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Road Ethos is the new automotive lifestyle website in town, and it features some of your favorite Autoblog writers, like yours truly, Kyle Edward, and Marco della Cava, among others. Curious what makes it different from the competition? We are a dedicated collective of writers, editors, and photographers committed to bringing you high-quality automotive journalism. Whether it’s the thrill of driving dynamics or the emotional pull of great design, everyone at Road Ethos brings a distinct voice to the conversation. We are here to decode the industry and take you along for the ride. Let's just get it out of the way right away: Road Ethos is not a competitor to Autoblog. It is still a part of The Arena Group, after all. We focus more on long-form, feature-length articles surrounding the automotive hobby. A few examples of the articles we have ready so far include my feature on the designer edition cars of the 1970s, Kyle's analysis of the 2026 Ford Mustang Dark Horse SC, and Joseph's comparison of his old 2016 Toyota RAV4 and his new 2022 Chevy Blazer. We're constantly working on new content, so you can look forward to something fresh delivered straight to your news feed on a daily basis. The best way to keep up with what we're doing is to bookmark our homepage, of course, but also follow us on social media! If you have a burning topic or idea that you just wish somebody would write about already, feel free to drop us a line, and we'll do our best to make that dream a reality. We hope you'll join us in celebrating the details that make the automotive hobby so incredible, and we look forward to sharing our stories with all of you! View the full article

My Driving Impressions & Recommendations For Adjuster Settings King Shocks are widely considered one of the top-tier choices for off-road performance shocks. They’re not cheap by any means, but based... The post King Shocks 2.5 Coilover & Shock Package For 6th Gen 4Runner – Review appeared first on Trail4R.com - 5th Gen 4Runner Mods. View the full article

Hydroplaning is never a good timeIf you’ve ever driven through a heavy California downpour—especially on 680, 580, or 101—you know how quickly a harmless sheen of water can turn into a skid. Hydroplaning happens when your tires encounter more water than they can push aside, lifting the rubber off the pavement and causing a total loss of steering and braking control. It’s sudden, it’s terrifying, and it’s more common than most drivers realize. Especially since most Californians don’t have to pay as much attention to their tires as drivers of other regions do. Photo by Viacheslav Volodin on Unsplash But here’s the legally messy part: if two cars hydroplane into each other, who’s at fault? Is anyone at fault? And can weather be a valid excuse to an insurance company? To get clarity, I spoke with California traffic attorney Scott Ball, who broke down why hydroplaning cases are some of the most legally ambiguous collisions on the road today. Hydroplaning may not always be the fault of the driver, but it doesn’t always excuse an accidentHydroplaning is often described as “unavoidable,” but California law doesn’t see it that way. Drivers are required to adjust their speed and behavior to match weather conditions — even if that means driving below the posted speed limit. California’s “reasonable and prudent speed” rule (CVC 22350) requires drivers to travel at a safe speed for conditions, not just the number on the sign. Kristen Brown That means a driver can be cited for speeding even if they were under the limit during heavy rain, Ball said. Hydroplaning is more likely to happen when drivers exceed 35 mph on wet roads, use worn or seasonally inappropriate tires, or fail to slow down for standing water. I’ve seen it myself several times. It’s pouring rain, but drivers are still cruising at 75 to 80 mph in the left lane instead of slowing down. “Fault” isn’t as linear as most people thinkBall emphasized that “fault” isn’t a single, linear, black-and-white concept—and that’s where most people get confused. For instance, most rear-end collisions typically point to the following car because it’s assumed that the accident happened as a result of them doing something unsafe, like following too closely. But when it comes to hydroplaning specifically, fault isn’t as easy to establish. “It depends on what kind of ‘fault’ you’re talking about,” Ball explained. “There’s civil liability, which determines who pays for damages, and there’s criminal liability, which determines whether either driver broke the law. They’re related, but one doesn’t automatically decide the other.” Photo by Kristiadi Ricky on Unsplash Two things can happen at once: a driver might break a traffic law, but still not be the primary cause of the crash because of other scenarios I'll break down later. Or, a driver might be civilly liable for damages, but not be criminally liable if they weren't speeding or driving unsafely. How civil liability is assigned when both cars hydroplaneCivil liability in a hydroplaning crash isn’t a simple yes‑or‑no determination. California uses pure comparative negligence, meaning each driver can be assigned a percentage of fault based on how their actions contributed to the collision. In cases where both cars lose traction, investigators look closely at the moments leading up to the crash rather than assuming one driver is entirely responsible. Scott Ball explains that the analysis starts with the basics: “Civil liability would be determined by who was more at fault using a number of factors—most importantly speed, and where and how the collision took place,” he said. “It could also be determined that the civil liability is 50/50.” Speed relative to conditions is often the biggest factor, since driving too fast on wet pavement—even below the posted limit—can be considered negligent. Tire condition, lane position, and any sudden steering or braking inputs are also examined to determine whether either driver made a maneuver that increased the risk of hydroplaning. Kristen Brown Environmental conditions round out the picture. Investigators document road drainage, standing water, and pavement quality, along with the severity of the weather at the time of the crash. These details help determine whether the hydroplaning was unavoidable or whether a reasonable driver should have adjusted their behavior. In the end, liability often becomes a blend of driver choices and environmental factors, which is why hydroplaning cases so frequently result in shared fault rather than a single clear culprit. Criminal liability in hydroplaning crashes is a bit more streamlined. But only by a little bitCriminal liability in a hydroplaning crash is a separate question from civil fault, and Scott Ball emphasizes that distinction clearly. “Criminal liability would simply be the question of whether each driver broke the law, independent of the other driver’s actions,” he said. In wet‑weather collisions, the most common charge is violating CVC 22350, California’s basic speed law, which requires drivers to travel at a speed that is safe for the conditions. Ball notes that this law is broader than most people realize: “It’s actually possible to be cited for speeding even if you’re under the speed limit. On a very wet road, driving under the limit could still be unsafe if it causes you to hydroplane.” Photo by Michael Förtsch on Unsplash Other violations may also come into play, such as reckless driving, unsafe lane changes, running a red light, or making an unsafe turning movement. Whether any of these apply depends entirely on what each driver was doing in the moments before losing control. In some cases, private property owners, tire companies, or government agencies can be at-faultAlthough driver behavior is the most common cause of hydroplaning, there are situations where liability shifts away from the person behind the wheel. Defective tires can play a significant role; if a tire’s design or construction flaw contributed to the loss of traction, the manufacturer may bear responsibility. Government entities can also be liable when poor drainage, uneven pavement, or known hydroplaning hotspots are left unaddressed or unmarked, creating conditions that make skidding far more likely. In some cases, responsibility may fall on private property owners if the crash occurs on a road where water pooling or surface issues were known problems that were never corrected. Scott didn’t mention these instances specifically, but I just thought it was worth noting that California laws allow responsibility to extend beyond the driver in certain circumstances. Final thoughtsHydroplaning crashes fall into a legal gray area because they blend unpredictable weather, road conditions, and human behavior. California law expects drivers to anticipate wet‑weather hazards, but it also recognizes that not every skid is caused by negligence. If you’re ever involved in a hydroplaning collision, the best thing you can do is document everything: photograph the road and weather conditions, save any dashcam footage, have your vehicle inspected, request EDR data, and note any standing water or drainage issues. As Ball emphasizes, civil and criminal liability are separate determinations—and neither is automatic. Point being: be careful when it's wet out there, folks. View the full article

