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If you haven’t seen the WRC documentary series More Than Machine, and you are a rally racing fan, you are going to want to check out the entire first season at the link below. With behind the scenes, racing action, and more, this series gives you a look you can’t otherwise get from WRC coverage. We love this series, and are thrilled that the new season has started as well. We’ve got Season 2, Episode 3, below for you to enjoy, and more coming! If you missed Season 1 of the series, and would like to catch up, there is a complete Season 1 Replay at the link below. If you have missed any of the episodes from Season 2, you can click the link below for those as well! CLICK HERE IF YOU MISSED ANY OF SEASON 1 OF More Than Machine CLICK HERE IF YOU HAVE MISSED ANY OF SEASON 2 OF MORE THAN MACHINE Video Description: From the high-speed technical tarmac of Gran Canaria to the unforgiving heat and gravel of Sardinia, the gap between the top contenders is widening. In More Than Machine Season 2, Episode 3, the rivalry between Toyota Gazoo Racing and Hyundai Motorsport reaches a breaking point as one team chases perfection and the other fights for survival. In this episode, witness a tarmac masterclass from Kalle Rovanperä that leaves Hyundai searching for answers. The pressure shifts to the brutal stages of Rally Italia Sardegna, where rising star Adrien Fourmaux faces a devastating test of mental resilience, and Takamoto Katsuta battles through a dramatic rollover. As the dust settles, legendary champion Sébastien Ogier pushes to the limit to keep Toyota’s unbeaten streak alive against a surging Ott Tänak. It’s a story of total dominance, costly mistakes, and the psychological toll of the World Rally Championship. The post World Rally Championship Video Series: More Than Machine, Season 2 Episode 3 – Vanishing Point | 2025 Rally Islas Canarias & Rally Italia Sardegna appeared first on BangShift.com. View the full article

If you own more than one trailer, or have a place that the trailer fits for storage but isn’t easy to back into, you have probably thought about or bought one of those push around trailer dollies to help out. I’ve never owned one, but probably should have, but I do like looking at the electric ones that allow you to move a big or small trailer without much effort. They aren’t cheap though. I’ve looked at used ones, but in general they are a bit out of my budget. Now I’d love to try out one of the newer models to see just how well they work, especially compared to a DIY unit. Do they have more features? Do they perform better? Do they require less work? I don’t know, but I do know that looking at a unit like this DIY build makes me want to build one of my own. I think you could make some changes to make it your own, but use this one as a guide and let your imagination run wild. This one here is designed to move trailers weighing up to 1100 lbs, but I know that the right gearing and power makes it possible to move trailers much heavier. Video Description: Moving trailers or devices with a hook can be very tiring and tiring, so we decided to make a vehicle that will make life easier. We used generally available elements such as: Broken wheelchair motors Wheels from ATV Gel batteries Motorcycle sprockets Self-aligning bearings Wiper motor The charging port is on the top cover, forgot to show it. The batteries last for about half an hour of driving. The maximum weight of a trailer or machine is approximately 500 kg / 1100 lbs. The post This Dude Built An Electric Trailer Dolly With Scrap And Ingenuity! Check Out This DIY Project! appeared first on BangShift.com. View the full article

To wrap up 2025, Dylan McCool sat down to give everyone an update on his current projects and some of what to expect in 2026. If you are a fan of all the cool stuff he has going on, then check out the video to see what is in store for your favorite project. Is it the ’58 Plymouth, the Mustang II, or the Monaco body swap? Maybe it’s one of the other jillion he has sitting around? Check it out right here. Video Description: Been waiting on an update on your favorite project car or truck? Look no further! We cover nearly every vehicle we intend to work on in 2026 as well as others we are driving and enjoying as is. This is not a complete list of vehicles that I have currently, so if you didn’t see something, it still may be around. The post Dylan McCool’s Project Car Updates! Monaco Body Swap, ’58 Plymouth, W200, Cobra II, Charger, and MANY MORE! appeared first on BangShift.com. View the full article

The best part about the last few days of the year, and the first few days of the new year, are all the best of videos, photo galleries, and more. We’ve got several coming to you over the next few days, and here is one of them. These are the Wildest Rides of the 2025 NHRA Drag Racing season and we know you’ll dig them. We’re talking slow motion action and more, with some insane smoke and fire. We’re talking explosions, sand trap rides, walls, and more right here in this dramatic year end video. Video Description: Here they are! Time to take a look back at some of the wildest rides of 2025! And they walked away. The post And They Walked Away! Here Are The Wildest Rides From The 2025 NHRA Mission Drag Racing Series! appeared first on BangShift.com. View the full article

