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A Throwback to DurabilityAs hybrid vehicles become more widespread, questions around reliability are also increasing, given the added mechanical complexity and maintenance demands. For now, however, one Toyota Sienna owner has presented a timely counterpoint, with his minivan recently surpassing 1,000,000 kilometers (621,371 miles) on the odometer, underscoring the longevity of a traditional powertrain. CTV News shared the story of Marko Intihar from Ontario, Canada, who owns a 2000 Toyota Sienna nicknamed Betsy. Intihar captured the moment the minivan reached 999,999 kilometers—the maximum the odometer can display. Reaching the milestone was considered a “family goal,” particularly given how rare such a feat is. Just the BasicsThe report stated that the vehicle still retains its stock drivetrain setup. The 2000 Sienna belongs to the first-generation model, which came standard with a 3.0-liter naturally aspirated V6 producing 194 horsepower. Power is sent exclusively to the front wheels through a four-speed automatic transmission, as all-wheel drive was not offered until the second-generation model debuted for the MY2004. There is no real secret behind the 1-million-kilometer milestone. According to Intihar, the feat was achieved by closely adhering to proper maintenance intervals—particularly regular oil changes. He also flushed the transmission after the minivan covered its most recent 100,000 kilometers (62,137 miles). “It was my dad’s dream to get to one million, and it’s done, so we are going to gracefully put her out to pasture,” said Intihar. “Toyota should be proud. That’s a pretty impressive thing to have accomplished.” Toyota Betsy the SurvivorWith a hybrid vehicle, replicating such a feat can be more challenging, particularly due to the eventual replacement of parts like the high-voltage battery, which can be costly without warranty. In turbocharged applications, meanwhile, increased boost and higher loads on internal components can affect engine longevity over time. Additional hardware—such as the intercooler, hoses, and wastegate—also adds complexity and can increase replacement costs if failures occur. Does this mean naturally aspirated vehicles are better? Not entirely. Hybrids and turbocharged engines also offer clear advantages over NA setups, most notably improved fuel efficiency and stronger performance. Regardless of powertrain choice, long-term longevity can still depend on proper maintenance and addressing potential issues early before they escalate. Other factors can also bring a vehicle’s life to an end. For Intihar and his Toyota Sienna, rust retired his high-mileage minivan. Toyota View the 4 images of this gallery on the original article View the full article

Innovation Meets the CurbWaymo is slowly transitioning from its Jaguar I-Pace driverless taxi fleet to autonomous minivans from Chinese automaker Zeekr called the Ojai, but the move appears to be facing an early setback. According to KTLA 5, a Zeekr test vehicle lost control while being evaluated near Dodger Stadium, crashing into several parked cars along the 1200 block of Lilac Place. A resident and his mother reportedly managed to move out of the vehicle’s path before it came to a stop after colliding with a Hyundai Tucson. A human safety driver was behind the wheel at the time with no passengers and is said to have exited the vehicle on his own. No injuries were reported. Blame Still Under ReviewWhile Waymo will likely have to address insurance claims stemming from the incident, the presence of a human driver at the time may limit immediate backlash of its autonomous driving system—particularly in the Zeekr test vehicle—as the crash occurred under manual control. The investigation remains ongoing, and the driver, who was reportedly a third-party employee, has been barred from operating any of the company’s vehicles in the meantime. Given the lukewarm reception toward Chinese-built vehicles in the U.S., the incident does little to bolster confidence. Under the circumstances, Waymo has little choice but to move forward, as Jaguar has ended production of the I-Pace while the British marque prepares for a broader transition to a revitalized, all-electric lineup. The robotaxi brand is also adding the Hyundai Ioniq 5 to its fleet. Waymo Not the First TimeResidents in the area said this was not the first time a Waymo vehicle had been involved in a crash nearby, particularly during events at Dodger Stadium, home of the MLB’s Los Angeles Dodgers. Homeowner Jorge Donantonio said his mother’s vehicle, which was damaged in the incident, will be undrivable until insurance claims are processed. “It’s damage until insurance covers it,” he said. “She can’t drive her car, so it’s a little bit painful to go through this.” As Waymo continues to expand its U.S. network—with Miami among its latest markets—the company has also faced a series of challenges. These include a recall of roughly 3,000 robotaxis after certain vehicles failed to stop for a school bus. More recently, a Waymo vehicle struck a child in a school zone, prompting an investigation by the National Highway Traffic Safety Administration (NHTSA). These incidents underscore the complexity of developing a fully driverless taxi program, with General Motors even pulling the plug on its Cruise robotaxi business. Tesla, however, continues to push in that direction with its two-seat robotaxi concept, dubbed the Cybercab. Waymo View the 3 images of this gallery on the original article View the full article

Ford and Chinese BrandsFord CEO Jim Farley isn’t shy about admiring Chinese EVs. He points to their fast development, advanced software, and sharp pricing as the new standards Western brands need to pay attention to. Farley even went as far as importing and driving Xiaomi’s SU7 sedan himself to see what the competition is really like. That said, Ford is reportedly in talks with Chinese tech giant Xiaomi about a possible joint venture to build electric vehicles in the US, according to Financial Times, citing sources familiar with the matter. The report suggested this could have brought Chinese EV technology into US-built vehicles despite current trade restrictions. Both Ford and Xiaomi shot down the story right away. Ford called it “completely false,” and Xiaomi said it isn’t looking to sell or build cars in America. Of note, US lawmakers warned that any tie-up with a Chinese automaker could make the US more dependent on foreign tech and raise national security questions. Getty Images BYD Remains Part of the ConversationFord may have shut down the Xiaomi rumors, but its connections with other Chinese players are less clear-cut. The company has reportedly had early talks with BYD, focusing on batteries and electrified parts – areas where BYD has a serious edge. BYD isn’t just another EV brand. It has built its reputation as a battery supplier long before becoming a global EV heavyweight (already surpassing Tesla in 2025), which makes it a go-to for automakers chasing lower costs and steady supply. Ford has already teamed up with BYD before in China, so a deeper partnership wouldn’t be out of left field. Ford’s already catching heat for its Michigan battery plant, which uses CATL technology. Lawmakers keep sounding the alarm about getting too cozy with Chinese suppliers. Ford’s response? Working with global companies is just part of the job, and talks don’t mean a deal is around the corner. Ford Philippines Ford’s Reset Through 2030All this comes as Ford is rethinking its electric plans. After big losses and slower-than-expected EV sales, the company is now focusing on a mix of hybrids and gas models, along with a smaller lineup of cheaper EVs. Looking to 2030, Ford plans to introduce five lower-cost electrified vehicles while leaning more heavily on hybrids as a bridge technology. The company says it still aims to electrify about half of global sales by the end of the decade, but with greater emphasis on profitability and flexibility. John Tlumacki/The Boston Globe via Getty Images View the full article