Two Triumphs lead the charge this week: a Speed Twin café racer from Spain and a Bobber from the UK. We end things with a classy Ducati Monster 796 featuring miles of forged carbon fiber.Triumph Speed Twin 1200 RS by Tamarit MotorcyclesStraight out of the box, the Triumph Speed Twin 1200 RS is the s... View the full article

Icy winter mornings can be hard on both drivers and their cars. That’s why many people still rely on a familiar routine: start the engine, step away for a few minutes, and let the car warm up while the windshield defrosts and the cabin heats up. Harmless enough, right? In Texas, that habit can land you on the wrong side of the law, with penalties that make sitting in a cold car suddenly seem far more appealing. Texas Law Treats Unattended Idling As An Offense Kristen Brown Under Texas Transportation Code Section 545.404, drivers are prohibited from leaving a vehicle unattended unless several conditions are met. The statute explicitly requires the engine to be switched off, the ignition locked, and the key removed before walking away. In real-world terms, leaving your car running in the driveway or outside a store, even briefly, can be enough to trigger a citation. In parts of North Texas, enforcement agencies have warned that violations may be charged as a Class C misdemeanor. That comes with a potential fine of up to $500. But why? Apparently, the idea behind it is to minimize the number of unattended idling cars, i.e., potential theft targets. What If Your Car Has Remote Start? BMW USA Fortunately, the law makes room for modern technology. Vehicles equipped with remote start systems are exempt, as long as the engine can run without a key in the ignition and the car cannot be driven until the key is present – that includes aftermarket systems, too. That said, keyless ignition vehicles without remote start still fall into a gray area for many drivers. Even if the car requires a fob to be inside before driving, leaving it running and unattended still creates an opportunity for theft, which is exactly what the legislation aims to discourage. Texas has been leaning heavily into road safety and compliance in recent years. From digital speed limit signs to adapt to traffic flow to new requirements for lawful presence when registering a vehicle, the state has made it clear that convenience often takes a back seat to regulation, at least on paper. Easiest Way To Stay Warm and Stay Legal Jérémy Glineur There are costly solutions to this unnecessary dilemma, like buying a newer vehicle with faster heating systems or switching to an EV or plug-in hybrid – Mercedes-Benz claims their latest EVs can heat a cabin faster than a gas car. Still, those options are hardly practical solutions for most drivers. The simplest answer is also the least exciting. Do not leave your car running unless someone is behind the wheel. Combine that with essential tips for cold-weather prep and maintenance, and you can avoid both unnecessary idling and unnecessary fines. In Texas, warming up your car the old-fashioned way now comes with real legal consequences, making patience and presence the safest approach on cold mornings. View the full article

A new record for new-car pricesA new report published by Kelley Blue Book and its parent, Cox Automotive, says that average new-vehicle prices reached an all-time high in the last month of 2025. Initial Kelley Blue Book estimates show that the average transaction (ATP) price paid for a new vehicle in December 2025 was $50,326, a figure up from 0.8% from the same month in 2024, and up over 1.1% from November 2025's ATP of $49,814. Notably, this new figure is a callback to figures recorded in September, when Cox reported average transaction prices that reached a then-all-time high of $50,080, a figure influenced by transactions involving more expensive luxury and electric cars during the month. Cox also found that the average new-car manufacturer’s suggested retail price (MSRP) also set a record in December at $52,627, up 1.2% from the same month in 2024 and the eighth straight month where average MSRPs were above $50,000. Additionally, incentive spending increased to 7.5% of ATP, marking December 2025 as the highest point, although still lower than the 7.9% rate recorded in December 2024. Stellantis In a statement, Cox Automotive Executive Analyst Erin Keating said that elevated transaction prices are quite normal for December, as the market "delivers a strong mix of high-end and luxury vehicle sales" towards the end of the year. Keating added that the ATP figure is not an end-all, be-all of pricing trends, as it reflects what actually sells, rather than what wares automakers have on display. "It’s important to remember, the Kelley Blue Book ATP is a reflection of what was sold in a given month, not what is available," Keating said. "Last month, nearly 20% of shoppers bought luxury, a peak for 2025 – and that doesn’t include the volume of high-end pickups that were snapped up by affluent shoppers." Keep on truckin'Notably, KBB and Cox said that a major driver behind this elevated ATP level is more expensive varieties of vehicles, especially "strong sales of full-size pickup trucks." According to the market experts, December 2025 was the best sales month for full-size pickup trucks in five years and the sixth-best month within the decade, as more than 233,000 new trucks were sold from dealers to customers. On average, the transaction price paid for a full-size pickup in December was $66,386, which is reflected in the average transaction prices of notable Detroit mainstays. A closer look into Cox's data shows that in December 2025, the ATPs of F-150 maker Ford, Ram Trucks, Sierra maker GMC, and Silverado maker Chevrolet were well above the $50,326 industry-wide average. The ATP of General Motors' Chevrolet brand was the lowest of the group, with a slightly above-average figure of $50,433 in December, while Ford had a higher ATP of $57,614. At the same time, the December 2025 ATPs at Ram and GMC were substantially higher than the industry average, as their offerings left average consumers forking over $64,607 and $67,196, respectively. Incentives are driving EV salesDespite this, pricing relief wouldn't be found in the electric route, as the segment is also facing higher pricing well above the entire industry's ATP. Per KBB and Cox, the average price paid for a new EV in December 2025 was $58,034, a figure up 2.4% from $56,691 in December 2024. Though these prices are high, sales of EVs are being carried by heavy, "record territory" incentives, as they made up 18% of ATPs last month. One brand that Cox pointed out was Tesla, as the average price paid for a new Tesla in December 2025 was $53,680, a figure representing a 2.9% year-over-year dip as incentives jumped as high as 19.5% of ATPs during the month. As a result, sales incentives for EVs helped push EV sales above 84,000 units in December 2025, the best result since the government-backed sales incentives were taken away. In total, Cox and KBB estimate that about 1.28 million EVs were sold in 2025, down by about 2% from 2024, which they expect to equalize in 2026 as new models and continued improvements in the U.S. charging infrastructure make a mark. Final thoughtsLooking ahead to 2026, the automotive world is set for some big changes due to shifting consumer tastes and tech advancements. Additionally, the strong sales of full-size pickup trucks show that, despite their higher price tags, people continue to want them. Even though new car prices have skyrocketed, the rise of luxury and high-end models indicates that higher-income buyers are influencing the market. Cox data cited by the Los Angeles Times shows that new-car sales among households with annual incomes over $150,000 have increased by a whopping 45% since 2019. Over the same period, sales dropped by 7% among families with incomes between $75,000 and $150,000, while they’ve dipped by 30% during the same period among those earning $75,000 or less. All in all, affordability and pricing, consumer preferences, and market trends are going to have a big impact on the automotive industry going into 2026. View the full article

