemi V8 may not be gone for good. In an interview with The Drive, Aljajawi stopped short of confirming a return but delivered a clear message to loyalists. “I would say for the Grand Cherokee customers that we are listening to you, and then stay tuned for more,” he said. For a brand that officially pulled the plug on the V8 just two years ago, that phrasing matters. The refreshed 2026 Grand Cherokee was revealed a few months ago with a revised powertrain lineup, yet there is still no V8 option. Buyers must choose between the familiar 3.6-liter Pentastar V6 and a new turbocharged four-cylinder from the Hurricane family. Neither configuration matches the old 5.7-liter Hemi’s 7,200-pound tow rating. For customers who used the SUV as a legitimate tow vehicle, that absence remains a sore spot. View the 3 images of this gallery on the original article The Hemi’s Disappearance — And Its Sudden MomentumBack in 2023, Stellantis removed the 5.7-liter Hemi from the Grand Cherokee. The three-row Grand Cherokee L briefly retained the V8, but that option disappeared in 2024. The decision aligned with tightening emissions standards and a broader pivot toward electrification. Still, it left a capability gap in the lineup and frustrated a loyal customer base that valued towing performance and V8 character. Yet even as the Grand Cherokee lost its Hemi, signals emerged that the corporation was not finished with eight cylinders. Jeep expanded Hemi availability in other SUVs. The Ram 1500 saw a surge in orders when the V8 returned to the order sheet. There is also mounting hype surrounding a potential V8 revival for the Dodge Charger. The narrative has shifted from managed decline to selective resurgence. Kristen Brown View the 2 images of this gallery on the original article Stellantis Reconsiders Strategy as V8 Demand SurgesThe backdrop to all of this is financial pressure. Stellantis absorbed a reported $2.6 billion hit in 2025, prompting leadership to reassess product strategy. The recalibration centers on giving core buyers what they actually want rather than forcing a rapid transition away from legacy powertrains. Enthusiast demand has proven more resilient than some forecasts suggested. Trucks and SUVs with V8 options continue to command attention and margin. Adding weight to the speculation, the company has reportedly targeted production of more than 100,000 Hemi V8 engines this year, a volume that suggests more than a symbolic revival. If manufacturing capacity is being restored and demand remains measurable, it is not difficult to envision the Grand Cherokee rejoining the fold, especially since the WL platform previously supported the 5.7-liter Hemi with upgraded brakes and cooling hardware, meaning the engineering pathway already exists. Aljajawi’s “stay tuned” comment does not guarantee a return, but it signals openness, and with Stellantis appearing to listen more closely to its base as boat season approaches and V8 enthusiasm remains strong, a Hemi-powered Grand Cherokee no longer feels far-fetched. Stellantis View the full article

With shifting legislation and a market that may not yet be ready to embrace electric sports cars, Porsche has reportedly been reevaluating the introduction of the electric 718 Cayman and Boxster, and that has cast doubt over the future of the production-bound Audi Concept C. Set to be a spiritual successor to the iconic TT, the new Audi electric sports car is expected to share technical details with the 718 EV, but an Audi spokesperson confirmed earlier this month that the project is alive and well, and now the company's CEO, Gernot Döllner, has told employees in an internal letter that Porsche won't leave Audi in the lurch as it prepares for a 2027 launch. Audi Boss Says Porsche's Support Is "Not In Question" Audi Döllner was unequivocal in his statement, writing, "The delivery of the platform by Porsche is not in question," adding that the project is "proceeding in good collaboration between Team Porsche and Team Audi." It seems, then, that Audi employees have been asking questions after those reports of the 718's potential cancellation, and this letter serves to reassure them that the project will remain on track. The news was first reported by German outlet Donaukurier, according to Autocar, which says Audi's new EV is internally known as the C-Sport. The British publication reports that the sports car, based on a heavily modified Premium Platform Electric architecture, measures 171.2 inches in length, and its battery is not floor-mounted, like most contemporary EVs. Related: 2027 Audi RS5 Will Look Stunning As Wagon or Sedan Instead, the pack from which the powertrain draws its power sits behind the occupants, which belies its Porsche roots. The electric sports car architecture was designed to feel mid-engined in an effort to preserve the 718's handling balance, and that will remain as Audi adapts the setup for the C-Sport. Audi Concept C Influence Will Be Felt Across the Lineup Audi Audi's new design boss, Massimo Frascella, was responsible for the design of the Concept C, and although its proportions preview a sports car, its aesthetics will eventually find their way to every other sort of Audi. Not only will the Concept C's unique styling influence future Audi models, but its minimalist approach to interior technology will also bleed into the rest of the lineup. At the beginning of the year, Frascella told Top Gear that Audi wants to return to understated cabins with tactile controls, and that means less reliance on big screens. We'll have to wait a little while before we see these changes, but with the C-Sport expected to arrive next year, teaser images and other information will start to dribble out of Ingolstadt before long. View the full article