Power DensityIt's not unusual for modern performance cars to make over 200 hp/liter, with ultra-exclusive supercars even breaching the 300 hp/liter mark. Of course, these figures are achieved by forcing massive amounts of air into the cylinders at each intake stroke, with electric motors picking up the slack. Back in the ‘90s, however, when turbocharged or supercharged engines were considered too heavy, complex, fragile, high-maintenance, and unpredictable to generate mainstream appeal, a revvy, naturally-aspirated motor with a specific output of over 100 hp/liter was special. Honda was, at the time, known for technological innovation, precision engineering, racing excellence, and exceptional reliability, and was working on a car to commemorate the company’s 50th anniversary. It had to be special, embodying the brand’s heritage and quest for engineering excellence, but also be attainable and fun. Honda engineers Shigeru Uehara and Yoshiaki Akimoto were given the task of creating a fast, two-seater roadster, and a bespoke engine to go with this new sportscar. In 1999, they delivered the S2000 and the groundbreaking F20C — a tiny four-cylinder motor that made more power per liter than the naturally-aspirated V10 and V12 engines built by Lamborghini and Ferrari. Honda Pushing BoundariesThe brief seemed simple at first — create a high-revving, compact, power-dense, naturally-aspirated, four-cylinder engine for a lightweight, rear-wheel-drive roadster. Honda was well known for their small, rev-happy motors, so this should have been simple enough; however, the brand’s existing B series engines were getting quite long in the tooth, and the K series hadn’t been created yet. Also, both these engines were designed to be mounted transversely to drive the front wheels, while the brief called for a longitudinal front-mid-mounted engine driving the rear wheels via a six-speed manual transmission. The engineers had to start from the ground up, occasionally dipping into Honda’s motorsports expertise and experience to create the F20C from scratch. The result was the most power-dense naturally-aspirated engine ever created — a 1,997-cc four-cylinder motor that screamed all the way to 9,000 rpm and put out 247 hp for a record-setting specific output of 123.5 hp/liter. The F20C held this record for over a decade, until it was finally dethroned by the Ferrari 458 Italia’s V8. The Challenge To build an engine that could reliably spin at speeds that would cause lesser motors to destroy themselves, Honda’s engineers had to focus on optimising cylinder breathing, reducing internal friction, and refining combustion chamber design. What they achieved ultimately set new standards for what was thought possible from a 2.0-liter naturally-aspirated engine. Ambition meets PrecisionThe block was aluminum with fiber-reinforced cylinder liners that allowed for thinner cylinder walls to keep weight low while retaining strength and aiding in heat dissipation. Pistons were forged aluminum, the first for a Honda road car. They needed to be strong and lightweight, as they would see a mean piston speed of 25.2 m/sec at redline, the highest for a production car at the time. The pistons were coated with molybdenum disulfide to minimize friction, while the forged steel crankshaft was supported by five main bearings, rather than the customary three, to boost rigidity. The ValvetrainUp top, valves were as slim and light as possible while still being strong enough to withstand the stresses of high-rpm operation. They were operated by a pair of hollow camshafts and high-strength valve springs that were developed specifically for the F20C using tech from Honda’s racing programs. Of course, the valvetrain was equipped with VTEC, set up to kick in at 5,850 rpm and incorporating innovative roller coaxial rocker arms to reduce valvetrain friction. In fact, Honda still considers the F20C the pinnacle of their variable valve tech, and refers to it as the ultimate naturally-aspirated VTEC engine. View the 2 images of this gallery on the original article Intake and Exhaust EfficiencyFor an engine to run at high rpm, it needs to be able to breathe freely, and the F20C’s intake and exhaust plumbing was designed to do just that. An intake manifold with absolutely no bends provided a straight shot to 36-mm intake ports, while burnt gases were evacuated via 21-mm exhaust ports and a steel 4-3-2 exhaust manifold. Strength and ReliabilityWhen the Honda S2000 debuted in mid 1999, it stunned the industry with its 9,000 rpm redline and record-setting specific output. To many, the screaming engine seemed less like a production motor and more like something pulled from a racetrack paddock. But race engines get inspected and rebuilt after every few hours of operation, while the F20C was expected to be durable and reliable, even after thousands of miles of high-rpm operation. This is where Honda’s precise machining and meticulous quality control came into play. The engine soon proved its robustness, with owners realising that they could enjoy this little motor’s high-rpm thrills for years, without having to worry about it falling apart. Honda A Lasting Legacy The F20C cemented Honda’s reputation as a master of small, naturally-aspirated performance engines at a time when the industry was beginning to pivot towards turbocharging. It was one last hurrah for drivers and enthusiasts who valued the high revs, precise throttle response, and mechanical purity that only a free-breathing engine can provide. It’s no wonder then that even a quarter of a century later, the F20C is still considered one of the greatest four-cylinder engines ever built. View the full article

Dodge has successfully defended itself in a lawsuit brought by owners of the 2021 Durango SRT Hellcat who claimed their SUVs lost value after the model returned to production two years later. Owners argued they were misled into believing the 2021 Durango SRT Hellcat would be a one-year, 3,000-unit run, a promise that justified paying steep premiums. Some plaintiffs reportedly spent as much as $114,225 – expecting their SUVs to become future collectibles. Instead, average resale values plummeted by $40,000 as production of the Durango SRT Hellcat continued. Why Owners Took Dodge to Court Dodge When the Durango SRT Hellcat launched for the 2021 model year, Dodge positioned it as a final, limited run for the supercharged SUV. Production sold out quickly, fueled by hype and fears of missing out. While many buyers simply wanted a practical, three-row SUV that hid a 710-hp supercharged 6.2-liter Hemi V8, others viewed it as an investment. Those expectations were challenged when Dodge revived the Hellcat-powered Durango for 2023. The total number produced remains unclear, but owners claimed the extra supply diluted exclusivity and hurt values, prompting a proposed class action lawsuit against Fiat Chrysler America, now part of Stellantis. Did Values Actually Collapse? Dodge As a general rule of thumb, limited-edition cars hold their value stronger than mass-produced versions, like the V6-powered Durango. In fact, "number cars" tend to increase in value over the years, and many buyers snag up those cars, don't drive them, and try to sell them at a profit after a few years. That's why listings like this $139,500 Durango SRT Hellcat with just 385 miles exist. In reality, the Durango SRT Hellcat depreciated much like any other car. The 2021 model carried a base MSRP of $80,995, and according to Classic.com, the average selling price today is $73,931. A depreciation hit like that isn't out of the ordinary for a 5-year old car. Fortunately, it's nowhere near as steep as some Teslas lose value. Why The Judge Sided With Dodge Dodge According to Reuters, the case was heard in the U.S. District Court in Wilmington, Delaware, where Judge Jennifer Hall ruled there was no evidence Dodge intended to break a promise when it described the 2021 model as limited. She also found that those statements did not amount to an express warranty and did not violate state consumer fraud laws. She described that the alleged misrepresentations involved future intentions that were "true when made." To make matters worse for those who bought a Durango SRT Hellcat purely for profit-making, the Durango just had its best sales year, despite its age. And its scarcity will continue to drop as the 2026 Dodge Durango SRT Hellcat is now available in all 50 states. So what's the lesson? Buying a vehicle primarily as an investment is always a gamble, no matter how confident you are. View the full article

This video breaks down how to take a side-by-side across Canada's Newfoundland based on a detailed planning video.View the full article

The Martin Indy Special is, well, special. Not only because it isn’t some bolt together simple project, but also because of the way it has been built. While the look is traditional, the spirit is something more. This is a collaboration of thoughts, technology, history, and emotion, and in the video below you’ll see the first part of this project come together with this great documentary video. I’d tell you more, but watch it yourself. It’s worth the wait. Video Description: In this 27-minute short documentary, we take you inside the creation of the Martin Indy Special hot rod, a build where new technology meets old-world craftsmanship. It’s a rare look at how modern tools, innovative thinking, and traditional hot rod values can coexist to create something timeless. Spearheaded by third-generation architect David C. Martin, this project brings together a cast of skilled builders, fabricators, and creative minds, each leaving their mark on the car. What you’re watching is nearly a full year of progress, decisions, and breakthroughs, carefully condensed into a focused cinematic story. This is Part 1 of the journey. Part 1 sets the foundation, introduces the people behind the build, and establishes the vision for what the Martin Indy Special is becoming. It’s an intimate introduction to the process, the philosophy, and the passion driving the project forward. If you appreciate craftsmanship, storytelling, and the evolution of hot rod culture, this film is for you. Part 2 is coming soon! The post Building A Hot Rod: This Is The Martin Indy Special And Here Is Part 1 Of The Documentary On Its Build appeared first on BangShift.com. View the full article

Everyone around here knows that NHRA Pro Stock is one of my favorite classes. Sure it has changed a bunch over the last decade or so, but it is still great drag racing. I have always loved NHRA Pro Stock and as a kid that was all I wanted to grow up to drive. So when I had enough money as an adult, I went to Roy Hill’s Drag Racing School and got my Pro Stock license. That was nearly 25 years ago. I’ve been fortunate to drive some pretty rad stuff since, but letting go of the clutch pedal in a door car with a 500 cubic inch screamer and then rowing gears down the track is truly something special. But that isn’t always how it was, or how it is now. There have been many changes as this class has grown over the decades, and in this video from NHRA you’ll see how it came to be and specifically what historic cars paved the way to the Pro Stock we know and love. Video Description: Go back into the archives for this one! Brian Lohnes is taking a look at the top cars of the 60s that led to the creation of Pro Stock in 1970! The post Drag Racing History Lesson: Here Are The 5 Cars That Made NHRA Pro Stock And Are Considered To Be Incredibly Influential Door Cars appeared first on BangShift.com. View the full article