Toyota will race a V8-powered GR Supra in Australia’s V8 Supercars Championship, and now we finally know what it will look like. Ahead of its highly anticipated 2026 Repco Supercars Championship debut, Gazoo Racing has released digital renders of the GR Supra Supercar that will go up against the FordMustang and ChevroletCamaro down under, and it shares many similarities with the FT-1 concept from years ago. A V8 Supra With Aerodynamics in Mind Repco Supercars Championship At first glance, the 2026 GR Supra Supercar looks closer to its road-going sibling than many expected. Look a little longer, though, and the changes become obvious – apart from it looking much happier than the stock version. The majority of its shell has been reworked with aerodynamics in mind, thanks to extensive wind tunnel testing in the United States. The result is a wide, low stance with aggressive front camber, a deeply sculpted nose, a pronounced splitter, and an oversized rear wing. Details like the single front wiper, F1-style rain light, side-exit exhausts, and in-your-face diffuser are just the cherry on top. Under the skin, the Supra will be powered by a suped-up Toyota 2UR-GSE V8, the same engine found in the Lexus IS 500 and LC 500. Extensive wind tunnel testing in the United States helped ensure aerodynamic parity with its rivals, while still preserving a recognizable Supra silhouette. Gazoo Racing's Identity on Full Display The renders also showcase Toyota’s official Gazoo Racing Supercars livery, a busy but striking mix of red, black, and white that leans heavily into GR branding. While Gazoo Racing has been responsible for some of the coolest Toyotas ever made, the racing division is now operating as a standalone brand, so we'd expect nothing less than a plethora of logos. The “A90” badge on the windows references the fifth-generation Supra’s internal code, and carries extra weight now that Toyota has confirmed GR Supra production will end in March 2026. That said, Toyota has been hinting at the idea of a sixth-generation Supra. Racing With a Platform That's About to Close It is slightly ironic that Toyota is entering Supercars with a model nearing the end of its production run, although Chevrolet is doing much the same with the already-discontinued Camaro. It gets even stranger once you realise there are many other sports cars Toyota could have entered into the V8 Supercars series: From the brand-new GR GT flagship – that already sports a V8 powertrain – to the yet-to-come mid-engine sports car. Regardless, the GR Supra Supercar will make its first appearance in Sydney in February 2026, with Walkinshaw TWG Racing and Brad Jones Racing behind the wheel. View the full article

What Is It?Originally called the Chery QQ Ice Cream, the Jetour Ice Cream is an electric city car that's built to compete against other equally pint-sized EVs in China. It's a hugely popular market over there, so it's inevitable that some of China's biggest automakers are fighting for the top spot in that segment. It's cute, cuddly, and incredibly boxy, but the most important thing about it is its price. In its home market, it retails for just under $5,000 fully-equipped, although its price abroad, with taxes and duties, easily more than doubles that. Still, it's incredibly affordable (a smidge under $12,000 as tested, converted from Philippine pesos) and, on paper, has all the makings of a great city runabout. Jetour The SpecsWhen we say it's tiny, we absolutely mean it. It's just 117.3 inches long, 58.9 inches wide, 64.4 inches tall, and has a wheelbase of 77.2 inches. To put that into perspective, its entire length fits in between the wheelbase of a Ford Explorer with wiggle room to spare, and it'll easily fit in the bed of a full-size pickup. Should you decide to load said mini-EV onto a pickup, the latter won't be struggling much either. The Ice Cream is an absolute strawweight at just 1,715 lbs fully-loaded. Features? Manage your expectations. The interior can be best described as minimalist, and there's no touchscreen in there. Instead, your infotainment comes in the form of your own phone. There's a slot right for it, and you can channel your playlists via Bluetooth or wired connection. There are audio controls for the steering wheel, so it has that going for it. On the safety front, it comes with anti-lock brakes and a driver's side airbag. A reverse camera is also included, and the feed is displayed on the digital cluster. Rear parking sensors are thrown in as standard, just in case you still need extra help parking this bite-sized EV. It's a city EV, so it doesn't pack much power or battery capacity. The single electric motor sends motivation to the rear wheels, mustering 27 hp and 62 lb-ft of torque. The version we tested was the long-range model with its 13.9 kWh battery. Jetour What's It Like?Jetour says it's a four-seater, but it's really optimal for only two. That said, children fit in the back, but it leaves little space for luggage. For short trips, the back seats are tolerable at best, provided the people in front are no taller than Muggsey Bouges. On the flipside, headroom is good enough for those creeping towards the six-footer mark. As for the rest of the interior, its simplicity is its greatest asset, with idiot-proof controls and switchgear. It's strangely refreshing in a world bombarded by screens. Handling is obviously not its forte. Then again, its target demographic probably won't ever push it to its (low) limits. What's important for them is that it doesn't go belly-up at the slightest suggestion of a corner. With 12-inch rims on each corner, it was never going to be a corner carver. Still, around city streets and quiet country stretches, it's...fine. Light controls and steering are the main attraction here. In terms of ride, it's softly sprung and gets predictably choppy on corrugated surfaces or when the speed (eventually) picks up due to the diminutive dimensions. With just 27 horses on board, it makes a Mercedes-Benz 240D feel like a 300E (newer car, yes, but you get the point). Again, 0 to 60 mph times aren't the point of this car, which incidentally is the top speed of the Ice Cream. It gets off the line decently (if a little unrushed), and that's what matters for its target demographic. We can tell you that the Ice Cream is happiest on short trips around cities and towns, and it achieves that with relative ease. Besides, range is more important here, and we have to report that it's not great. You probably figured that out with its tiny battery pack, and its claimed NEDC range is estimated at 105 miles. We do have to note that it was Not Even Damn Close in our testing. We managed about 60 miles at 80 percent charge before it hit critical levels. If we do the math, you'll be happy to reach about 75 miles before the Ice Cream screams for a charge. It's worth pointing out that the car was also driven in hilly areas, and battery efficiency plummeted as a result. Yes, it's an inner-city car, but it does have to make a trip outside of it from time to time. By the way, the air-con compressor shuts off once the battery is low — in this case, 10 percent. Ask us how we knew... the hard way, during the summer. Jetour VerdictFrom an enthusiast standpoint, the Ice Cream isn't great, but frankly, so are old kei trucks that now have a growing fanbase stateside. The thing is, those little trucks have an odd charm to them, so can this mini-EV win people with its character? Well, these mini-EVs already have a cult following in China, and it ticks all the right boxes for city dwellers who are generally uninterested in cars (aka, the majority of car buyers) and just need the most literal form of personal mobility with air-conditioning. But if we're being honest here, its formula probably won't work for America. It's too small, will cry on short freeway jaunts, has an extremely limited range, and can't be charged with direct current. Where it has a place outside of Asia is in Europe. In fact, it's already being sold in Italy as a quadricycle rebadged as the Birba. The Old Continent has several cities with ultra-low-emission zones that favor these kinds of vehicles. Parking and space are at a premium, and maneuverability is key, making something like the Ice Cream a viable option. All in all, it's the type of car that fulfills its most basic use case — nothing more, nothing less. Jetour Jetour View the 11 images of this gallery on the original article View the full article