Mitsubishi’s Flagship Teases Its ReturnThe Mitsubishi Pajero name still means something to many people. Also called the Montero or Shogun, depending on where you’re reading this from, the brand’s flagship SUV quietly ended production in 2021. Since then, Mitsubishi has said a new large SUV is coming, but hasn’t shared much beyond that. That’s why Mitsubishi’s latest corporate video stands out. Released on New Year's Day, there’s a quick shot of what appears to be the next flagship SUV near the end of the clip, shown in silhouette in a Ralliart-branded video. It’s a clear nod to Mitsubishi’s performance and adventure roots. The don’t-call-it-a-Pajero-yet flagship SUV has already been confirmed to be coming back, and the shape and timing of the teaser suggest this is more than just another crossover. The Teaser That Reveals EnoughLooking closer at the video (and a bit of adjustment), you can spot a camouflaged SUV with upright lines, a tall hood, and a boxy cabin. The front lights use vertical LED daytime running lights with a horizontal strip, matching Mitsubishi’s current design cues. This is where the supposed Pajero SUV starts to look a bit like the Mitsubishi Destinator. The grille, LED layout, and front end are similar to those of the Destinator, which was launched in Southeast Asia last year. Beyond that, though, the similarities end. The SUV in the teaser looks taller, longer, and more squared-off, with side steps and a higher ride height that point to something more capable than a typical crossover. Spy shots from Europe and Asia also show a stance that matches a ladder-frame chassis, which lines up with reports that this model will use a truck-based platform instead of the Destinator’s unibody setup. MitsubishiMotorsTV/YouTube What We Know So FarReports from Japan say Mitsubishi is planning to bring back its flagship SUV by late 2026, with production set for Thailand and exports to follow. The platform is expected to be related to the Triton and Pajero Sport, likely using rear-wheel-drive-based four-wheel drive and a live rear axle. There’s no official word on engines yet, but diesel turbos are expected in many markets, and hybrids are reportedly being considered. Mitsubishi says more details are coming in the next six months, so the teasers are just getting started. If so, an early preview before the Tokyo Auto Salon 2026, happening on January 9, would make sense. For now, the quick silhouette is the strongest sign yet that Mitsubishi’s most iconic SUV is making its return – hopefully keeping the legendary Pajero name. Jacob Oliva View the 4 images of this gallery on the original article View the full article

Starting the New Year with a BangRam is kicking off 2026 in a big way by giving the 2500 Power Wagon an engine option that it always deserved. For the 2027 model year, the heavy-duty pickup is now (finally) available with a 6.7-liter Cummins High Output turbodiesel. Before you ask, yes, it comes with a tidal wave of torque. There's 1,075 lb-ft of it, to be exact, making it the torquiest in its class as Ram claims. And if that's still not enough, the big-block straight-six diesel also produces 430 hp. Granted, its weight means it won't be scaring sport sedans off the line, but we're pretty sure it can tow a couple of them without breaking a sweat. Stellantis A Long-Requested ModelAccording to Ram CEO Tim Kuniskis, the brand's customers have long wanted to have the option of putting the 6.7-liter Cummins specifically under the hood of the Power Wagon. Prior to this announcement, it "only" came with the 6.4-liter HD Hemi V8, while the Laramie trim and up could be ordered with one. "Matching the Power Wagon with the Cummins turbo diesel delivers everything our hardcore Ram fans expect: off-road capability with the best diesel in the HD segment. It’s the Power Wagon they’ve been waiting for," said Kuniskis. Towing and HaulingOf course, we can't talk about an HD pickup without mentioning its towing and hauling capacities. Ram claims it can pull nearly 20,000 lbs and has a payload capacity of about 3,000 lbs. There are also a couple of options available to make towing easier in the diesel-fed Power Wagon. These options include a fifth-wheel/gooseneck preparation kit on the bed, along with packages such as the Towing Technology Group and Tow Technology Plus Group. Ticking those options adds conveniences such as additional cameras, tire pressure monitoring for trailers, a digital rearview mirror (for Tow Technology Plus), and more. Self-leveling automatic air suspension can also be specified, and includes a bed-lowering mode. Other HighlightsThis being the Power Wagon trim of the 2500, the Cummins-powered version also benefits from items such as the standard skid plates and rock sliders, along with Bilstein monotube dampers. There are locking differentials at the front, center, and rear, while 34-inch all-terrain tires provide traction on the rough stuff. It also has a disconnecting sway bar for increased suspension articulation — a huge plus when tackling deep moguls. Standard features include advanced driver-assist features, a 12-inch Uconnect 5 touchscreen infotainment system, front and rear parking aids and cameras, and an integrated trailer brake controller. For options, the screen can be upgraded to 14.5 inches, an additional screen for the front passenger, a nine-speaker Alpine sound system, or a 17-speaker Harman/Kardon unit, and extended leather. And for those planning to venture even deeper off-road, one can specify the massive 50-gallon tank for an even longer range. The 2027 Ram 2500 Power Wagon will hit showrooms by mid-2026 and carry a price tag of $88,470. For those who can't wait that long, there are also new trims for the full-size pickup that have been added for 2026. View the 8 images of this gallery on the original article View the full article