(Photos by Chad Reynolds) Our newest gallery of photos from the 2026 edition of the Grand National Roadster Show features awesome rides from all over! The 2026 Grand National Roadster Show is a historic gathering of hot rods, so check out the photos below to see what you missed. Since moving from Oakland to the vast Pomona Fairplex in SoCal, the event has grown and matured to become the premier West Coast event for hot rodders and custom car builders. This show really is a gathering that draws folks from all over the country, and the world. We’ve got multiple galleries to post, but our second one is below. We’ll be sharing the rest over the next few days! USE THE LINK AT THE BOTTOM OF THE PAGE TO SEE ANYTHING YOU MISSED! With such a diverse mix of classic cars — T-buckets, Model As, ‘32s, and ‘36 Fords—it was a tough competition for the AMBR award with such a variety in styles and builds, always making GNRS competition special, showcasing everything from traditional hot rods to cutting-edge custom craftsmanship. Enjoy the rest of the 2026 Grand National Roadster Show with nearly 1,000 drive-in hot rods over the three-day weekend. CLICK HERE TO SEE ALL THE CONTENDERS FOR AMERICA’S MOST BEAUTIFUL ROADSTER The post Grand National Roadster Show 2026 Photos: Hot Rods, Customs, Lowriders, Muscle Cars, Street Rods, Trucks, and More! appeared first on BangShift.com. View the full article

(Photos by Chad Reynolds) America’s Most Beautiful Roadster is a title given to just one roadster per year and is considered one of the two highest hot rod award honors in the world. Given out at the Grand National Roadster Show in Pomona California, an event that originally started up north in Oakland, there are a select few cars that each year enter to be considered for the AMBR award. It’s like an Oscar, only harder to win and there aren’t different ones for different classes. There is just one. Roadsters, of all kinds, compete against each other to be named the most beautiful roadster in all of America for that given year. The budgets for these builds can vary wildly, but the most expensive of them have price tags in the seven-figure range for their builds. Regardless of the price, being up for the competition is something to be proud of on its own. This year’s contenders, which you can find down below, are ALL Fords this year. Check them out and let us know which one you think deserves the title of America’s Most Beautiful Roadster! ARP Fasteners is the sponsor of the ARP America’s Most Beautiful Roadster award and the winner will take home $12,500 and the 9 foot tall trophy. Yeah, a 9 FOOT TALL TROPHY! This is one of the most prestigious awards in car building and we love the competition that we see each and every year. Styles differ, but all of them are the cream of the crop. Below you’ll find all of the contenders for 2026’s America’s Most Beautiful Roadster, and a gallery full of images of all of them below that. Enjoy! CLICK HERE TO SEE ALL OUR OTHER GRAND NATIONAL ROADSTER SHOW PHOTOS Nicole Baird’s Blue Ribbon 1932 Ford Roadster built by Squeeg’s Kustoms. Cory Kozlowski’s Kapone 1937 Ford Roadster built by JF Kustoms John and Jennifer Fairleigh’s Kansa Special built by Big Creek Restoration David Pallido’s 3rd Time’s A Charm 1932 Ford Roadster built by Clayton’s Hot Rods Beth Myers Inspired 1934 Ford Roadster built by Roy Brizio Street Rods Brandie Laird’s Payton Phaeton 1932 Ford Phanton built by Brookville Roadster Tod Samson’s Samzonized 1932 Ford Roadster built by Gray’s Garage Hot Rods Dave Gonzales’ Davester 1935 Ford Hi Boy Roadster built by Lakeside Rods and Rides Stanley Chavik’s Blesser 1932 Ford Roadster built by Stanley Chavik The post Grand National Roadster Show 2026: Here Are Photos Of All The America’s Most Beautiful Roadster Contenders! appeared first on BangShift.com. View the full article

Rugged Looks Meet Classic JDM Styling With Faux Beadlock Ring When we first got our new 6th Gen 4Runner, we added some Lock Off-Road Invader forged beadlocks. But as we... The post Lock Off-Road Mojave Wheels – Review appeared first on Trail4R.com - 5th Gen 4Runner Mods. View the full article