A surprise announcementSince its introduction in 2007, the Acura RDX has been a strong seller for Honda's premium luxury brand. Sales data from American Honda shows that the compact SUV was its second-biggest seller in 2025, behind the larger MDX SUV, with 31,627 units sold, representing more than a quarter of the brand's total sales. Despite this, Acura announced on January 14 that it would suspend production of the RDX "later this year," as the brand prepares to unveil a next-generation version of the SUV within the next couple of years. The new, fourth-generation model is expected to be a groundbreaking introduction for Acura, as it confirmed that the new RDX will have a two-motor hybrid-electric powertrain, positioning it as a key model as it plans a diverse mix of gas-powered, hybrid, and EV models. As part of the announcement, Acura released a cool teaser image showing a silhouette of what the future crossover could look like. While this may keep loyal fans and potential buyers looking ahead into the future, Acura dealers feel that the brand has made an ill-informed move that will drastically affect their business in the present day. Acura Acura dealers: We cannot wait for the new RDXAccording to a new report from Automotive News, Acura's announcement regarding the end of RDX production has caught Acura dealers by surprise. According to the trade publication, dealers were notified on January 14 that RDX production would be halted this year at Honda's East Liberty Auto Plant in Ohio due to "multiple parts shortages." Notably, these shortages do not affect the similarly-sized Honda CR-V, which is made at the same plant. In an interview, Acura's assistant VP of U.S. sales, Mike Langel, told AutoNews that RDX production will cease in the spring, and that it expects its remaining inventory to last through the summer and potentially into early fall. He emphasized that the decision to end production came after it was left with no other alternative. “We made every effort to extend [the RDX] as long as possible,” he said. “Some components are simply no longer available, and we’ve explored every avenue.” Acura However, several Acura retailers told AutoNews that the nature of the multi-year hiatus of RDX production leaves them in a very precarious position, especially as it leaves a gaping hole in a very competitive segment in Acura's lineup. Andy Wright, a managing partner at Vinart Dealerships in Pennsylvania, called the decision to discontinue "premature," given the timeline, and added that "not having an offering in a large and competitive segment for more than a year is definitely going to be a disadvantage." Ben Benstock, the VP of Paragon Acura in New York City, told the publication that "To cancel production on such short notice just leaves us hanging," while also amplifying that Acura and its dealers could see customers defect to competitors like Lexus with the RDX temporarily gone. “This is a ‘now’ business,” he said. “You can’t sell customers on ‘two years from now.’ Nobody’s going to wait for that truck.” Acura In addition, an unnamed Acura dealer raised concerns that the temporary loss of the RDX has shrunk Acura's model lineup, given that the automaker recently discontinued the TLX sedan and the ZDX EV. “We were promised Acura would be adding models, not subtracting,” they said. “Their selection is starting to dwindle to a minimal amount, which is a huge problem for dealers.” In the meantime, Acura wants to push RDX buyers into either the MDX or the ADXWith the RDX gone, Acura dealerships will sell just three new models: the Integra compact sedan, the ADX compact crossover, and the three-row MDX. Langel told AutoNews that it has a plan to sustain its numbers until the next-gen RDX arrives. It plans to boost the supply of the larger MDX and increase production of the ADX to drive more volume to the brand, while launching the RSX EV crossover in the latter half of 2026. Cole Attisha View the 2 images of this gallery on the original article Benstock noted that there is a "certain demand" for the RDX, and as a result, he estimated that just 20% of RDX buyers will bite onto either the ADX or the MDX. However, this isn't stopping Acura from trying to retain loyal customers. The same day Acura announced the end of current RDX production and the new RDX, it unveiled an "aggressive" new loyalty program designed to keep Acura RDX owners in a new Acura. Current RDX owners will get discounts on the rest of the Acura lineup; $2,500 toward a new MDX, $1,500 for a new ADX and $1,000 on the Integra. “The most important thing in this time of transition is we keep RDX customers in our lineup, and when it’s time for their next lease, our hybrid RDX should have arrived,” Langel said. Final thoughtsRetailers noted that while Acura’s loyalty program indicates that it is serious about retention, they stressed that it may not be enough to cope with the larger monthly payment that some customers will incur if they step up to an MDX from an RDX. Benstock told AutoNews that while the program is "a good start," in the end, "it's all about the monthly payment." Dealers like Benstock denote that while Acura's "politically correct" strategy of chasing EV production has dealers absorbing the blow, it does place increased emphasis on pricing for the rest of the Acura lineup. Time will tell if it means more or fewer incentives or increasingly competitive pricing. View the full article

Turning to New RoadsTesla struggled to sustain demand for the Cybertruck last year, with sales falling 48.1 percent to 20,237 units – a 48.1 percent drop from 2024. Now, the automaker may be looking to regain momentum after officially beginning Cybertruck deliveries in the United Arab Emirates, marking the first market in the region to welcome the all-electric pickup. The launch event was reportedly held in Dubai, where more than 60 Cybertruck units were delivered to customers. The event also included demonstrations of the model’s capabilities, including a smash panel demo to showcase the toughness of its stainless steel body—an attribute the automaker has previously described as bullet-resistant. First @cybertruck deliveries in the UAE 🇦🇪 pic.twitter.com/sN2rAxppUA — Tesla Europe & Middle East (@teslaeurope) January 22, 2026 The Cost of Going GlobalAccording to the region’s online configurator, pricing starts at around AED 404,900 for the dual-motor configuration. That translates to roughly $110,000 at current exchange rates, or about $30,000 more than the U.S.-spec version. The price difference is largely expected, given import duties and related costs, as the Cybertruck is assembled at the company’s Gigafactory Texas facility in Austin. For the more powerful Cyberbeast variant, buyers in the UAE face a starting price of AED 454,900 (approximately $123,000). With an estimated range of 515 km (320 miles), the tri-motor Cyberbeast is capable of accelerating from zero to 100 km/h (zero to 62 mph) in about 2.7 seconds—roughly on par with the Chevrolet C8 Corvette Z06 on paper. Tesla Europe & Middle East on X Not Every Market Is a MatchWhile the Cybertruck is expanding into new markets, it is not expected to launch in certain regions, particularly Europe. Despite earning a Top Safety Pick+ rating from the Insurance Institute for Highway Safety (IIHS), the electric pickup faces significant regulatory hurdles there, including stringent pedestrian-safety standards that its sharp, wedge-shaped design would struggle to meet without substantial redesign. Weight is another factor, as the Cybertruck’s loaded mass can exceed the 3.5-tonne (7,716-lb) threshold. Demand considerations also play a role, as full-size pickup trucks remain far less popular in Europe, and the vehicle’s size is impractical for the region’s narrower roads and dense urban infrastructure. In the United States, Tesla is also navigating more challenging EV market conditions, especially with the expiration of the $7,500 federal tax credit. Against that backdrop, expanding the Cybertruck into additional international markets may represent a logical next step – particularly as BYD surpassed Tesla in global EV sales in 2025. Tesla View the 5 images of this gallery on the original article View the full article

The Unlikely New GR Power LeaderIt’s easy to miss, but Toyota’s performance lineup in North America is about to change. With the GR Supra on its way out, the first-ever RAV4 GR Sport quietly steps in as the most powerful GR-badged Toyota you can buy here. The GR Corolla still leads for track focus and driver feel, but when it comes to pure output, the RAV4 now takes the top spot. Well, at least until the upcoming GR GT arrives. The RAV4 GR Sport gets its advantage from a plug-in hybrid setup: a 2.5-liter four-cylinder and two electric motors. Total output is 320 horsepower, but the real story is the instant electric torque you feel as soon as you hit the throttle. That brings up the obvious question: if this is Toyota’s quickest GR in a straight line, how does it compare to familiar benchmarks like the Volkswagen Golf GTI or the new Tiguan Turbo R-Line? The Lighter V-DubsThe Golf GTI puts out 241 horsepower and 273 lb-ft from its 2.0-liter turbo, with a curb weight just over 3,100 pounds. It’s light, efficient, and still feels every bit the classic hot hatch. Meanwhile, the 2026 Tiguan Turbo R-Line uses a similar 2.0-liter turbo, but bumps output to 268 horsepower and 258 lb-ft. It’s heavier at around 4,000 pounds, and its mission is more warm crossover than true hot SUV. Then there’s the RAV4 GR Sport. At 4,430 pounds, it’s the heaviest here. But the hybrid system puts out loads of torque when you factor in the electric motors. The catch is that torque is split across the axles, so it doesn’t hit all at once like a single engine. Still, what matters is how quickly the power shows up. Cole Attisha When the Lights Went GreenOff the line, the RAV4 GR Sport didn’t hesitate. Instant torque from the electric motors gave it a clean jump, putting distance between it and both Volkswagens right away. Even with the extra weight, it kept pulling and stayed ahead through the quarter mile. The Golf GTI and Tiguan couldn’t claw back, even with their lighter weights and turbo punch. In a straight line, the RAV4 made them look slower than you’d expect, especially in those quick bursts where torque is everything. Of course, there are other factors to consider – like driver's skill, reaction time, and traction – but evidently, the RAV4 GR Sport had the upper hand. This doesn’t turn the RAV4 GR Sport into a track car, mind you, and it’s not trying to be one. What it does prove is that the sporty looks come with real-world speed. It’s also a reminder that at a stoplight, you might want to think twice before racing this GR-badged SUV. Toyota View the 6 images of this gallery on the original article View the full article