Another Bump in the RoadIt seems like Scout Motors can’t catch a break. German newspaper Der Spiegel reports that the brand’s launch has been pushed back by another year. As such, Scout – Volkswagen’s revived American off-road brand – is now expected to begin production in 2028, reportedly due to technical hurdles and financial challenges. The delay follows earlier reports that Scout’s South Carolina assembly plant has gone over budget. The project was initially estimated at around $2 billion, but costs have reportedly climbed by roughly $1 billion. Part of that increase includes developing a supplier park, which alone is estimated to cost about $300 million. The facility has been considered a potential U.S. production base for Audi vehicles, though no official plans have been confirmed. Scout Motors Trouble Before TakeoffScout is also facing legal challenges related to its direct-to-consumer sales model. While some EV brands such as Tesla have been allowed to bypass traditional franchised dealerships in certain states, Scout’s decision to offer range-extender electric vehicles (EREVs) – rather than sticking to a strictly EV-only lineup – has complicated matters. Dealer groups argue that, as a Volkswagen-backed brand, Scout cannot legally bypass franchise laws that prohibit manufacturers from competing directly with their own dealers. In short, even before delivering a single vehicle, Scout Motors is already facing significant financial, operational, and legal headwinds. EREVs operate similarly to EVs, with electric motors as the sole source of propulsion. However, they still use a combustion engine – serving only as a generator to recharge the battery rather than directly driving the wheels. This setup is considered a viable solution to range anxiety, as EREV owners can refuel at a traditional gas station when the battery runs low. Scout The Products at StakeSo far, Scout has unveiled two models: the Traveler and the Terra. The Traveler is an SUV built on a body-on-frame chassis, positioning it to compete with models like the Jeep Recon and the Rivian R1S. Meanwhile, the Terra serves as the Traveler’s pickup truck counterpart, aiming to capture a share of the massive U.S. pickup market. However, based on the latest report, the models could be pushed into the 2029 model year, depending on timing. If pricing remains unchanged, the Traveler and Terra are still expected to start at around $60,000. Scout Motors View the 3 images of this gallery on the original article View the full article

A Dying Lexus Coupe LineupLexus coupes have been quietly stepping back for some time. The RC and RC F wrapped up production in late 2025, and the LC 500 is set to finish after the 2026 model year, with production likely ending by August 2026. That shift leaves Lexus looking like an SUV brand at first glance. Grand tourers were always a niche, and the LC’s sales numbers showed it. The LC was more of a statement piece than a volume seller, an elegant V8 flagship that stuck around while the rest of the lineup moved toward hybrids and EVs. So it’s a bit of a surprise to hear new reports from Japan hinting that the LC name might not be gone for long. The word is that Lexus is working on a single coupe to take over for both the RC and LC. Instead of two separate two-doors, there could be one flagship coupe covering the whole segment. Lexus What Has Been Reported in JapanJapanese outletBest Car reports that Lexus is planning a new coupe for 2027, possibly built on the next-generation GR Supra platform. The idea is to mix the LC’s size and presence with the RC’s practicality, ending up with a bigger 2+2 grand tourer instead of a lightweight sports car. Early estimates put the size close to the current LC, at about 189 inches long and 74.8 inches wide. That points to a premium GT focus. Under the hood, the talk is about a 3.5-liter V6 hybrid, with a full electric version possibly coming later as Lexus pushes further into electrification. If the price estimates are accurate, it would start at around 15 million yen (about $97,000 at current exchange rates), about where the LC is now, but far from the RC. It’s interesting how Lexus will incorporate the RC’s zippiness into the supposed upcoming grand tourer. Of course, none of this is official yet, and reports like these are best seen as informed speculation. Still, the direction aligns with what Lexus has been doing lately: fewer niche models and a greater focus on consolidated products. Lexus via Car and Driver Losing the V8 Stings, But It’s Not All BadThere’s no getting around it: if the V8 doesn’t come back, the LC’s character changes. The 5.0-liter naturally aspirated engine was rare in today’s luxury cars and was really the heart of the experience. That said, a V6 hybrid is probably the realistic middle ground. It keeps combustion alive, adds usable torque, and prevents the car from becoming a full EV too soon. For enthusiasts who still want sound and character, that compromise feels easier to accept than going fully electric overnight. This approach also fits with where Lexus is headed. The brand is already working on a fully electric halo model, previewed by the all-electric LFA Concept shown with Toyota’s latest performance cars. A hybrid LC-style coupe could slot just below that flagship, bridging the gap between the old Lexus and what’s next. So while the V8 era might be winding down, the Lexus grand tourer isn’t gone just yet. It will just have a new sound. Lexus View the 4 images of this gallery on the original article View the full article