Because when you invite the baddest door cars on earth to Bradenton…you don’t get a “race.” You get a knife fight. There are drag races…and then there are Drag Illustrated Winter Series races. The 2026 U.S. Street Nationals presented by M&M Transmission didn’t feel like a stop on the schedule as much as it felt like a pressure cooker with grandstands. A four-day adrenaline drip. A place where reputations don’t protect you, the chip draw doesn’t care about your résumé, and the difference between glory and heartbreak is measured in thousandths, not tenths. That’s the whole deal with this Winter Series thing – it’s not built to be fair. It’s built to be real. The kind of real that creates moments you talk about all year. The kind of real that makes even the winners look relieved more than cocky. So here it is – the best, boldest, most “what the hell did we just witness” moments from the biggest, best version of the U.S. Street Nationals in history. BEST: Cole Pesz, “The Comeback Kid” If you want a snapshot of what makes this place different, start with Cole Pesz. Because on Wednesday – during a True 10.5 shakedown run – his weekend basically ended. Lockup converter comes on. Nitrous comes on. The tires leave the chat. His screw-blown C7 Corvette gets sideways and tags the wall on the passenger side. The kind of hit that makes everybody’s stomach drop. Pesz gets checked by on-site EMS, gets released… and instead of packing up, he goes back to the pits and starts a thrash that turned into a near 24-hour, all-hands-on-deck rescue mission. Not just his guys – competitors, too. Bill Lutz’s camp pitched in. Wrenches, parts, brains, and grit, all thrown into one common goal: get the kid back in the fight. Then he goes out and wins the thing. That’s not just a comeback story – that’s a statement about the culture of this event. A wreck that should’ve ended the weekend becomes the opening chapter of a $40,000 victory. He wasn’t supposed to be in eliminations. He was supposed to be loading the trailer. Instead: holeshot over Scott Taylor, a solid win over Ryan Hendrickson, then he drags the 2024 Snowbirds Pro Mod winner Kye Kelley, throws down a 3.969 at 204.70 to stop Ryan Martin in the semis, and watches Brandon Sandlian go red in the final while he stamps a 3.980 at 204.76. You can’t script that. But you can earn it. BOLDEST (AND BEST): “Light the Boards” – True 10.5 Turns the Clocks On True 10.5 arriving at U.S. Street Nationals with the boards lit wasn’t just a rules tweak. It was a line in the sand. At Snowbirds, True 10.5 was introduced as a no-time eliminator. It worked. It popped. It built buzz. Fans were leaning in hard because these small-tire hot rods were doing things that didn’t look possible. After that opening-weekend energy, Drag Illustrated made the call: turn on the clocks and keep them on. That move had everything: excitement, controversy, conversation. Some people loved it immediately. Some people worried it could spook participation. But here’s the truth – the minute you “light the boards,” you stop arguing in theory and start arguing in facts. And those facts became very loud, very fast. Because once those boards were lit, True 10.5 didn’t just entertain – it validated itself. BEST: Bill Lutz Is Flying Ohio’s Bill Lutz has always been a problem. But this stretch? This is different. Coming off a Snowbirds win, Lutz rolled into Bradenton and promptly reset everyone’s expectations by firing off a 3.915-second pass – the quickest run ever made on 28-inch tall, 10.5-inch wide slicks. That matters for a bunch of reasons. One: it’s a legitimate performance landmark. Two: it arrived right as True 10.5 was stepping into the spotlight with the clocks on. Three: it poured jet fuel on a narrative that was already brewing after Ryan Martin’s private Bradenton test session a few weeks earlier, when he became the first to rip a 3-second pass on 28×10.5s (3.94). The sport has been begging for a small-tire class that feels like a main event, not a side show. Lutz and this True 10.5 wave are giving it to them. WTF: Pro Mod Is Officially in Another Universe The Pro Mod numbers from this weekend are the kind that sound fake if you haven’t lived it. The top 32 cars were separated by four-hundredths of a second after four rounds of qualifying. The top 64 cars were spread within a tenth. That isn’t “tight.” That’s insane. That’s a field so dense it feels like one long car. Then eliminations hit and the insanity didn’t cool off – it escalated. There were 24 3.5-second passes in the opening round. There were 37 3.5-second passes across five rounds of eliminations. That’s roughly 60% of race-day runs going sub-3.60. This is not a nostalgia class. Not a “big name” class. Not a “show up and figure it out” class. This is the most competitive knife fight in drag racing. WTF: Bad Timing (Literally) – The Jackson vs. Alvarez Grudge Race Chaos This one had everything: anticipation, money, ego, and then… total confusion. During the highly anticipated grudge race between Stevie “Fast” Jackson and Bradenton Motorsports Park owner Victor Alvarez, the timing system malfunctioned. The win light came on in Jackson’s lane… but multiple video angles had Alvarez looking like he got there first at the eighth. With $20,000 on the line, this could’ve turned into a full-blown civil war. Instead, both drivers made the smart call: let it go, race another day. Of course, that didn’t stop the internet from doing what the internet does. Social media went full CSI on it, and the back-and-forth only poured more attention onto the event. In a weird way, it became a reminder: U.S. Street Nationals isn’t just racing anymore. It’s a content machine. A conversation driver. A spectacle. Run it back soon, please. BEST: Jerry Morgano Ends the Drought Some wins hit different. Jerry Morgano’s did. For the first time since 2019, the longtime Outlaw 10.5 hammer put “Copperhead” in the winner’s circle again – and he did it the hard way, with the chip draw format forcing him to stare down killers immediately. He holeshotted No. 1 qualifier Carson Baker in round one, got the bye, then holeshotted Tim Partin, then beat Nick Agostino in the final with another solid leave and a 3.905 at 195.65 for the $10,000 win. That’s vintage Pro 10.5. Reaction-time warfare. Small-block turbo violence. And one of the OGs reminding everybody he didn’t forget how to do it. BRUTAL: Fletcher Cox Looks Like a Contender…Then the Tree Bites Fletcher Cox showing up and qualifying third in Pro 10.5 with a 3.895 at 189.36 wasn’t a novelty – it was a warning shot. The “Training Day” nitrous ’69 Camaro was a threat. Full stop. But in round two, drag racing did what drag racing does: it humbled the narrative in one blink. Cox posts an uncharacteristically late .441 light and can’t run down Nick Agostino, who goes 3.931 at 200.65 to Cox’s quicker-but-losing 3.904 at 184.83. That’s the brutality of this event. It’s not enough to be fast. It’s not enough to be famous. It’s not enough to have momentum. You have to be perfect. WTF: The Jerry Bickel Clean Sweep Challenge Ends on… Two Thousandths Jason Harris missed out on the No. 1 qualifying position by .002 seconds to turbo monster Jimmy Taylor, and that tiny number did something huge: it ended Harris’ shot at the inaugural Jerry Bickel Clean Sweep Challenge – the three-race No. 1 qualifier sweep that pays out with a brand-new Pro Mod rolling chassis valued north of $250,000. That’s not “close.” That’s drag racing’s version of losing a championship on a tiebreaker you didn’t know existed until the moment it breaks your heart. BEST: The Junkyard Stude Shows Up and Shows Out Some cars have polish. Some have budgets. Some have a vibe. Brandon Sandlian’s Studebaker has a soul. After a mess of race-rig issues that almost kept them from making the event at all, Sandlian and his crew show up, strap in, and start going rounds in True 10.5 like they belong there – because they do. Four rounds deep. Fan-favorite chaos. Screw-blown Studebaker energy that feels like it crawled out of the pits and into legend. He ultimately comes up short against Cole Pesz, but the message was clear: That low-budget, do-it-yourself crew is going to be a nightmare draw for anybody on a small tire. BEST: Bowman, Enders, and Ellington Make the Move When It Matters Saturday morning. Heat in the air. Last-chance qualifying. The kind of moment where the track is honest and the pressure is louder than the blower. And three heavy hitters – 2017 WSOPM champ Mike Bowman, six-time NHRA Pro Stock world champion Erica Enders, and 2024 No Prep Kings champion Shawn “Murder Nova” Ellington – stepped up and threw down. Ellington recorded a 3.588, while Bowman and Enders made 3.59-second blasts to make the field. That’s not just “they qualified.” That’s a reminder: when the window is small and the stakes are high, champions find the door. Enders is already carrying the headline weight of being named to NHRA’s Top 75 drivers of all time. Bowman is a proven Winter Series/WSOPM monster. Watching both of them muscle into the quickest Pro Mod field ever assembled in the most intense conditions of the weekend was one of those “remember this moment” snapshots. BEST: Stevie “Fast” Seals the Deal If you’ve been around Drag Illustrated events since the beginning, you know one thing: Stevie Jackson has been there. He’s hauled. He’s supported. He’s been close. He’s been in the mix. At U.S. Street Nationals, he finally got to stand on top of it. Jackson wins the Pro Mod title with a 3.566 at 210.80 to beat Derek Menholt, who went red by .006 and still posted a 3.570 at 211.36. That final round wasn’t a victory lap – it was a gunfight. And here’s the part that makes it even nastier: Jackson didn’t just win. He controlled the race with the starting line. Reaction times by round: .011 / .023 / .009 / .026 / .011 Average: .016 Five straight rounds in the teens. Two .011s. A killer .009. In a field where people flinch, chase, and crack, Jackson stayed exactly who he was – and the moment never got bigger than him. That’s veteran energy. That’s weaponized predictability. WTF: Big Names Bounced Early – and It Proved the Point A quiet truth about this race: a bunch of star power didn’t survive… and it wasn’t because anybody was “off.” Erica Enders. Kye Kelley. Shawn Ellington. Jason Harris. Victor Alvarez. Mike Decker III. This wasn’t a celebrity invitational. This wasn’t reputation racing. This was a fight where the margins are microscopic and the field is so violent that one hiccup – one shake, one slip, one light, one problem – sends you home. That’s not an insult to the people who got bounced. It’s a compliment to the event itself. This format demands perfection. Most people can’t live there for five rounds. BRUTAL: Derek Menholt’s -.006 Menholt’s final-round redlight hits harder the more you think about it. He was solid all day. Competitive on the tree. Competitive on E.T. He didn’t look rattled. He looked like a guy who belonged in that moment. Then: final round. -.006. That’s not a choke – that’s the tax you pay for being in the final at this race. The difference between winning the U.S. Street Nationals and finishing second was six thousandths of a second. And the twist of the knife? Menholt also took out Snowbirds winner Jason Harris earlier, ending Harris’ shot at the Elite Motorsports Million – the $1,000,000 clean sweep bonus that had the entire event humming with extra tension. In a weekend built on dreams, Menholt was both the guy who crushed one… and the guy who watched his own slip away by six. BEST: Fan Fare Went From “Racer’s Race” to Full-Blown Spectacle For years, U.S. Street Nationals had a reputation as a racer’s race – an event that catered more to competitors than fans. Not anymore. As the second stop in the Drag Illustrated Winter Series, the event has grown teeth and electricity. Fans were everywhere: pits packed, grandstands full, energy humming for four straight days. That atmosphere made everything sharper – especially the cutthroat final round of Pro Mod qualifying, which felt like a heavyweight title fight disguised as “one more session.” This is what happens when you blend star power, consequence, and a format that doesn’t care who you are. U.S. Street Nationals didn’t just feel bigger. It felt like it mattered. BOLDEST: Double-O Dallas Takes His First Swing Reigning, defending NHRA Pro Stock world champion Dallas Glenn made his Pro Mod debut at the U.S. Street Nationals, climbing into the iconic J&A Service ’63 Corvette and immediately validating the moment. Glenn ripped off several killer runs in testing and was every bit as sharp on the starting line as expected once qualifying began. Evolving track conditions – especially during the heat of the day – made life difficult for everyone on the property, and Glenn ultimately fell just short of the qualified field with a stout 3.605-second pass at 206.99 mph. Still, seeing the sport’s reigning Pro Stock champion make a legitimate swing at Pro Mod was a powerful moment, and one the Pro Mod fanbase hopes is just the beginning. WTF: Gustafson Breaks the Clock – and the Internet Eric Gustafson reset the bar Saturday night under the lights at Bradenton Motorsports Park, ripping off a 3.543-secondblast in his ProCharged ’69 Camaro to defeat No. 1 qualifier Jimmy Taylor in the opening stanza of eliminations. The pass – made with a 5-speed transmission and lock-up torque converter – now stands as the quickest E.T. in Drag Illustrated Winter Series history, giving Gustafson sole possession of the Winter Series E.T. record. It was a jaw-dropping moment that immediately reignited conversations around innovation, parity, and just how fast this series is willing to go. BOLDEST: Tom Gunner Steps Into the Deep End Tom Gunner, better known as Jimmy Dale, made his Limited Drag Radial debut at the U.S. Street Nationals, climbing into Rob Kohler’s screw-blown small-block-powered “Stick Weld” fourth-generation Camaro. Gunner earned his license during private testing in the days leading up to the event, qualified for the field, and showed poise well beyond his experience level before exiting in the first round after banging the blower. The result mattered less than the message: Gunner gained valuable seat time and proved he has what it takes to become a legitimate threat in high-level doorslammer drag racing. BEST: Tommy Youmans Finally Breaks Through After years of grinding, Tommy Youmans scored his first-ever drag race victory, parking his car in the winner’s circle in Pro 275 competition. A diehard Pontiac loyalist and one of the most universally respected figures in the pits, Youmans’ win was a feel-good moment that resonated far beyond the scoreboard. That loyalty mattered. Youmans has remained committed to a small-block Pontiac combination through the highs, the lows, and more than a few DNQs – never once wavering or chasing an easier path. According to crew chief and tuner Lee White, the breakthrough was years in the making. “The big part for him is we have worked and worked on that Pontiac engine combo to get it to be competitive because he is one million percent a Pontiac guy,” White said. “We struggled with DNQs and the whole time he never complained or gave up faith in me or the combo – we just kept working on it, whatever it took.” Racing alongside his wife Cheryl, and finally seeing that persistence pay off, Youmans’ victory was the kind of win that reminds everyone why drag racing still hits different. WTF: Mark Micke Doesn’t Qualify – And There Was a Reason One of the most feared Pro Mod racers on the planet, Mark Micke, failed to qualify at the U.S. Street Nationals – a sentence that almost doesn’t compute. Micke had qualified No. 1 at all three Drag Illustrated Winter Series races in 2024–25, swept low qualifier bonuses, and owned the Winter Series E.T. record. Post-race, the Jefferson City, Missouri-based team discovered a fracture in the chassis of Micke’s twin-turbo ’69 Camaro, finally explaining what had been a wildly out-of-character weekend. Repairs are already underway, and Micke now turns his focus to the World Series of Pro Mod, where few doubt a statement-making return is coming. This story was originally published on January 31, 2026. The post Best, Boldest & Most WTF Moments of the DI Winter Series’ U.S. Street Nationals first appeared on Drag Illustrated. View the full article