Mazda is ending the MX 30 story in Europe and replacing it with a new wave of electric vehicles sourced from its China partnership via Autonews. A shift that shows how quickly the company is adapting its EV strategy by region. The MX 30 started as Mazda’s first modern battery electric model, but it never became a volume player in Europe, and Mazda is now moving on with new products that are designed to better match mainstream expectations for range, space, and pricing. Why The MX 30 Is Being Phased OutMazda has already removed the pure electric MX 30 from European order books, and it is now discontinuing the rotary range extender MX 30 R EV in the region as well. The company has pointed to changing demand and production priorities, and the market reality is that the MX 30 became known as a niche choice rather than a default recommendation, especially as rivals expanded range and improved charging performance. The result is a clean reset, with Mazda using Europe as a proving ground for a different kind of EV approach built around scale and supply chain efficiency. View the 2 images of this gallery on the original article What Replaces It In EuropeThe replacement plan centers on new electric models that are developed with Mazda’s Changan joint venture and built in China for export to Europe. The first is the Mazda6e, a sedan that brings a more conventional EV formula to the lineup, with the CX 6e following as a midsize electric SUV scheduled to arrive later. These vehicles are intended to carry Mazda’s European EV effort through the second half of the decade, while the company continues its broader multi solution roadmap that mixes hybrids, plug in hybrids, and EVs depending on market conditions. How This Fits Mazda’s Broader StrategyMazda’s regional split is becoming more pronounced, with Europe leaning on China built EVs while the United States remains more focused on electrified combustion. That gap matches the way Mazda has been positioning its near term plans at home. For shoppers, the practical outcome is that Mazda’s volume in the US continues to be driven by crossovers and affordable monthly payments, with offers like the Mazda CX 70 lease offers and broader Mazda CX lease offers shaping showroom demand more directly than any single EV headline. View the full article

Criminal No More?The Trump administration has continued to scale back vehicle emissions-related regulations that were expanded under the previous administration. Most recently, the U.S. Department of Justice moved to shift alleged diesel emissions-tampering violations away from federal criminal prosecution and toward civil enforcement. According to a CBS News report, the Justice Department instructed federal prosecutors to stop pursuing criminal charges and to dismiss all pending cases related to the sale of emissions “defeat devices” and software tampering of vehicle emissions systems under the Clean Air Act. The report said roughly 20 investigations were active at the time of the directive, including some that had been indicted in 2025. Chevrolet Diesel’s Heavy FootprintEmissions-control tampering itself remains unlawful; what has changed is how violations are enforced. The regulations are intended to limit vehicle emissions, which are generally higher with diesel powertrains than with gasoline alternatives, particularly nitrogen oxides (NOx). An EPA study published in 2020 estimated that approximately 550,000 diesel pickup trucks had had their emissions controls removed over the prior decade and projected that these vehicles would emit about 570,000 tons of excess NOx over their lifetimes. Diesel vehicle owners may remove emissions systems for several reasons, including performance benefits. Emissions-control components are designed to reduce pollutants, which can come at the expense of engine output, meaning their removal may increase horsepower and result in a louder, more aggressive exhaust sound. Reliability concerns are also a factor, as components such as diesel particulate filters and exhaust gas recirculation systems can clog or fail over time, potentially increasing repair frequency and long-term operating costs. Ford The Shift Is OnCompared with other global markets, diesel engines have a relatively limited presence in the U.S. passenger-vehicle landscape. Many automakers, including Toyota, have shifted toward hybrid powertrains that pair a gasoline engine with one or more electric motors. Instead, diesel engines in the U.S. are largely confined to heavy-duty applications, such as the 6.7-liter Power Stroke turbodiesel offered in the Ford Super Duty and the 6.6-liter Duramax V8 used in the Chevrolet Silverado HD. Beyond changes in enforcement policy, the current administration has also indicated plans to remove federal tailpipe emissions mandates as part of a broader effort to address rising vehicle costs, with average new-car prices exceeding $50,000 in December 2025. Chevrolet View the 3 images of this gallery on the original article View the full article

Improvised vehicles of war are probably some of the coolest, most ingenious battlefield designs around, as they aren't made by committee, but hard-tested soldiers who just need something that works. This hellfire-equipped Can-Am is just that thing. View the full article

A Shift in Buyer SentimentThe perception that buying a car is a cumbersome and dreaded chore is finally shifting. A survey conducted by Kelly Blue Book’s parent company Cox Automotive, for their annual Car Buyer Journey study, found that 76 percent of the 2,344 respondents who bought a new or used car from a dealership in the last 12 months were ‘highly satisfied’ with the experience. This marks the highest car buyer satisfaction rate in the survey’s 16-year history. Bloomberg/Getty Images Dealerships Getting It RightMuch of the credit for the improved car shopping experience goes to the incorporation of streamlined processes with fewer friction points at the dealership level. Car buyers consistently reported smoother interactions with fewer bottlenecks during the transaction as compared to last year. The fact that car buyers can complete large portions of the process online before even setting foot on a lot certainly helps. Getty Images Digital ConvenienceModern online tools and AI have also contributed towards smoothing out the car-buying process, with buyers now able to peruse finance options and make credit applications from the comfort of their homes, and even employ AI-based tools to help them make the right choices. The study also concluded that the ideal car-buying process for most shoppers is a seamless combination of online steps and dealership visits. Ford Fully Online Sales Still LaggingWhile online tools do streamline the process, only a small percentage of car buyers surveyed completed the entire transaction digitally, without ever visiting the dealership or lot. While the option exists, fully online end-to-end car sales remain rare. The Affordability IssueWhile the majority of car buyers over that last year have been extremely happy with the shopping process, they certainly aren’t happy about how expensive cars have gotten over the last few years. 62 percent of survey respondents believe that owning or even leasing a vehicle has gotten extremely expensive, citing purchase price as well as rising fuel and insurance costs. Affordability pressures are narrowing the pool of perspective car buyers and, as a result, a growing share of new vehicles are bought by higher-income households. View the full article

The Court Steps InThe slowdown in electric vehicle adoption became more pronounced following Donald Trump’s re-election, as his administration shifted some policy priorities toward other infrastructure projects. Notably, the administration moved to suspend a $5 billion initiative created to help states expand EV infrastructure, including the buildout of public charging stations. That decision, however, was later ruled unlawful by a federal judge. According to Reuters, U.S. District Judge Tana Lin ruled in favor of 20 Democratic-led states that challenged the suspension. The court found that the action violated federal administrative law, ordering that funding authorized by Congress under the Infrastructure Investment and Jobs Act be restored to the states. The ruling also permanently bars the federal government from withholding those funds from the National Electric Vehicle Infrastructure Program (NEVI) or cancelling state-approved funds. Lucid A Boost for EV StakeholdersAs such, the projects that had been stalled are expected to resume using funding from the NEVI. Charging providers such as ChargePoint can continue deploying new stations, a development that should help restore confidence among EV stakeholders. The ruling provides greater certainty for infrastructure investment at a time when demand for internal-combustion vehicles has shown signs of recovery. Ram, for instance, brought back its 6.2-liter supercharged Hemi V8 with the 1500 TRX, now packing even more punch at 777 horsepower. What could this ruling entail? Expanded EV infrastructure could help states address so-called range anxiety by improving charging availability. In turn, this may encourage more buyers to consider electric vehicles, particularly after EV sales declined last year. U.S. EV sales fell for the first time in years in 2025, totaling roughly 1.28 million units—down about 2 percent year over year. The Electric Transition Slows—But Doesn’t StopSome of the effects of this slowdown may already be evident, as several automakers have adjusted their EV strategies in response to softer demand and shifting market conditions. Ford, for example, discontinued the all-electric F-150 Lightning—once a challenger to Tesla in top U.S. EV sales—while signaling a greater emphasis on more affordable EV offerings. Other manufacturers, such as Rivian, have also shifted their focus toward affordability in an effort to regain sales momentum. Together, these moves reflect a broader reassessment of the pace and certainty of an all-EV transition that was once widely assumed across the industry. With electric vehicles now both politically and economically contested, the U.S. Senate is reportedly considering legislation that would redirect $879 million in EV charging funds previously approved by Congress to other infrastructure priorities. Tesla View the 3 images of this gallery on the original article View the full article