Standing OutAutomotive design is one of the most important aspects of the whole industry. We've seen brands take their model aesthetics seriously and employ terms for each design language, ensuring each car stands out. Hyundai's Ioniq EV line stands as a testament to that. Since its debut, this pure EV model range has seen car after car nominated or awarded for its looks. Each model served a distinct design language that set it apart from the competition. Surprisingly, it seems that the brand wants to change things up. Hyundai All In The FamilyHyundai's Europe CEO, Xavier Martinet, in a recent interview with Autocar, said the brand aims to make the lineup look more cohesive without sacrificing the iconic, distinctive looks each model is known for. He used the Concept Three show car as an example, noting that when it was revealed, people were pleased that the design wasn't just another SUV. He points out that Hyundai very much follows the idea of creating designs no one else has in the market. Speaking about the new direction, he acknowledged that while each car stood out, there was little consistency across designs, noting that the only true connection was through the brand's pixel-style lighting and other subtle cues. To counter this, Hyundai plans to streamline the design to benefit the entire range, aligning each car more closely with each new model. He was keen to point out that while this will be the next step in design, they will work hard to ensure they don't just copy each model and avoid being a "photocopyier machine." Hyundai Sticking To The CoreAs a brand, Hyundai will continue to stand by head designer Sang Yup Lee's "Chess Piece" philosophy, which holds that each car has its own distinct character and should also "have a sense of family that shows they belong to something." We can likely see where the next design is headed in the soon-to-be-launched Ioniq 3. Everything is still abstract; no truly new Hyundai design language has broken cover yet. However, it's highly likely that a revamp is on the way. We just hope they haven't overcomplicated the thought process, because as it stands, the Hyundai range as a whole represents some of the best-designed cars on the market. View the full article

BMW is facing a class action lawsuit for faulty oil filter housings that leak coolant, resulting in owners having to spend thousands of dollars in repairs and replacements. The lawsuit, filed in New Jersey, involves three BMW engines: B46, B48, and B58. The first two are turbocharged four-cylinder engines, while the B58 is BMW’s highly regarded turbo six-cylinder mill. At a time when BMW has improved significantly in reliability ratings, this lawsuit is a reminder that some older models still require careful care and often expensive maintenance. Oil Filter Housing Fails Prematurely C According to the plaintiffs, the oil filter housing should last at least 150,000 miles, but the part has needed replacement after 60,000 miles in some cases. Depending on the model, owners have had to pay up to $4,000 for a replacement. “The oil filter housing internal wall structures separating the oil and coolant passages fail and/or warp and/or gaskets sealing the various oil and water passages fail,” said the lawsuit. “This occurrence causes the loss of engine coolant that either leaks into the oil sump or drains externally that can result in engine overheating and/or failure.” Cars & Bids The plaintiffs claim BMW changed from cast aluminum engine oil filter housings to cheaper polycarbonate housings in 2011. The automaker is aware of the issue, as communication was sent to dealers late last year informing them of the nature of the issue. Besides select BMW models, some Minis are also named in the lawsuit. Here’s the complete list: 2014-2021 BMW 1 Series2014-2021 BMW 2 Series2014-2021 BMW 3 Series2014-2021 BMW 4 Series2014-2021 BMW 5 Series2014-2021 BMW X1, X2, X3, X42014-2021 Mini Cooper2014-2021 Mini Cooper Clubman2014-2021 Mini Cooper CountrymanOne BMW owner not involved in this lawsuit started a petition for BMW to recall vehicles affected by the oil filter housings, which has received almost 600 signatures so far. According to the owner, Eric Coleman, he has spent over $6,000 on the issue for two different BMWs from the 2020 model year. Coleman also pointed out that the problem occurs at around 60,000 miles, not long after BMW’s warranty would have expired. Related: A Blown BMW B48 Engine Shows What Happens When You Don’t Check Your Oil What It Means C BMW faced many engine reliability issues in the 2000s when it began switching to turbocharged models. Cooling system failures, VANOS variable valve timing actuator issues, and chronic oil leaks were common. The number of horror stories surrounding engines like the N63 V8 are well documented, too. But over the last few years, the brand has worked through many of these issues and gradually moved up the reliability rankings. The six-cylinder B58 has a particularly strong reputation, which makes the latest lawsuit all the more disappointing. It’s a reminder of the fragility of previous-generation BMWs, where the cars are often only good for 50,000 or so miles before expensive repairs become common. The full extent of the oil filter housing issue isn’t clear yet, but if you’re buying a used BMW with one of these three engines, you should proceed with caution. If the oil filter housing has been done already, you can save yourself thousands. View the full article

There have been 206 different winners in the history of NASCAR's top division, dating back to 1949. Richard Petty holds the record for most wins in Cup Series history at 200, while Kyle Busch leads active drivers at 63. The 206th different driver joined this list early in 2025 when Josh Berry drove the Wood Brothers to Victory Lane at Las Vegas Motor Speedway, which means that the last five ...Keep readingView the full article