Volkswagen is preparing to launch a new "performance-focused" version of the Amarok, a midsize pickup that shares its underpinnings with the Ford Ranger. Instead of chasing petrol power or leaning fully into extreme off-road theatrics, Volkswagen is taking a different route with the Amarok W600. Developed in partnership with Walkinshaw Performance, the W600 – also called the Amarok Walkinshaw – focuses on diesel power, chassis refinement, and real-world usability. Since Volkswagen has faced a sharp decline in sedan and hatchback sales last year, it makes sense that it's finally on the way, after being revealed more than a year ago. While it;s intial plans were to be an Australian-exclusive, it seems there's a serious chance the Amarok Walkinshaw will sell internationally – that includes the US. A Diesel Ute Focused on Handling Volkswagen Volkswagen Volkswagen The Amarok W600 sticks with Volkswagen’s familiar 3.0-liter V6 turbo diesel, producing 247 hp (182 kW) and 443 lb-ft (600 Nm) of torque. Disappointingly, it shares the same power figures as the standard V6 Amarok. That said, Walkinshaw Performance makes its mark in how the truck drives. The W600 receives a bespoke Koni suspension setup, a revised rear anti-roll bar, and wider Michelin Pilot Sport tires. Together, these upgrades ought to make it one of the best-handling trucks in the segment. A pity it won't be as quick as its petrol-powered Ford brother. Little Power and A Sporty Exterior Volkswagen Volkswagen Volkswagen The 247-hp (182 kW) Amarok W600 enters a segment dominated by petrol-powered performance trucks, including the 470-hp (346-kW) Gladiator 392, 405-hp (298 kW) Ranger Raptor, and 310-hp (228-kW) Colorado ZR2. It's definitely an odd entrant into the segment, but its new-and-improved appearance makes it a worthy contender to the heavy hitters – just ignore the expected 0 to 60 mph time of 7.6 seconds. The standard Volkswagen Amarok is a clean, premium midsize pickup truck, and Walkinshaw’s visual changes add a sense of sportiness. The Amarok W600 gains 20-inch wheels, wider fender flares, unique badging, a dual-exit exhaust, and redesigned bumpers. However, Volkswagen has yet to show us what its front bumper looks like without a piece of digital camouflage covering it up. Australia First, Global Next? Volkswagen Volkswagen Volkswagen For now, the Amarok W600 is confirmed only for Australia, with deliveries expected between July and September 2026. That said, the product manager for the Amarok, Michael Cenci, told Australian publication Drive it would be "kind of crazy" not to explore international opportunities. Daniel DeGasperi, another Volkswagen Australia representative, supported the idea by claiming there is interest in introducing the Amarok Walkinshaw "at an international level." Although it might not be as powerful as other gas-powered midsize pickups, the diesel-fed VW Amarok W600 will be a one-of-a-kind offering in the US, if it ever arrives. View the full article