The Dodge-Ram Identity CrisisDodge and Ram are two closely linked – yet separate – brands, and some still view them as the same entity to this day. That lingering association has led enthusiasts to wonder whether the two marques could eventually reunite under a single banner. Thanks to Mopar Insider, which posed the question directly, Ram CEO Tim Kuniskis addressed the speculation during the Detroit Auto Show last week. Kuniskis explained that customers tend to focus far more on product decisions than on brand structure, suggesting that while a reunion could happen, it wouldn’t be a pressing issue if a return of the Dodge Ram name never materializes – particularly since some buyers already assume the two are still connected. “Because everyone would say, 'What do you mean? I thought it already was,'” the Ram chief said. “It would be a non-issue.” Stellantis Drawing a LineThe first Dodge Ram model debuted in the early 1980s, well before its then-parent company, Chrysler, separated the two brands in 2009. Since then, Dodge has concentrated on vehicle segments such as performance cars and crossovers/SUVs – including the long-running Durango nameplate – while Ram spun off as a standalone truck-focused brand. The separation allowed each marque to pursue its own strategies and product roadmaps, even as both continue to operate under the same parent company, now Stellantis. Most rival brands – notably Ford and Chevrolet – have maintained broad product portfolios that include pickup trucks. Despite what some viewed as an unexpected move more than a decade ago, Ram has since thrived in the pickup segment, selling 431,670 vehicles in the U.S. last year to become Stellantis’ second-largest brand by volume. Ram A Tale of Two TrajectoriesThat outcome is kind of expected given the massive demand for full-size pickups in the U.S. But still, the fact that Dodge sold just 101,927 vehicles in 2025 suggests that closer collaboration between the two brands could potentially help reignite momentum on the Dodge side of the business. Rather than offering a definitive answer, Kuniskis turned the question back to the audience when discussing a possible reunion. “I’d be super curious to see what the feedback is on that,” he said. “Do people care or not?” At least, the idea wasn't turned down. For now, the most notable shared development between Dodge and Ram is a resurgence of large-displacement engines, following the strong, market-shifting EV push seen at the start of the decade. Ram has brought back the 6.2-liter supercharged Hemi V8 in the 1500 TRX, while the Dodge Charger has sparked speculation about a possible Hemi return – if true, it would be offered alongside the model’s unprecedented all-electric variant. Stellantis View the 3 images of this gallery on the original article View the full article

Most Current Voice Commands Are SubparLet’s face it: most in-car voice commands in cars these days don't work. While not exactly new, they're among the least convincing features of modern cars. Ironically, they’re meant to take away distractions and make driving simpler, but in reality, most systems end up complicating things. Awkwardly specific phrases and unhelpful responses are just some of the pains, leading most drivers to revert to buttons or the touchscreen, and leaving voice-command systems mostly unused. The problem isn’t a lack of technology. It’s that using these systems rarely feels natural. Most voice controls rely on keywords and strict commands, which don’t match how people really speak. Toyota’s latest patent hints that they want to fix this by focusing less on exact words and more on what the driver actually means. Toyota A System That ThinksToyota filed a patent with the US Patent and Trademark Office in July 2024 (you can look it up using patent no. 20260021821), published on January 22, 2026. The patent describes a voice control system that listens for bigger-picture requests, not just single commands. Instead of matching a phrase to one function, the system first figures out if the driver is asking for a general outcome. From there, the car decides what steps to take to get the job done. Say “I’m cold,” and the system might turn up the heat, adjust the fan, warm the seats, or close the windows. You don’t have to spell out every step, and you’re not stuck with a list of set commands. The patent also highlights that the system checks what’s happening around the car before acting. It looks at speed, surroundings, and driving conditions before following certain requests. That extra step adds safety, especially for things like parking, visibility, or automated driving. Toyota Voice Commands, Not ConversationAs with any patent, there’s no promise this system will ever make it to production. Automakers often file patents just to protect ideas, not to show off finished features. Trademarks and software can change a lot before anything actually shows up in a showroom, if it ever does. Toyota isn’t the only one reworking how drivers talk to their cars. Other brands are also rolling out AI voice assistants that try to understand natural speech instead of just set phrases. BMW, for example, has announced new voice assistants for its next models that promise more natural, context-aware conversations. The goal is the same: make voice control feel useful, not just a gimmick. What sets Toyota’s idea apart is how it turns intent into a safe, step-by-step set of actions, instead of just making the conversation longer. Whether this actually helps in daily driving will come down to how well it works, but it shows that carmakers are starting to realize voice tech only matters if it’s easy and natural to use. Toyota View the full article

2026 AMA Supercross Championship Round Three – Anaheim 450 Main Eli Tomac and Hunter Lawrence both launched well off the gate and charged towards turn one, but it was Chase Sexton and Jason Anderson who held the sharper inside lines and emerged at the front. Jorge Prado and Ken Roczen were buried outside the top […] The post Blow by blow recap from AMA SX Round Three – Anaheim II appeared first on MCNews. View the full article