Chevrolet is responsible for some of the most sought-after classic vehicles ever made. While icons like the Corvette and Camaro remain the fan favorite, there’s still a strong cult following behind vintage Chevy pickups, especially the C10. Even as old cars from the 1960s and 1970s aren’t as popular as they once were and newer collector interest shifts toward 1990s and 2000s models, there’s still a strong market for well-executed classics and restomods. This heavily reworked 1967 C10, listed by Gear Head Classics, proves it. The short-bed restomod is currently listed at $56,999 and shows under 6,000 miles on its freshly built drivetrain, and hits the sweet spot between retro truck styling and modern performance. Classic Looks, Modern Muscle Underneath Gear Head Classics Gear Head Classics Gear Head Classics Gear Head Classics From the factory, the 1967 C10 topped out at around 220 hp, a far cry from what lives under this hood today. The original powertrain has been replaced by a 416 cubic-inch (6.8-liter) LS3 V8, the same engine found in the C6 Corvette. But that's not all. This C10's LS3 has two turbochargers attached to it, and thanks to its forged internals, is capable of supporting up to 1,200 horsepower. Cooling and fueling upgrades throughout ensure the engine can handle serious abuse without breaking a sweat. That power is sent through a built 4L80E 4-speed automatic transmission with a high-stall converter, backed by a fortified rear end with performance gearing and heavy-duty axles. In other words, this vintage pickup has been transformed from a runaround workhorse to a street-legal drag weapon. Clean Exterior With Purposeful, Modern Touches Gear Head Classics Gear Head Classics Gear Head Classics Gear Head Classics Visually, the C10 sits low and leans heavily into a stealthy, modernized aesthetic. Its rich black paint and massive five-spoke chrome wheels with matching chrome accents give it a classic, yet fresh look, while its LED lighting gives it a tasteful modern touch. All in all, it pulls off a sleek, contemporary look without losing its classic charm. Underneath, a full upgraded suspension setup, rear C-notch, power steering, and four-wheel disc brakes dramatically improve the driving experience. It also sports a 3-inch stainless steel exhaust system, 17-gallon fuel tank, refreshed bed liner, and a hidden fuel filler that's hidden behind the marker light near the rear fender. A Bold Cabin That Bridges Old and New Gear Head Classics Gear Head Classics Gear Head Classics Gear Head Classics Inside, the red custom interior provides a striking contrast to the neutral exterior. Modern digital gauges sit ahead of the driver, while a full aftermarket wiring system supports upgraded electronics. One of our favorite parts is the vintage-style radio that supports Bluetooth. Of course, with it comes a hidden subwoofer and amplifier under the bench seat, as well. Tasteful restomods can sell for quite a premium, and this C10 shows why. An exuberant amount of money has been put into this classic pickup truck, but unfortunately, aftermarket upgrades don’t always translate directly into resale value. Yet, the quality, performance, and attention to detail here make a strong case. For enthusiasts who still appreciate older classics, this boosted C10 stands out as a beautifully executed modern interpretation of a classic Chevy icon. View the full article

The compact Kona crossover has been an indisputable success for Hyundai since it launched in 2017, proving popular in markets all over the world over its two generations, even if demand for the electric version is unsurprisingly a little weak in the US right now. It’s little surprise, then, that the model looks likely to get a third generation. Not only that, but as we've previously reported, it could come sooner rather than later, with suggestions that a planned facelift for the current model has been canned, and that Hyundai is full speed ahead with development of a third generation instead. Now, some renderings have given us a taste of what that could look like. Third-Gen Spotted TestingSouth Korean channel Shorts Car recently captured footage of what it believes to be the third-generation Kona testing in heavily disguised prototype form, a claim backed up by the sticker on the vehicle’s A-pillar bearing the codename ‘SX3’. This checks out with the current-generation car, which was referred to as the SX2 in the run-up to its reveal. With most of the car’s bodywork hidden away beneath a disguise, it’s hard to get a handle on details, but the model clearly looks set to adopt a boxier, more rugged design, something hinted at by the Crater concept unveiled at last year’s LA Auto Show. Crater-Inspired DesignUsing these spy shots as a basis, digital renderer NYMammoth has created their take on what an undisguised SX3 Kona could look like, carrying over several design cues found on the Crater. They include the four pixel-like LED lighting signatures sitting on the nose, between the car’s running lights, and less extreme versions of its boxy, swollen wheel arches and off-road inspired cladding. Combined with the more upright stance, it essentially looks like a production version of the Crater, with the usual toning down that cars often undergo in the transition from concept to production. A Global Model NYMammoth / YouTube It’s still not clear when we could see the new Kona, but the fact that what looks like a fairly well-developed prototype version is already out testing suggests that it could arrive within the next couple of years, giving the second-gen car an unusually short lifespan. When it does appear, it’s likely to remain on sale in plenty of global markets and still offer the choice of gas, hybrid or fully electric powertrains. The more rugged vibe it looks set to adopt, though, could well serve to make it an even greater success amid the seemingly unstoppable demand for rufty-tufty looking crossovers – especially if the reception to the Crater concept is anything to go by. View the full article