With the new 2026 Honda Prelude just rolling into U.S. dealer showrooms, it could take some time to see how potential buyers react to the sporty new coupe. In particular, the automaker will be waiting to see how owners feel about the new S+ Shift system. Related: Are You Willing to Pay $63,000 For a Honda Prelude? Some Dealers Think So Kristen Brown The sixth-generation Prelude is the first to get a hybrid drivetrain, a two-motor, direct-drive design derived from the latest Civic, rather than a conventional transmission. The lack of a manual gearbox, in particular, has generated a fair amount of controversy among reviewers and Prelude loyalists alike. The S+ Shift system is meant to provide an engaging alternative, capable, Honda said, of simulating “a performance transmission experience, including downshift blips, rev matching and gear holding. Expect to see S+ roll out across Honda’s hybrid line-up.” What is S+ Shift Prelude’s drivetrain pairs a 2.0-liter Atkinson cycle direct injection gasoline engine with twin electric motors. Like most hybrids, the package delivers great mileage numbers: 46 mpg city, 41 highway and 44 combined. But what matters more for the sporty nature of the coupe is the combined output of 200 horsepower and a peak 232 pound-feet of torque. For traditional performance fans, the downside is that Prelude doesn’t have a conventional transmission. The system’s traction motor functions more like an EV, directly sending power to the front wheels. Related: Honda Brings the Prelude's New Performance Hybrid Tech to the Civic The coupe does have a series of selectable driver modes, including Comfort, GT and Sport, each recalibrating vehicle functions like steering, suspension dampers and an enhanced exhaust note. S+ goes a step further, capable of creating the feel of eight virtual step gears. Depending upon the mode a driver selects, it also impacts those other functions. In Sport, for example, activating S+ gives you what Honda describes as “the exhilaration of a high-revving naturally aspirated engine, complete with completely with deliberately increased gear shock, vibrations, engine sounds and active downshifting during acceleration.” And while there may be no stick, Prelude – which comes in just one trim – does have steering wheel-mounted paddle shifters to “shift gears virtually without taking hands off the steering wheel.” In the process, a driver gets a sense of what’s happening as the digital gauge cluster’s Power Meter turns into a tachometer with upshift/downshift guidance marks. A Growing Hybrid Line-UpHonda was the second automaker to introduce a hybrid-electric vehicle a quarter-century ago – though its quirky, first-generation Insight model actually beat the original Toyota Prius to the U.S. market by a few months. Since then, Honda has expanded its HEV line-up, albeit at a slower pace than its bigger rival. But, with demand for the high-mileage technology starting to grow at a rapid pace, Honda’s been adding hybrid options to more and more product lines. There’s one thing different, however, newer models are putting as much emphasis on performance as fuel efficiency. Prelude’s 200-hp twin-motor drive is shared with the Civic Hatchback Hybrid and the CR-V Hybrid bumps output up to 204 hp while introducing a Sport mode. It’s not alone. Other manufacturers, including Toyota, Hyundai and Kia, are taking a similar approach with some of their new hybrids. “The systems now hitting the market are on the right path,” said Sam Fiorani, lead analyst with AutoForecast Solutions. “We’re going to see engineers looking for ways to make the experience more visceral.” That’s especially true for hybrid buyers who also want performance. “I can’t imagine a fan of the Prelude wanting bland, smooth acceleration and no noise. Part of what they want is the sound of the engine and the feel of it going through the gears.” Expect to See More of the S+ ShiftConsidering the relatively low volume Honda expects out of Prelude you might wonder why it would go to the effort of developing a system like S+ Shift just for that little coupe. It didn’t. “We’re going to expand that system to other hybrid models,” starting later this year with the Civic Hybrid, said Lance Woelfer, vice president of automobile sales for American Honda. We could eventually see it become a virtually standard feature on the brand’s hybrid line-up, at least on HEVs that put a premium on performance. Honda Don’t be surprised, meanwhile, if S+ Shift, or a technology meant to create a similar visceral experience, starts to show up in the automaker’s pure battery-electric vehicles, like the Honda 0-Series line-up that will start rolling out later this year. The first long-range EVs developed in-house, they’re designed to deliver improved range, higher efficiency – and better performance. The first of these will debut in the form of a reborn Acura RSX and it will initially launch in dual-motor all-wheel-drive form which could yield as much as 500 hp combined. While specifics have yet to be revealed, its widely expected that we’ll see the RSX offer similar functions meant to enhance the performance feel. Honda’s Not AloneThe third-largest of the Japanese automakers is by no means the only automaker emphasizing the performance potential of electric motors – nor the only one looking for ways to enhance the visceral feedback its electrified products. “If manufacturers want to encourage performance buyers to get an EV or hybrid they will have to offer the sound and feel of a performance car.” One of the best examples is the Hyundai Ioniq 5 N which added features like the N Pedal that not only increases throttle response but introduces performance sounds through the EV’s eight internal and two external speakers. It’s e-Shift function works much like S+ Shift, simulating step gears and even introducing a more aggressive shift slap. Its N Launch Control is designed to maximize takeoff acceleration. And Ioniq 5 N also gets a “drift optimizer,” which is meant to simulate the way a driver can let the back end hang out with a rear-wheel-drive gas model. Related: Porsche Admits the Hyundai Ioniq 5 N Is Influencing Its Next EV Sports Cars Another example is the Dodge Charger Daytona. The all-electric Scat Pack package punches out up to 630 hp – 670 in PowerShot mode – and 627 lb-ft and can hit 60 in just 3.3 seconds, with a quarter-mile run in 11.5 seconds. It also adds the ability to manually “shift,” engage Launch Control and generally simulate the sort of performance behavior of the gas-powered Charger – all the while enhanced by its “Fratzonic Chambered Exhaust” system which provides a Hellcat-like exhaust note, both in and outside the vehicle. Mazda Enhancing the sound and fury of performance isn’t limited to just electrified vehicles, analyst Fiorani noted. When it was developing the original Miata many moons ago Mazda engineers went to great lengths to deliver what they felt was just the right note out of its powertrain. A number of manufacturers, including Toyota, Ford and even BMW and Ferrari, use tricks to enhance the sound of their vehicles. In some products, they mechanically pipe engine audio into the cabin. But it’s not uncommon these days for them to use simulated sounds subtly pumped out of the vehicle’s sound system, as well. Related: Ferrari Elettrica: Maranello's First EV Is A Thousand-Horsepower Quad-Motor That's Smaller Than A Purosangue View the full article

A Shift in StrategyWith the recent slowdown in electric vehicle adoption, hybrids appear poised to play a larger role in the coming years—and Kia seems to agree. According to a report by Australia’s CarSales, the Korean marque is evaluating a plug-in hybrid version of its first pickup truck, the Tasman. For the uninitiated, the Kia Tasman is a midsize, body-on-frame pickup that is not sold in the U.S. and is unlikely to arrive due to the 25-percent “chicken tax” on imported light trucks. Even so, the model offers a clear indication of what Kia can deliver in the pickup segment—particularly as corporate sibling Hyundai, which sells the outgoing Santa Cruz in the U.S., is reportedly planning to develop a new truck potentially based on the Tasman’s platform, according to CarSales. Kia The Two Sides of the PlugA plug-in hybrid powertrain would allow the Tasman to be charged for EV-like operation, including an all-electric driving mode that would be ideal for short trips. However, the setup comes with drawbacks, most notably the additional hardware, which typically results in a higher price tag. Moreover, PHEVs have developed a mixed reputation for long-term reliability compared with simpler, more traditional non–plug-in hybrid systems. So why would Kia invest in a plug-in pickup truck that remains largely uncharted territory? The report notes that the automaker is targeting the BYD Shark 6, a PHEV pickup that has found strong demand in Australia. In other words, there appears to be a market appetite for this type of vehicle in the region—a crucial factor as Kia looks to ensure the Tasman’s success. “I would like a plug-in, and I would like an EV,” said Kia Australia CEO Damien Meredith. “If I'm being greedy, so be it. But that's what I'd like to help with the success of Tasman.” Kia Future-Proofing the TasmanThe Australian-spec Tasman is currently powered by a 2.2-liter turbocharged inline-four diesel producing 207 horsepower and 325 lb-ft of torque. A hybridized powertrain is reportedly slated to arrive around 2027 or 2028, coinciding with a planned mid-cycle facelift. Should the Tasman gain plug-in capability, it would enter a limited field of PHEV pickup trucks, joining models such as the Ford Ranger PHEV, which isn't coming stateside. Jeep was supposed to introduce the 4xe plug-in powertrain to the Gladiator, but to no avail. While the U.S. market is unlikely to see this development, Kia will continue to focus on core models such as the Sorento and the next-gen Telluride. Kia View the 3 images of this gallery on the original article View the full article

They Don't Make 'Em Like They Used ToFor those old enough to remember, the Chevrolet Monte Carlo started out as a personal luxury coupe. It's a dead segment now, but it was thriving back in the day. That said, the Monte Carlo became renowned not for its cushy, luxurious side but rather for its motorsports background. The Monte Carlo was absolutely dominant in NASCAR in the '70s, and its success carried on until it was axed in 2007. But perhaps one of the more interesting models of this coupe was from the mid-'80s. That would be the SS Aerocoupe, a true homologation special that we think deserves more attention. Why it was MadeWhile the Monte Carlo established itself as a massively successful race car, the Ford Thunderbird at the time featured a sleeker, more aerodynamic design that sliced through the air like never before. Sure, the Chevy was still winning and got a smoother nose in the early '80s, but Ford wind-cheating 'Bird was a serious threat. Not wanting to lose its grip on NASCAR, Chevrolet countered that with the Aerocoupe. But for it to be a valid entry in the series, the company needed to build 200 road-going versions in line with homologation rules. With that, Chevrolet got to work and sold it to the public in 1986. Bring a Trailer What Makes it SpecialFrom the front to the B-pillar, it was your standard Monte Carlo SS, but the rear section is where the magic happens. The unique sloping rear windshield was longer than the standard coupe's, reducing turbulence created by air pockets, at least in theory. With aero enhancements, the trunklid was shortened to accommodate that change. The car was also given a lower rear spoiler compared to the standard SS coupe. Only 200 of these cars were supposed to be built. All were finished in white and had a cushy burgundy interior. The cars were given the aero treatment by Cars & Concepts in Michigan. It's safe to say the first batch of Aerocoupes was snapped up pretty quickly, enough to merit a second production year. In 1987, Chevrolet shifted 6,052 SS Aerocoupes out of the 33,199 SS models. Mind you, it wasn't just the Monte Carlo that got the Aerocoupe treatment. Pontiac also had its own version in the form of the Grand Prix 2+2 Aerocoupe, and that one had an even longer and larger rear windshield that gave it a laughably small trunk opening. It's much rarer than the Chevy, with just 1,225 built. Curiously, the Buick Grand National was left untouched. Bring a Trailer On the TrackTruth be told, we can't say for certain if the sleeker rear did anything to improve the car, although the results seem to suggest that it did. It practically dominated the 1986 and 1987 seasons, and if it wasn't Dale Earnhardt winning, it was either Tim Richmond or Darrell Waltrip in their Aerocoupes driving to victory lane. The Aerocoupe was vital in building up Earnhardt's legend, too. In the two years that the car was produced, he won back-to-back titles in both '86 and '87 Winston Cup seasons, netting him his second and third titles. All in all, The Intimidator won 16 times with the Aerocoupe, 11 of which were in 1987. Dale Earnhardt 1987 Chevrolet Monte Carlo SS On the RoadSo, back to the road car, what did it have? Well, it's a lot more docile than the race car, that's for sure. When we think homologation special, we think of a stripped-down, hardcore version of a car, but it wasn't the case at all with the Aerocoupe. It had a full interior, creature comforts, and even a three-speed automatic transmission. The engine was exactly the same as the one found in the standard SS coupe. That meant a 305 cubic-inch (5.0-liter) High-Output V8 with 180 horsepower and 225 lb-ft of torque. It also benefited from a more aggressive axle ratio, as well as the F41 sport suspension package. Car and Driver tested a non-Aerocoupe SS way back in 1983. Let's just say that performance figures are very 'of its era,' to say the least. 0 to 60 took 8.2 seconds, and crossed the quarter-mile in 16.1 seconds with a trap speed of 88 mph. Sure, a modern compact will easily dust it, but do remember that America was just coming out of the Malaise Era, and anything that hit those numbers would be considered fast. Not fast by today's standards, but an important piece of American automotive history, nonetheless. Bring a Trailer Bring a Trailer View the 9 images of this gallery on the original article View the full article