MV Agusta’s 1974 350/4 The MV Agusta 350/4 occupies a unique and historically significant place in Grand Prix racing, as it was the machine that effectively marked MV Agusta’s withdrawal from top-level international competition and the end of four-stroke dominance in the middleweight class. By the late 1960s and early 1970s, the competitive landscape of […] The post The 350/4 that saw MV Agusta exit Grand Prix racing… appeared first on MCNews. View the full article

The Halo Truck Ram Couldn’t ReplaceThe Ram TRX didn’t just join the off-road pickup crowd when it launched. It arrived as Ram’s most powerful production truck, with 702 horsepower and a clear intent to push the limits of what a half-ton could do from the factory. The catch was its short run. After just three years, the first TRX was gone, leaving a noticeable gap at the top of Ram’s range. After teasers last month, Ram has officially announced the TRX's return, with showroom arrivals set for late 2026 as a 2027 model. The new 1500 SRT TRX is the first off-road model from the revived SRT Performance Division, and the first Ram to carry an SRT badge since the mid-2000s. It shows Ram is ready to build a true halo truck again, not just for old time’s sake but to set a new benchmark. Ram More Power, Same AttitudeThe 1500 SRT TRX returns with the supercharged 6.2-liter HEMI V8, now making 777 horsepower and 680 lb-ft of torque. That’s a clear step up from the previous 702-horsepower version, putting it back at the top of the gas-powered half-ton class. All that power is sent through a reinforced eight-speed automatic and full-time four-wheel drive. Launch control is standard, and Ram claims the 1500 SRT TRX can hit 60 mph in 3.5 seconds. That’s quick for any truck, let alone one riding on 35-inch tires. Compared to the Ford Raptor R, the 1500 SRT TRX now leads in the horsepower race (777 vs 720 hp). The Raptor R emphasizes balance and chassis tuning, but Ram has the horsepower advantage. However, Ford’s 900-horsepower Raptor R concept at SEMA shows the competition is far from over, even if that truck isn’t on sale yet. Ram Muscle Outside, Luxury InsideThe new 1500 SRT TRX keeps the same aggressive look as the original. It’s wider and taller than a standard Ram 1500, with composite widebody fender flares, a functional hood scoop, and bold lighting. The design is all about function, from the steel bumpers to the oversized exhaust tips. Inside, the TRX mixes performance and comfort. Leather and suede cover most surfaces, with carbon fiber trim and red stitching. Heated, ventilated, and massaging front seats are standard, along with heated and reclining rear seats. Tech features are just as packed – a 14.5-inch central touchscreen, a digital gauge cluster, a head-up display, and hands-free active driving assist, all standard. Ram is making it clear that you don’t have to give up comfort or safety tech to get serious off-road capability. Ram Bloodshot Night Edition Sets the ToneThe first model out of the gate is the 1500 SRT TRX Bloodshot Night Edition. It stands out with a Blacktop upper and a hand-painted Flame Red center stripe, giving it a more aggressive look than the standard truck. Unique graphics, beadlock-capable wheels, and a few interior tweaks set it apart from the regular TRX. Inside, you get red-accented carbon fiber, a glass-encased TRX console badge, and red-outline branding. It’s aimed at collectors, but it’s still built for use. The 2027 Ram 1500 SRT TRX will arrive in dealerships in the second half of this year, starting at $99,995 before destination. Pricing for the Bloodshot Night Edition will be announced closer to launch. It’s unclear whether Ram will limit production of the returning Ram TRX, as it did with the first one in 2021. Ram View the 47 images of this gallery on the original article View the full article

Herlings on Honda in 2026 Five-time FIM Motocross World Champion Jeffrey Herlings will begin a new chapter in his MXGP career in 2026 after concluding a 16-year association with Red Bull KTM Factory Racing and signing a multi-year deal with Honda HRC. Herlings joined KTM as a 15-year-old in 2010 and quickly established himself as […] The post Jeffrey Herlings ends long KTM association & confirms move to HRC appeared first on MCNews. View the full article