The Ferrari Icona That Doesn’t Need FixingThe Ferrari Daytona SP3 isn’t the kind of car that needs aftermarket upgrades. As a member of Ferrari’s Icona series, it’s already one of the rarest modern Ferraris, with just 599 units worldwide. The design pays clear tribute to the brand’s endurance racing past, mixing classic prototype cues with a modern carbon-fiber body. Behind the seats is a naturally aspirated 6.5-liter V12, producing a sound that is becoming increasingly rare. It’s arguably perfect as it is – well, until German tuner Novitec stepped in. Far from the visually loud products of other German tuning firms, Novitec focused on refining the Daytona SP3 with mechanical tweaks and a few visual updates. The end result feels more like a careful finishing touch than a full overhaul. Sharper V12Novitec’s primary change is a high-performance exhaust system with sport metal catalysts, designed to reduce back pressure and improve engine breathing. Output increases to 856 horsepower, adding around 24 ponies from its original output. You notice the real change once you’re driving. The exhaust comes with electronic flaps you can adjust from the cockpit. Leave them closed, and the car stays quiet enough for daily use. Open them, and the V12 wakes up with a sharper, more aggressive note that matches the SP3’s attitude. The stock car already sounds incredible, but Novitec managed to raise the bar. Novitec didn’t stop at sound. It added thermal insulation and gold plating to the exhaust, not just for show but to help manage heat in the engine bay. Novitec If You Have to Ask the Price...Visual changes are kept to a minimum. The main update is a set of forged wheels made with Vossen. There are three designs to choose from, with several color finishing options, all tailored to the SP3’s shape. The NF10 wheels stand out with twin spokes and centerlock-inspired details, keeping weight down while giving the car a unique look. The wheels are staggered: 20-inch up front with 265/30 tires, 21-inch at the back with 345/30s. This setup brings out the car’s wedge shape and fills the arches just right, staying true to the original design. No surprise, there’s no official price listed. At this level, the number probably won’t matter much to anyone considering one. Novitec View the 11 images of this gallery on the original article View the full article

Lawmakers in the state of Georgia are considering raising the minimum speed limit on state highways in an effort to improve safety and reduce congestion. At present, the minimum speed limit on Georgia state highways is 40 mph, and that minimum didn't change as the maximum speed limit rose from 55 to 70 mph. But a new proposal would increase the minimum speed limit to 50 mph on any local highway that has a maximum speed limit of 65 mph or more, and it's being taken seriously, with the local Department of Public Safety saying that those who drive well below the speed limit can pose just as great a safety risk as those who recklessly exceed it. Who Is Behind the Push for Higher Minimum Speed Limits Kristen Brown/Autoblog As reported by Carscoops, the proposal comes from the top, with Georgia Department of Public Safety Commissioner Col. William Hitchens calling for new speed limits in a letter sent to state Rep. John Carson. In it, Col. Hitchens writes the following: "Our agency has seen several crashes that have occurred due to slow-moving vehicles on roads through the state. Driving below the speed limit can, in some cases, be as dangerous as traveling above the posted speed limit. Vehicles that are traveling below the minimum speed can cause traffic issues, such as long backups, and cause motorists to take evasive actions due to approaching the vehicle faster than expected." Related: Parents Can Now Install Tech That Stops Teen Drivers From Speeding Similar reasoning has been quoted in other states, with Arizona exploring removing speed limits from certain roads altogether. North Dakota raised its speed limits to 80 mph last year. In Georgia, enforcement officers can impose fines of up to $1,000 on those who don't comply with minimum speed limits, but most jurisdictions typically issue penalties of between $100 and $200. Not Everyone Agrees with Higher Speed Limits Rep. Rhonda Taylor seems averse to higher speed limits, telling WABE, "It would be a better solution ... [to] move to the right. It almost feels like I'm being penalized because I can't drive 50 miles an hour." This is a sentiment that student drivers and seniors may share, but supporters of the proposal argue that the higher minimum speed limit would be aimed at drivers who impede the natural flow of traffic, not those who slow down for legitimate reasons like adverse weather, road hazards, or congested traffic. Either way, it'll be some time before a final decision is made, as lawmakers must gather additional data on crashes attributed to slow-moving vehicles, assess the cost of updating speed limit signage, and then vote on whether to make the proposed change or not. Perhaps a happy medium is to introduce variable speed limits with digital signage, as seen in Texas. View the full article