A Second Look – This Time in YellowCapricorn Group gave us a clear look at how far its first road-car program has progressed at Salon Rétromobile in Paris by showing a running Capricorn 01 Zagato hypercar. The new example is finished bright, sunny yellow – a sharp contrast to the Verde Knokke green car that debuted last year. The yellow car in Paris is the first time we’ve seen this configuration in public, with new colors inside and out and a few technical tweaks. The second prototype is fully drivable, with a third already coming together at Capricorn’s Mönchengladbach facility. The three 01 prototypes will handle the bulk of testing and calibration before the German company builds just 19 coupes for customers, each starting at €2.95 million before tax, or around $3.5 million at today’s exchange rates. Capricorn Group An Analog Brief in a Digital EraZagato still handles the design, wrapping the all-carbon monocoque in bodywork that stays understated even with the performance on tap. The yellow prototype took its place on the Supercar Owners Circle stand, while the green car was shown separately with support from design partners. The Capricorn 01 Zagato goes against the grain of today’s hypercars. Under the hood is a supercharged 5.2-liter V8 with over 900 metric horsepower (888 hp) and 738 lb-ft of torque, all sent to the rear wheels through a five-speed dogleg manual. There’s no hybrid system, no paddles, and no drive-by-wire tricks here. Dry weight comes in under 2,646 lbs, thanks to carbon fiber everywhere you look. Brembo carbon-ceramic brakes handle stopping, and you get manual controls for Comfort, Sport, and Track modes that adjust damping and response without dulling the feel. Inside, the cabin is all about touch – Connolly leather, Alcantara, milled titanium, and exposed carbon are everywhere. Capricorn Group Only a Handful of Build Slots LeftMotorsport experience shaped the chassis, with suspension work tested at the Nürburgring. The pushrod setup uses Bilstein EVO R dampers and has already been through a seven-post rig. According to the company, early results show sharp body control and serious rigidity. Capricorn CEO Robertino Wild focuses on getting the cars road-ready instead of making big announcements, and the quick rollout of prototypes backs that up. Louyet Group will handle all sales, and only a few of the 19 build slots are still open. First deliveries are set for 2026, once the car is homologated for global markets. Capricorn Group View the 31 images of this gallery on the original article View the full article

The future is inevitable. Sometimes it feels like a freight train and we’re tied to the tracks. Fortunately, the future has yet to be written, and we have the power to shape it. We love to speculate about what the future might look and feel like, so we’ve rounded up eight motorcycles by artists and ... View the full article

The entire Cookout Clash at Bowman Gray will take place on Monday, February 2nd as the track is currently being hammered with a winter storm that is dropping several inches of snow. While Sunday is set to be clear, temperatures will remain below freezing and a wind chill that could be in the single-digits. As a result, NASCAR officials have rescheduled the event for Monday. On that day, the ...Keep readingView the full article

Testing New GroundBentley has been leaning into the performance space with the unveiling of the Continental GT Supersports and Continental GT S. That shift has now extended beyond paved roads with the unveiling of a new off-road concept dubbed the Bentayga ‘X.’ Bentley says the concept was deliberately designed to “stimulate feedback,” which could pave the way for the brand to produce more off-road-oriented vehicles. After all, the segment appears to be gaining momentum—even among luxury marques like Lamborghini with the Huracán Sterrato and Porsche with the 911 Dakar. Bentley Reworking the FormulaBased on the performance-focused Bentayga Speed, the X Concept features rugged off-roading equipment and modifications not typically associated with Bentley. It rides on 22-inch forged single-piece wheels wrapped in off-road tires. Stability is further improved by a 120-mm (4.7-inch) wider track, while a 55-mm (2.2-inch) ride-height increase helps the SUV better clear rough terrain. Power comes from a 4.0-liter twin-turbocharged V8 from the same VW Group engine family used in the Lamborghini Urus and Porsche Cayenne. In this application, the concept produces 650 PS (641 horsepower), which is sent to all four wheels via an 8-speed automatic transmission. Further enhancing the driving experience are the air suspension and the brand’s 48-volt electric active anti-roll control system. Bentley Designed to Be SeenAnother off-road upgrade is the roof rack, which is fitted with four spotlights to enable nighttime driving when visibility is less than ideal. While features like a more rugged bumper or a snorkel are absent, the omissions feel deliberate, underscoring the concept’s exploratory nature. The company demonstrated the roof rack’s capabilities by mounting an electric Bambino-size go-kart used in the FAT Ice Race—a winter car festival often likened to Goodwood, but held on snow. Speaking of which, Bentley, in partnership with FAT International, will showcase the X Concept alongside the Continental GT S and Continental GT Supersports at the FAT Ice Race in Big Sky, Montana, toward the end of February. The latter was previously pushed to its limits during a Gymkhana session with multi-time X Games gold medalist and motorsports driver Travis Pastrana. Taken together, these initiatives signal Bentley may be broadening its image—from one defined by effortless performance to a more expressive interpretation. Bentley View the 3 images of this gallery on the original article View the full article

Tesla is adding a new Supercharging safety and convenience feature that is meant to make unplugging faster when you need to leave quickly or when a connector does not want to cooperate. The update lets certain drivers release a locked charge cable from outside the vehicle, reducing the time spent standing at a charger and removing the need to jump into the cabin to stop a session on the screen. Zac Palmer How The New Unlatch WorksThe feature is delivered through Tesla software update 2026.2.3 and is currently listed for Model 3 and Model Y in the United States. When the vehicle is unlocked, or when a recognized key is nearby, the driver can pull and hold the rear left door handle for about three seconds. That action stops the charging session and unlatches the charge cable so it can be removed. Accoding to the release notes: “Charging can now be stopped and the charge cable released by pulling and holding the rear left door handle for three seconds, provided the vehicle is unlocked, and a recognized key is nearby. This is especially useful when the charge cable doesn’t have an unlatch button. You can still release the cable using the vehicle touchscreen or the Tesla app.” The idea is simple, the door handle is close to the charge port on these models, so the driver can complete the whole process from the charging side of the car without opening the app or waking the central display. Tesla is framing it as a safety feature because it gives drivers a quicker exit option if something feels off at a charger site, while also helping in common nuisance situations like a stuck connector, a failed release button, or an adapter that does not easily disengage. Why It Matters For Real World ChargingMost Tesla Supercharger handles already have an integrated button that can open the charge port and release the latch, but that is not always the tool you end up using. Charging with adapters, third party equipment, or a handle that is worn or unresponsive can turn a simple departure into a frustrating delay. In cold weather, the problem can be amplified by ice, road grime, or stiff seals, and anything that shortens the time spent fumbling at a charger improves both convenience and peace of mind. It also reflects Tesla leaning on software to smooth ownership edges at a time when the lineup is under constant scrutiny. Small quality of life updates like this tend to land well because they address an everyday experience. Model 3 and Model Y owners are the immediate beneficiaries, which is notable given how much of Tesla’s volume and mainstream appeal sits with its more affordable models. And looking at the brand’s broader range, including higher priced models like the truck, charging convenience and ease of use still factor into value calculations alongside lease deals. View the full article