Here’s another great Photo Gallery from Joe Grippo, as we’ve got even more to share from his Best Of 2025. Check them out below and if you missed the previous gallery, we’ve got a link below to that one too. (Words and Photos by Joe Grippo) Joe Grippo is one of BANGshift’s longest running contributors and has covered everything from junkyards to car shows and drag races to drag and drives, and so much more. He drags his lovely wife, and enthusiastic brother, along with him to some of the shows and races and he’s been contributing for years. It is kind of amazing to think that he’s been a supporter of the site since its inception, and is still going strong. Big thanks Joe, we appreciate you so much. CLICK HERE TO SEE THE PREVIOUS PHOTOS Here’s his writeup: Well, here we are again, finishing up another trip around the sun and wrapping up the year that was 2025. Seems like a good time to revisit the previous twelve months through my photographic year in review. January started out with some indoor car show stuff where we saw the recently restored Scott Shaffiroff Pro Stock Mustang II and the A.J. Foyt IROC series Camaro. Maple Grove Raceway continued with their Winter Series No Prep races, always a wild time. And dig the Godden Speedway Bike my neighbor had just finished up, so killer! February had a trip to my favorite car collection, 3Dog Garage where Ross the owner had just added some Andy Brisio creations and a GT40. Mind blow. Another trip to the Grove for 20-degree temps and more No Prep insanity. March, we went back inside for the East Coast Indoor Nats, that Comet and that Corvette with the proper number of taillights were it for me.v April kick off our race season. I was able to get a spot in a track rental at Maple Grove with bunch of Exotic car dues. I was the loudest car there. Then it was the Spring Carlisle swap meet, where a ton of cool stuff was there for the taking is you had the scratch. Need a drum of orange Hot Wheel track or a CW Racing Phaze 1 BMX frame? Of course you do. May had a trip to Delaware for the Good Guys, where I took in all kinds of killer Rods. Fat Fender Fords, Pro Streeters channeled coupes and high zoot street rods filled the infield of Dover Speedway. June was the Carlisle All Ford Nationals and some bracket races. July, we did some big money bracket racing, again at the Grove with the Independence Shoot-Out. Next, we hit our favorite nostalgia meet, Geezers at the Grove at, of course, Maple Grove Raceway. August was a diverse month. A friend finished his restoration of J.C Baker’s DragMaster Dart and held an unveiling party. Mr. Baker was in attendance for the emotional reveal. Quite a day. I took a quick rundown to Cecil County Dragway to take in qualifying at the Yellowbullet Nats, always killer cars and racing in front of a packed house. Then on a random Tuesday evening I went to get a haircut and saw that my barber Jesse had ridden his rigid, coffin-tanked H-D chopper to the shop, had to click a few off. September was a crazy blur being the busiest month of the year. It kicked off with the NHRA Keystone Nationals at Maple Grove. Factory Stock and some bad ass Comp Eliminator cars are highlighted. Then thanks to BangShift we tagged along for DragWeek. Numidia Dragway, Maple Grove and Cecil were our stops, along with some checkpoint and roadside wildness. A few days later we loaded up my Mustang and headed to Bowling Green, Kentucky for the Holley Ford Festival. What a blast! We got to see a ton of Fords we had never seen before. Along with some old friends, like Chad who was barking into the mic all weekend. While in Bowling Green we hit the nearby Corvette Museum. Oh yeah, and Buc-ee’s. October is Hershey, more specifically the AACA Eastern Region Fall Meet, or aka, my favorite week of the year. Swap Meet and car show loaded with a variety of stuff you likely won’t see anywhere else. Fall is for drag racing, we hit some bracket races and the NHRA Division 1 Dutch Classic. And don’t sleep on Fall Carlise for additional swap meet goodness. November is when we start to slow down and go to one of our traditional last events of the year is the Pumpkin Run at Harry Flemings Junkyard in Egg Harbor, New Jersey. Support the local shows! Thanks for reliving 2025 through my adventures, more coming in ’26, starting soon. The post More Of Joe Grippo’s 2025 Year In Review: Street Cars, Hot Rods, Race Cars, Drag and Drive, and The Best Drag Race Action of 2025! appeared first on BangShift.com. View the full article

The 19-year-old Connor Zilisch is already a class winner in the Rolex 24 Hours at Daytona, winning on debut in LMP2 two years ago. This weekend, he is making his GTP debut with the Whelen Cadillac squad and having a blast s they contend for a podium spot. But just a few weeks from now, he will embark on his first full-time season as NASCAR Cup driver, taking the wheel of the No. 88 Trackhouse ...Keep readingView the full article

2009 Formula 1 World Champion Jenson Button has done it all. He’s reached the pinnacle of F1, become a champion in Super GT, competed at the 24 Hours of Le Mans, raced in the NASCAR Cup Series – he’s even driven a NASCAR stock car at Le Mans! Last year, he announced plans to retire following the 2025 World Endurance Championship finale at the 8 Hours of Bahrain. But like all racers, you ...Keep readingView the full article

A Lightweight Specialist Tries Something NewDonkervoort is as niche as they come. The Dutch brand is known as a purveyor of ultra-lightweight sports cars with direct steering, almost no driver aids, and the kind of road feel you just don’t get in most modern performance cars. The F22, with its Audi-sourced turbo five-cylinder, was the purest version of that approach so far – and it didn’t take long to sell out. The new P24 RS doesn’t throw out the Donkervoort formula, but it does tweak it in a big way. The familiar Audi five-cylinder is out, replaced by a twin-turbo V6. That’s a bold move for a brand so closely tied to Audi engines, but the result justifies the move: more power, more flexibility, and better packaging, all while keeping weight in check. Donkervoort View the 2 images of this gallery on the original article V6 Power in a Featherweight PackageUnder the hood, the P24 RS packs a 3.5-liter twin-turbo V6 – the same power plant used by the second-generation Ford GT but heavily modified in-house. In its most powerful configuration (customers can choose), it makes up to 600 metric horsepower – 591 hp on this side of the world – and 590 lb-ft of torque. Power is sent to the rear wheels through a five-speed manual gearbox. Just as you’d expect from Donkervoort, there’s no stability control, only adjustable traction control if you want a bit of backup. It’s all about keeping things as analog as possible. Dry weight comes in at just 1,720 lbs, and even with fluids, it stays well under 1,900 lbs. That’s lighter than the lightest Mazda MX-5 Miata ND, but with more than three times the power. The power-to-weight ratio is right up there with today’s hypercars, and Donkervoort gets there without any electrification or hybrid trickery. The company says it’ll do 0 to 124 mph in about 7.4 seconds, and top speed is over 186 mph. The chassis is just as focused. Up front, you get double wishbones; in the back, a multi-link setup. Active dampers and big brakes are all part of the package, but the real story is how much of the grip comes from hardware, not software. Even the dry-sump oiling is there to keep the engine low and responsive when you’re pushing hard through corners. Donkervoort Limited to Just 150 Units WorldwideThe P24 RS keeps the classic Donkervoort look with exposed front wheels, but now the lines are sharper, and the aero is more integrated. It comes with swing-out headlights that help manage airflow when you don’t need them. If you want more grip, there’s an optional track aero that adds real downforce without making the car look overdone. Inside, you get a digital cluster, real buttons for the important stuff, lightweight seats, and enough room for taller drivers. And, with the carbon fiber targa roof removed, headroom's infinite. There’s even close to 10 cubic feet of luggage space, which is more than you’d expect from the outside. Donkervoort will build just 150 of these, all by hand in the Netherlands. Prices start at €298,500 (about $353,000 at today's exchange rates) before taxes. The P24 RS is available in Europe, the US, and a few Middle Eastern markets, but several slots are already taken. Donkervoort View the 16 images of this gallery on the original article View the full article