Larry Chen Finds the Ultimate R32Larry Chen is back in Kyushu, Japan, with another deep dive into Garage Active honcho, Kasuhige Sakamoto-san’s carbon-fiber obsession. This time, the focus is on a narrowbody version of the Nissan Skyline GT-R R32. Unlike the widebody build previously featured, this car retains factory body dimensions. The exaggerated arches are gone. In their place is the original R32 silhouette, executed entirely in dry carbon fiber. Obviously, the weight savings are significant. Factory curb weight is roughly 3,260 lbs. This build weighs 3,030 lbs. That is about 230 lbs lighter than stock. Importantly, it achieves that reduction without stripping the cabin. Chen describes it as feeling less like a modified GT-R and more like the ultimate evolution of the platform. It preserves the design enthusiasts love while elevating materials and execution to another level. 700+ HP With Street-Focused TuningPower comes from an HKS 2.8-liter stroker RB engine. It runs HKS V-CAM Step 2, a NISMO intake, and HKS’s latest intake system. Twin turbos remain in place, and output is quoted at over 700 horsepower. That figure is lower than the shop’s 960-hp widebody car, but the tuning focus here is response and drivability rather than peak numbers. With the Nissan GT-R R35 now officially out of production, the market is once again left without a truly dailyable GT-R. Builds like this narrowbody R32 step into that vacuum, blending serious performance with street manners in a way that feels especially relevant right now. A new 5-speed transmission and an OS Giken clutch deliver power. An ATS rear differential adds bite, though Chen notes it feels aggressive and clunky at low speeds. The rest of the driving experience is surprisingly civil. The throttle is sensitive, but the car behaves like a well-sorted street machine. Inside, it retains rear seats, air conditioning, and audio. Carbon trim, reupholstered panels, and Recaro seats complete the cabin. YouTube: @larrychenphoto View the 4 images of this gallery on the original article $375,000 Build, Touring Before DeliveryThe car featured carries a $375,000 asking price and is designated Full Carbon No. 11. It is a customer commission. However, the owner will not take delivery for one year. The car will tour internationally before the handover. At the time of filming, the engine had just 37 kilometers on it, making it essentially new. The G Active website lists the prices of these parts if you already have a Skyline R32 GT-R. The dry carbon body panels alone total approximately $47,833 before tax. Individual components are costly. The door set is roughly $8,433 before tax. Rear quarter panels exceed $7,000. Even smaller pieces, such as the grille and rear underpanel, cross the $1,200 mark. Those figures help explain the final price. Still, this R32 was built for road use, not static display. With a global tour planned, enthusiasts may soon see what could be the most refined version of the R32 formula at a car meet near them. This should tide us over until Nissan gets their act together and gives us the new GT-R. YouTube: @larrychenphoto View the 4 images of this gallery on the original article View the full article

Trouble Brewing at Volkswagen AGVolkswagen is preparing for one of its most aggressive efficiency drives in recent memory. According to a report from the German publication, Manager Magazin, the automaker is targeting a sweeping 20 percent cost reduction across all of its brands by the end of 2028. The move builds on an internal savings initiative that has run for three years and has reportedly delivered double-digit billions in euros in savings. Now, management appears ready to escalate that effort significantly as profitability tightens across key markets. Additional reporting from Reuters indicated that the plan was presented in mid-January at a closed-door executive meeting in Berlin. CEO Oliver Blume and CFO Arno Antlitz reportedly described the program as “massive,” with every brand and department under review. Specific cost levers have not been disclosed, but the mandate is group-wide and may include structural measures such as plant rationalization or closures, though nothing has been officially confirmed. View the 1 images of this gallery on the original article Several Factors InvolvedThe latest announcement does not exist in a vacuum. Volkswagen is already in the midst of a significant workforce restructuring in Germany, targeting 35,000 job reductions by 2030 through previously agreed measures. Labor relations remain delicate, particularly given the strong influence of employee representatives within the company’s governance structure. Works council chief Daniela Cavallo cited a 2024 agreement that explicitly prohibits layoffs and plant closures for operational reasons, emphasizing that any transformation must remain socially responsible. External pressures have only intensified the urgency. U.S. tariffs have weighed on margins, while weak sedan and hatchback sales in America have eroded volume stability. At the same time, Chinese automakers are rapidly gaining ground globally, reshaping pricing dynamics in the world’s largest car market. Adding to the competitive strain, Toyota Motor Corporation continues to outpace Volkswagen in global sales, extending its streak as the world’s top-selling automaker. That said, Volkswagen’s 20 percent cost-cutting ambition reads less like optional housekeeping and more like a structural necessity. Getty View the 3 images of this gallery on the original article What’s NextInvestors won’t have to wait long. Volkswagen AG will provide more details during its March 10, 2026, annual results presentation, where analysts expect clarity on margin targets, capex adjustments, brand accountability, and possible manufacturing consolidation. Without firm milestones, the 20 percent goal risks sounding more aspirational than actionable. Of note, weak demand and pricing pressure in China are hurting Volkswagen's profits, while U.S. tariffs and soft sedan sales are squeezing margins in America. At the same time, the company faces rising EV development costs, expensive software investments, and higher material prices. For the U.S. market, tighter cost controls could influence pricing, the models we see here, and future model planning. The challenge is cutting 20 percent without sacrificing competitiveness or slowing its electrification push. Volkswagen View the 3 images of this gallery on the original article View the full article

Nick Payne was resolute in advance of the Daytona 500. The fourth-year spotter of the 23XI Racing No. 45 team needed to do some soul searching too. It’s been well-documented that Tyler Reddick and Billy Scott did some reflecting over the winter to better understand what produced a winless season one year after a three-win final four appearance. Payne wanted them to know he was working too ...Keep readingView the full article