A Luxury Flagship That Isn’t Going Fully ElectricWe’ve known for a while that Toyota’s new ultra-luxury division, Century, isn’t going fully electric. That decision alone puts it on a different path from brands like Jaguar, which are moving toward all-EV lineups. For buyers who see internal combustion as part of what makes a luxury car special, Century is sticking to that formula. Even better, recent reports from Japan indicate that the upcoming Century Coupe, based on the car shown at the 2025 Japan Mobility Show, will double down on that approach. Rather than downsizing or moving to smaller engines, the coupe is expected to use a V12. While that might seem unusual now, it actually follows the second-generation Century from the 1990s, which also used a V12. It’s actually regarded as the smoothest V12 ever created. This was then replaced by a V8 in the third-gen model, and later by a V6 in the Century SUV. That said, this is more of a return to form rather than a new direction. Toyo Return to FormAccording to Magazine-X, a local automotive publication in Japan, the Century Coupe will use a plug-in hybrid system built around a 6.0-liter twin-turbo V12 engine. The report, brought to the surface by Creative Trends, suggests a total system output equivalent to roughly 800 metric horsepower, or about 789 hp. Reports say the Century Coupe will send power to all four wheels using Toyota’s E-Four all-wheel-drive system, paired with either an eight-speed or ten-speed automatic. The hybrid system isn’t there to replace the engine, but to make power delivery smoother and improve refinement at low speeds, while still keeping the car comfortable for long drives. Magazine-X adds that the V12 might be a completely new engine, not just a reworked version of Toyota’s existing inline-six. That fits with Century’s focus as a low-volume, prestige brand, where engineering choices are made for the product rather than just to share parts across models. Toyota Where the Century Brand Is HeadedToyota launched Century as its own ultra-luxury brand, replacing Lexus as the top-dog Toyota brand and aiming to compete with names like Bentley and Rolls-Royce. Where the European brands focus on tradition and prestige, Century puts durability and long-term reliability at the center of its appeal, treating those qualities as part of what makes the car luxurious. Pricing is expected to match those ambitions, with reports pointing to a starting price around 30 to 40 million yen ($190,000 to $260,000). Highly bespoke versions could reach 50 to 70 million yen ($320,000 to $450,000). Production will likely stay low, focusing on exclusivity instead of high volume. The Century Coupe is expected to launch around 2027, which lines up with the 60th anniversary of the Century name. For now, the brand is focused on Japan, but as awareness grows, a US release could happen. Century View the 7 images of this gallery on the original article View the full article

Triumph Motorcycles' chief engineer Stuart Wood has been there for longer than some readers have been alive, and he recently chatted with us.View the full article

Volkswagen has reiterated its commitment to the combustion-powered hot hatch, a commitment that will extend into the next decade. The EA888 2.0-liter turbocharged four-cylinder that powers the Golf GTI and Golf R (among other VW products) is being developed to conform to new emissions regulations in Europe. This development project will run concurrently with Volkswagen's rollout of new all-electric GTI models, reports the U.K.'s Auto Express. The publication spoke with VW's head of chassis development and driving dynamics, Sebastian Willmann, who said that while the engine needs some updates, VW is working hard to "bring the engine to Euro 7 [standards]." And those updates may come with more power. VW Needs to Work Fast to Keep Combustion Alive Volkswagen Willmann did not reveal what changes the EA888 requires to be compliant with the new regulations, but VW will have to act quickly to implement whatever improvements the new rules require because they come into effect in November of this year. Such an overhaul can bring the added bonus of more power, and when talking about the Golf R and its 328-horsepower maximum, he acknowledged that there is "some room for improvement," adding, "Let's see what, over time, is possible." With Mercedes-AMG's A 45 S and Audi's RS 3 both playing in the 400-hp ballpark, a new Golf R could do with a bump, as long as the price isn't too high for a VW-badged product. Related: 2027 Volkswagen Golf R Set For Radical Five-Cylinder Transformation Regardless, the fact that the company does not need to develop an all-new engine is good for everyone, even if the manual transmission has departed Wolfsburg forever. "[At] VW, we must deliver on all aspects," said Willmann. "We need efficient cars, we need performance cars — like the Golf R or the GTI — and we need some cheaper cars, and cars which are positioned higher." Hybrid VW Hot Hatches Seem Inevitable Volkswagen Around the middle of last year, Volkswagen CEO Thomas Schäfer already confirmed that there would be a "strong presence" of combustion-powered vehicles in the 2030s, adding that they will be "probably a little bit electrified." The company boss did not explain whether this would mean plug-in hybrids or mild-hybrids, but it would make sense for larger vehicles like the Tiguan to feature the former setup. In smaller vehicles like the Golf GTI and Golf R, where space is minimal and deft handling is paramount to the experience, the latter approach seems a shoo-in. Whatever the case, expect future VW hot hatches to take on styling elements from the upcoming ID. Polo GTI, arriving in European markets before the end of the year. View the full article

From Viral DIY to a Six-Figure V12 GambleMat Armstrong is no stranger to ambitious DIY supercar content. Across the wider YouTube car scene, he has pushed the idea that even the most exotic machinery can be tackled outside traditional dealer networks, including experiments around 3D-printing hypercar parts. Bugatti has publicly explained why that thinking does not apply to a Chiron, citing material science and safety-critical tolerances. That context matters because Armstrong’s Ferrari 812 Superfast rebuild sits squarely between internet optimism and engineering reality. When new, the Ferrari 812 Superfast carried a price tag of around $335,275 in 2017, firmly placing it in six-figure territory before options. Armstrong’s example promised access to that V12 experience for far less, though the exact purchase price was never disclosed. With just 9,000 miles and listed as running and driving, it looked like a calculated risk. That illusion faded quickly once oil was found in the intake and the dipstick revealed milky contamination, raising immediate concerns about internal engine damage. Engine Anxiety Before Any RebuildRather than rushing to fire it up, Armstrong and his team focused on understanding whether the 6.5-liter naturally aspirated V12 could be saved. All twelve spark plugs were removed, and each cylinder was inspected with a camera to check for oil or water that could cause hydraulic lock. Attention quickly turned to the PCV system, along with the possibility that the car had been tipped forward during the crash or recovery, forcing oil and water into places they should never reach. Repeated oil drains confirmed the worst suspicions, with thick, caramel-colored fluid pouring out. Despite this, the cylinders themselves were clean, and the engine ran without catastrophic noise. Through multiple oil flushes, clearing the breather lines, and correcting damaged oil-cooler plumbing, the V12 gradually stabilized. It was enough to justify continuing the project, even though the true source of the contamination was not immediately obvious. Mat Armstrong/YouTube View the 4 images of this gallery on the original article Solving Problems as They AppearedWith the engine tentatively cleared, the rebuild escalated into structural repair. What initially looked like front-end damage included bent aluminum chassis legs, distorted mounting points, and a crushed radiator pack. Sections of the front structure had to be cut out and remade to factory dimensions, with careful measurements taken to ensure the headlights, bumper, and body panels would eventually align correctly. Inside the cabin, modern Ferrari complexity became unavoidable. All airbags had deployed, seatbelts were locked, and crash data was stored in control modules that required specialist resetting. Mat Armstrong/YouTube View the 4 images of this gallery on the original article What the Build Says About Real-World OwnershipBy the time the 812 began to resemble a finished car, the original 24-hour rebuild target had collapsed. Wrapping the car in green consumed significant time and eventually required professional help. Add in structural fabrication, repeated oil and coolant flushing, interior restoration, and a full valvetronic exhaust system, and the labor bill quickly grew. The final tally reached roughly 54 hours, involving multiple skilled hands across different disciplines. While rebuilding a wrecked Ferrari may look like a shortcut into the supercar world, the manpower, specialist skills, and sheer hours involved suggest it is rarely a bargain. With the purchase price for the wrecked vehicle undisclosed, it is difficult to judge the true savings, if there are any. In practical terms, sourcing a clean used example at auction may have made more sense. Armstrong’s 812 is somewhat of a success story, but it also shows that buying the car is only the beginning. Making a modern Ferrari right is where the real cost begins. At least it made for compelling content. Mat Armstrong/YouTube View the 4 images of this gallery on the original article View the full article