Following historic Pro Mod qualifying that resulted in the sport’s first all-3.50-second 32-car field, the first round of eliminations at the U.S. Street Nationals presented by M&M Transmission featured several side-by-side 3.50-second races between some of the biggest names in doorslammer racing. The second of three races in the Drag Illustrated Winter Series presented by J&A Service will crown a $75,000 Pro Mod winner on Sunday. Eliminations also got underway in Pro 10.5, True 10.5, Lil Gangstas, and the FuelTech Radial Outlaws Racing Series drag radial classes. Eliminations in all classes will continue Sunday. The first round of Pro Mod kicked off in a big way, as 2023 World Series of Pro Mod champion Spencer Hyde paired up with reigning WSOPM winner Steve King. Hyde, in the screw-blown Tidwell Nesloney Racing ’69 Camaro, got around the reaction time advantage of King and won with a 3.575 at 210.14 to King’s 3.599 at 208.55 in Gene Pilot’s screw-blown “Savage” Corvette. “When the car shifted into second gear, we poked the nose out in front of him, and I said, ‘As long as the blower don’t fall off, we got this in the bag,’” Hyde said. “So thanks, Steve Petty, for that one. The first round’s always tough – the toughest round of any race. Unfortunately, tomorrow morning, in second round, it’s going to feel like first round all over again. But everybody’s gonna feel the same pressure, so we just gotta go keep turning on win lights.” Two of the quickest drivers in qualifying, No. 1 qualifier Jimmy Taylor and No. 4 qualifier Eric Gustafson, met up in the opening round. Taylor moved first in his twin-turbo Xtreme Racing Engines ’69 Camaro, but he slowed to a 3.611 at 218.16 while Gustafson laid down low E.T. of the event, a 3.543 at 211.30, to get the win in his ProCharged Coast Packing Company “Lard Machine” ’69 Camaro. “The other cherry on top of the ice cream sundae is my family’s here,” Gustafson said. “They don’t usually get to come watch me race. In fact, they haven’t seen me race since 2021 with their activities and all that stuff. Usually they’re in school, but thanks to God and the snow in Dallas, my wife said, ‘Let’s go to Florida and watch Dad race.’ It was super special to be able to do it in front of my family. I just feel so blessed to be able to do this. Jimmy Taylor, his family, and the whole crew over there, they’re wonderful people – incredible team, great car, tough competitor, can’t say enough about them. A lot of respect to them.” Jason Harris, who won the Winter Series-opening Snowbird Outlaw Nationals in December, kept his hopes alive for the inaugural Elite Motorsports Million when he turned on the first-round win light over former PDRA Pro Nitrous rival Jim Halsey. Harris got a starting line advantage in his Harts Charger-boosted “Party Time” ’69 Camaro and recorded the second-quickest pass of the event, a 3.547 at 211.89, to get the win. Halsey, a four-time PDRA Pro Nitrous world champ, had to lift to a 5.443 at 88.50. An unprecedented $1 million bonus is on the line for Harris if he can also win the U.S. Street Nationals and the Winter Series finale, the Drag Illustrated World Series of Pro Mod, in late February. “I tried not to think about the pressure, but I knew it was there,” said Harris, a two-time world champion in both PDRA Pro Nitrous and Pro Boost. “I’ve been in a lot of pressure situations before, but after losing the No. 1 qualifier by one thousandth, I just put it behind me and said, ‘You gotta win rounds.’ Nobody out here is a duck. Everybody’s great at what they do – you’ve just gotta be a little bit better than they are. I was a little nervous, but I finally just put it behind me. Whatever it is is gonna happen.” Another one of the most highly anticipated matchups featured two-time NHRA Pro Mod world champion and 2025 WSOPM runner-up Stevie “Fast” Jackson taking on 2024 No Prep Kings champion Shawn “Murder Nova” Ellington. The two left with nearly identical reaction times – Jackson’s .011 to Ellington’s .012 – but Jackson pulled ahead with a winning 3.562 at 211.69 in his screw-blown Motion Raceworks “Shadow 3.0” ’68 Camaro, while Ellington encountered issues and posted a 4.553 at 113.28. “I knew [Ellington] was capable of outrunning me if they made a run,” Jackson said. “I ran it to about 800 ft. because at 500 ft. I still didn’t see him, but that doesn’t mean he’s not coming. We were .011 and .012 on the light – that showcases how good of a driver Shawn is, and it’s a good deal to get the win. That was one of them deals where if you win, it’s good; if you lose, it’s worse. So, we wanted to get that one. We’ve got four more, and they don’t get easier as you go, they get harder.” First-round results: Spencer Hyde 3.575 def. Steve King 3.599, Victor Alvarez 3.585 def. Mike Bowman 3.594, Peter Norton 4.566 def. Justin Bond 4.742, Sidnei Frigo 3.596 def. Robert Cox 3.601, Brylon Holder 3.584 def. Billy Banaka 3.689, Lyle Barnett 3.595 def. Kurt Steding 3.591, Kallee Mills 3.581 def. Greg Blevins Jr. 3.562 (-.001 red), Eric Gustafson 3.543 def. Jimmy Taylor 3.611, Mike Decker III 3.582 def. Erica Enders 3.599, John Doc 3.571 def. Travis Harvey 3.587, Jason Harris 3.547 def. Jim Halsey 5.443, Tommy D’Aprile 3.593 def. Robert Costa 3.600, Steve Jackson 3.562 def. 4.553, Randy Weatherford 3.558 def. Brandon Snider 3.611, Derek Menholt 3.555 def. Melanie Salemi 3.585, Kye Kelley 3.589 def. 3.607. In Pro 10.5’s first round, Super Bowl champion Fletcher Cox threw down the gauntlet with his 3.875 at 184.60 in his nitrous-fed “Training Day” ’69 Camaro to get past John Carinci, who recorded a 3.979. No. 2 qualifier Jerry Morgano won on a holeshot over No. 1 qualifier Carson Baker, running a 3.912 at 207.08 to Baker’s 3.892. First-round results: Fletcher Cox 3.875 def. John Carinci 3.979, Joel Wensley Jr. 3.958 def. Carmen Damiani 4.193, Tim Partin 3.907 def. Chris Mattingly 4.031, Jerry Morgano 3.912 def. Carson Baker 3.892, Nick Agostino 3.920 def. Ronald Fisher 4.042. In the opening round of the True 10.5 class, Snowbirds winner Larry Larson pedaled his ‘66 Chevy II to a 4.564 victory over Taylor Strange. Snowbirds Pro 10.5 winner Bill Lutz and his ‘67 Camaro was the quickest car of the round, running a 3.934 to get the win over NHRA Pro Stock winner Cory Reed. After a wreck in testing, Cole Pesz and his team thrashed to get his ‘18 Corvette, owned by Mark Gobert, ready for eliminations. He was rewarded with a holeshot victory over Scott Taylor and his “Lil Goldie” ‘69 Camaro. Pesz’s 4.007 defeated Taylor’s slightly quicker 4.000. Additional True 10.5 first-round winners included Greg Chandler, Brandon Sandlian, Kye Kelley, Matt Jones, Zach Jones, Ryan Martin, Joe Rabiola, Kyle Canion, and Ryan Hendrickson. Strange Engineering Lil Gangstas presented by Melling Performance completed two rounds of eliminations. The drivers moving on to the third round are Charlie Johnson, Steph Mallais, Chaz Carter, Jimmy Dale, Chris Scarlata, Craig Wilson, Tommy Hoskinson, Colby Hutson, David Crohe, John Sahli, Randi Lyn Butner, Michael Hawes Jr., Breanna Edwards, Tyler Gregan, Jeramie Mattingly, and Jason Anderson. In Radial Outlaws competition, Pro 275, X275, and Ultra Street completed one round of eliminations and Limited Drag Radial completed two rounds. Sunday’s schedule will kick off with Pro Mod round two at 9 a.m., followed by the first round of eliminations in the index classes. Pro 10.5, True 10.5, and Lil Gangstas eliminations will continue at 10:30 a.m. Sunday general admission tickets are available for $35. Active military and children ages 12 and under get in free. VIP packages are also available. Fans can watch the race through the official event livestream on www.FloRacing.com. For a detailed schedule, tickets, and other event info, visit www.RaceBMP.com. This story was originally published on January 24, 2026. The post Side-By-Side 3.50-Second Races Highlight First Round of Pro Mod Eliminations at U.S. Street Nationals first appeared on Drag Illustrated. View the full article

2026 CFMOTO XO Papio Racer CFMOTO’s updated XO Papio Racer has almost arrived, with the revamped machine boasting eye-catching racer fairings, ergonomic tweaks for better comfort, and rider aids, all from $4,990 ride-away! The new full fairing ensures this Minimoto stands out, with winglet-inspired elements and Champion Blue livery. Clip-on handlebars are revised for a […] The post CFMOTO’s XO Papio Racer overhauled for 2026 appeared first on MCNews. View the full article