The Outdoor LifeIf one thing changed over the past few years since the pandemic, more people have become interested in outdoor life. As this lifestyle gains more popularity, people are also now more inclined than ever to go for taller and rugged vehicles to support their overlanding dreams. The market is saturated with nameplates and models that cater to this outdoor segment; for some manufacturers, this segment could be lucrative. Mini isn't a brand known for going off the beaten path, apart from some rallying accolades, but it seems the company wants a piece of that pie based on this recent interview. MINI Rugged CountrymanSpeaking to Motor1, Mini's head of design, Holger Hampf, was candid, saying he has ambitious plans for the Countryman line. Hampf believes there is a significant opportunity to position the Countryman in the outdoor lifestyle segment. He added that the car has always given people independence and freedom, as evidenced by outdoor activities. He believes Mini can continue to explore this. He added that this trend will continue over the next couple of years, and he is curious to see "where else Mini can play." His claims and aspirations make sense: the Countryman has always been Mini's Crossover offering, with raised ride height and AWD powertrains. Even the top-of-the-line EV version comes with an AWD system. The current-generation Countryman is also quite sizeable, measuring 13 centimeters longer and 6 centimeters taller than the previous generation. Racing PedigreeTo those who don't know, Mini has a very successful rally racing history. In the '60s, the original Mini won notable rallies, including the Rally of Monaco. In recent years, the brand returned to off-road racing with the gruelling Dakar. They used a Countryman as the platform to win four straight Dakars from 2012 to 2015. Currently, a Countryman is competing in the American Rally Association for 2026. Looking at the market right now, we're seeing brands offer variant-specific models for these customers, such as Subaru's Wilderness models and Mini's potential similar offering. We're even seeing brands offer off-road versions of sports cars like the Porsche 911 Dakar and the Lamborghini Sterrato. The pedigree for ruggedness is there; all that needs doing is an out-and-out variant for those who want a Mini for the outdoors. View the full article

Audi's launch for the all-new RS 5 is not going well. After an official social media post prematurely revealed that the new RS 5 would be a plug-in hybrid last month, both sedan and wagon versions of the high-performance model have leaked online, revealing the cars' looks before the reveal, expected later today. Not only do we get to see the new bodywork without the camouflage sported by pre-production prototypes, but the leaks also give us a look at the cabin, where a new steering wheel sits ahead of red-stitched seats. Oh well, any publicity is good publicity, right? All-New Audi RS 5 Looks Angry from Any Angle cochespias1/Instagram The new RS 5 looks imposing from any angle, but the front end may not be its best, with a massive grille opening connected to the lower side intakes through gloss black paint. It looks almost catfish-like, but at least we can say it will grab attention when it appears in your rearview mirror. The arches are wider than those of the A5 and S5, and behind the front wheels, a vent evacuates hot air like on the RS 3 hyper hatch/sedan. cochespias1/Instagram View the 2 images of this gallery on the original article Moving down the side, we see swollen side skirts and, unlike Audi's rivals in Munich, the rear doors are more muscular for the RS 5 than they are in the A5, helping them blend with the pumped-up rear arches neatly (the BMW M3 uses regular 3 Series rear doors, making its rear arch swell look somewhat awkward). cochespias1/Instagram Further back, the rear diffuser is nearly as large as the front grille, with an F1-style light sitting between two enormous oval exhaust pipes. Black badging and a subtle roof spoiler for the Avant and a trunk spoiler for the sedan complete the bodywork differences, while sporty wheels with red brake calipers look equally performance-oriented. The green sedan in the images features forged carbon fiber elements in place of gloss black paint in various areas, helping break up the overwhelming front grille and adding texture to the wing mirrors and rear diffuser. Overall, this is arguably a more aggressive design than the BMW M3 with which this will compete. 2027 Audi RS 5 Has a Focused Interior, Powertrain Details Yet to Be ConfirmedInside, a squared steering wheel with rounded corners boasts a red button below each of the side spokes, allowing access to performance modes with ease. Aluminum pedals and shapely sports seats with red stitching and glossy RS badges are joined by unique graphics in the 11.9-inch digital driver display and the 14.5-inch infotainment screen. A 10.9-inch passenger display is also expected. Now that these images have been leaked, all that remains is to see how much power the new RS 5 produces, but well over 500 horsepower is likely. For the record, the outgoing B9 RS 4 that this effectively replaces made a peak of 464 hp (in Edition 25 Years form) and 443 lb-ft of torque. cochespias1/Instagram View the 2 images of this gallery on the original article View the full article

The Kia EV5 is not an old car, especially if you live in Canada or Europe, where the mid-sized electric crossover is only just beginning to arrive in showrooms. However, in China, where the car first launched, it’ll be celebrating its third birthday this year, and the pace at which the modern car industry moves means a facelift isn’t too far around the corner. South Korean YouTube channel HealerTV has got hold of spy shots of the updated crossover on a car carrier, and while all the key details are covered, they give us a sense of what to expect when the facelift arrives. A More Rugged Exterior Kia We don’t get a lot to go on with the exterior, most of which is shrouded in a large fabric covering designed not to give the game away. However, we can see that the facelifted EV5 looks set to get some chunkier, more rugged-looking bumpers front and rear, most likely inspired by the overland-themed EV5 WKNDR concept unveiled at last year’s Guangzhou Auto Show. It remains to be seen whether this is something the model as a whole will be treated to, or if it hints at a new, off-road inspired trim level, like the X-Pro version of the new Telluride. We also get a brief glimpse at a headlight, which looks set to move to a setup featuring several small but intense lighting elements, similar to the one already seen on models like the K4 and K5. An Overhauled InteriorThe bigger change looks to be coming on the interior, which currently shares a setup with most other Kia EVs – a single, wide glass panel incorporating 12.3-inch instrument and infotainment screens and separated by a dedicated climate control panel. Healer TV / YouTube HealerTV has also managed to spy the updated cabin, and while the picture is heavily pixelated, you can make out that the large widescreen setup now spans from the center to the passenger side of the dash. This looks like a similar setup to the one found in the Chinese-market Hyundai Elexio, and indeed previewed by the EV5 WKNDR concept. The Korean Car Blog also suggests that the updated EV5’s infotainment setup could be one of the first to run on Hyundai and Kia’s upcoming next-gen Pleos software system. What Else Could Change? Kia The facelift is likely to bring more than just visual and software changes. One of the EV5’s biggest weaknesses among some rivals is that it runs on a 400V electrical system, significantly slowing down charging speeds. The Korean Car Blog hints that this could be upgraded to a more efficient, faster 800V system, something already featured on Kia’s EV6 and EV9. We’ll likely find out more around a year from now, when the facelifted EV5 is expected to be revealed. None of this is likely to be particularly relevant to the US market, though, unless Kia U-turns on its decision to limit the EV5's North American presence to Canada. Kia View the full article

While much of the country is enjoying sub-$3.00-per-gallon gas prices, California is not. Currently, the national average for a gallon of regular unleaded is around $2.94, but in California, drivers are paying a statewide average of $4.54. This massive delta isn't just a rounding error; a 40-cent surge hit California in the last two weeks, leaving commuters statewide wondering when the bleeding will stop. The current spike is a perfect storm of infrastructure fatigue and regulatory timing. A significant reduction in refining capacity, as major players like Phillips 66 and Valero begin to wind down or idle their West Coast operations, is brutal and effectively chokes the supply line. The West Coast is paying a "premium" that feels more like a penalty right now - here’s what’s going on. The Great Refinery ShutdownThe recent closure of the Phillips 66 Los Angeles refinery complex in late 2025 and the early idling of Valero’s Benicia facility have collectively wiped out nearly 18% of the state’s refining capacity. Because California requires a specific blend of gasoline to meet its stringent air quality standards, it can’t easily import fuel from other states when local production hits a snag. This lack of redundancy means that any hiccup in the system results in an immediate, painful price hike at the pump. Petroleum experts warn that the state is reaching a breaking point as it transitions to a greener future without the infrastructure to support the remaining internal combustion fleet. For now, the "supply" side of the supply-and-demand equation is increasingly thin, which is a primary driver behind the current $4.50 floor we're seeing across the state. Related: Why gas is suddenly 25 cents cheaper in these 6 cities The Summer-Blend SurchargeWhile February usually brings a lull in driving demand, it also marks the beginning of a refinery pivot. In California, the transition to summer-blend gasoline starts earlier than in many other regions, and this year the process is particularly expensive. Summer-blend fuel is designed to be less volatile in high temperatures to reduce smog, but the chemical additives and more complex refining process required to make it add a significant premium to every gallon produced. Compounding this seasonal shift is the fact that many refineries schedule their annual maintenance during this transition window. With fewer facilities online to begin with, having a single unit go down for turnaround maintenance creates a localized scarcity that ripples through the market. Drivers are essentially paying for the complexity of the fuel and the shrinking number of places capable of making it, a trend that some analysts expect to persist well into the spring. Bloomberg/Getty Images How bad is it, really?Two gas stations serve as prime examples of how bad Californians feel the pinch at the pump. The Chevron at 700 South Alameda Street in Los Angeles has reports of gas at $4.89 per gallon today. Neighboring stations are cheaper, but not by much, and it stands in stark contrast to nearby cities like Torrance, which has gas at around $3.70 per gallon. This Chevron station in the heart of Los Angeles is also a prime example of the urban price premium. Located near the Arts District and major thoroughfares, it frequently lists prices that sit 20 to 30 cents above the already high county average of $4.61. The high overhead of operating in a dense metropolitan area, combined with the brand's "Techron" marketing, makes Chevron a frequent outlier for high gas pricing - but California’s urban density is also to blame. Shell Bay Area drivers have it a bit worse. The Shell station at 1201 Harrison St in San Francisco is at $4.95 per gallon; a nearby Chevron is at $4.99 per gallon for regular. The Bay Area has been hit particularly hard by the idling of the Benicia refinery, a primary supplier to the region's independent and branded stations. As supply tightened over the last 14 days, stations in the SOMA district have seen some of the most aggressive price hikes in the entire state. Even the "budget" options in these areas hover well above $4.70, showing there is no safe haven for drivers in cities, where most drivers are. Until the supply chain stabilizes or more fuel is brought in from outside (which is a logistical nightmare) these almost-$5-per-gallon gas prices may be the new normal. Disclaimer: All prices cited in this article are based on publicly available user-generated feedback. Gas stations do not provide daily reports on gas prices, and prices can change at any time. Autoblog is not responsible for the accuracy of pricing listed with user-generated reporting. Related: These 4 states are paying the most for gas today - here’s why View the full article