Tim Gajser to Yamaha for MXGP 2026 Five-time FIM Motocross World Champion Tim Gajser will line up with Monster Energy Yamaha Factory MXGP in 2026, bringing to a close a 12-year association with Honda HRC that ranks among the most successful partnerships in modern motocross. Gajser joined Honda HRC in 2014 after a difficult transition […] The post Tim Gajser ends HRC partnership and confirms move to Yamaha for 2026 appeared first on MCNews. View the full article

On behalf of the entire BANGshift Family, I want to thank you all for being a part of our 2025 and hope that your 2026 is even better! We are super thankful for such a great year of racing in 2025 and can’t wait for more in 2026. We want to wish all of you a Happy New Year, and hope that your 2026 is everything you want it to be. We’re not going to make any new year’s resolutions, but we are going to promise more of what you know and love here at BANGshift in 2026. We’ve got some exciting things in the works and can’t wait to tell you all about it in the coming months! Rest assured, there will be plenty of FREE live streaming, event photos galore, more tech, more fun, and some new things as well. We’ll be bringing you even more PowerShift and Beards, Burnouts and Beer podcast style live events this year, and more fun with sponsors, companies, and our racing friends, so stay tuned. And above all, thank you. THANK YOU!!! Thank you to the contributors, photographers, creators, and friends who tip us off to cool stuff that we need to get our eyes on. Thank you for stopping by and leaving your thoughts at the door, positive, negative, or otherwise. Thank you for hanging out with us while we are on the camera for hours on end to bring you what’s going on wherever we are at. Thank you for sharing articles, videos, or just our little corner of the Internet here. Thank you for letting us know what you’re getting up to as well…we love to see the projects you are wrenching on and the progress you make. Thank you to everybody who is working in the service of others. Police, fire personnel, medical personnel, caregivers, the men and women of the armed services. It’s a tough life and we thank you for what you do, day in and day out. Welcome 2026, here’s to hoping you are even better than 2025! The post Happy New Year 2026 From BANGshift.com! Here’s To A Happy, Healthy, And Fun New Year Full Of Horsepower, Tire Smoke, And More! appeared first on BangShift.com. View the full article

A Modernized Crown Vic? Why Not?2011 saw the final Ford Crown Victoria roll off the assembly line, marking the end of the traditional American full-size sedan for good. And while three generations of it were made, including the LTD Crown Victoria, it rode on a chassis that dated back to the Carter Administration. That said, Ford dabbled with the idea of modernizing its large sedan prior to that. The result was the Interceptor concept from 2007, looking something like a worthy rival to the Dodge Charger or Chrysler 300. A Fitting NameIt's hard to dissociate the words Crown Victoria from Police Interceptor. After all, the Vic was the de facto cop car from 1997 to 2011. So, what better name to call Ford's new large sedan concept with something it's long been associated with? It looked the part, too, with an imposing body inspired by Ford's own land yachts from the '60s, such as the Galaxie and LTD. The interior was a delightful throwback to days gone by, too. Classic touches include the square dials, vast dashboard, and an overall clean and straightforward look. There's not a touchscreen in sight, either. The only thing missing was a column shifter and a bench seat. The concept was penned by the late Peter Horbury, the same person who led Volvo down a curvier, sleeker path in the late '90s. In his words, the Interceptor "was much like a Marine in dress uniform. He looks smart and elegant, but you can see the raw power that lies beneath." A Pony (Car) UnderneathIt might not look the part, but the Interceptor rode on a stretched S197 Mustang platform. And if there's any doubt about that, it even used a live axle at the back like the pony car. Whether it was intentional or not is up for debate, but we admit it's a nice and appropriate old-school touch. Somehow, Ford pulled the Mustang's wheelbase from 107.1 inches, all the way to a whopping 120.8 inches. The body was then lengthened from 187.6 inches to 201.6 inches. In terms of length, the Interceptor was about a foot shorter than the Crown Victoria, but its wheelbase was about 6 inches longer. So, not only did the Interceptor have all the potential to be a new-age Vic, it could've been a four-door Mustang. Under the HoodThe Interceptor had an engine befitting of what was dubbed a muscle sedan concept. It packed a 5.0-liter V8 'Cammer' under the hood. It's an evolution of sorts from the familiar 4.6-liter Modular engine that powered nearly every large Ford vehicle that required eight cylinders. That same block is also related to the Coyote engine that powers the Mustang of today. Stats? Per Ford's claims, it made 400 hp, although torque figures weren't mentioned. With eight cylinders present, we're assuming it had a good slug of it by the bottom of the rev range. Interestingly, the concept had a six-speed manual, an odd but welcome detail. Expectation vs. RealityIn the end, the Interceptor never got past the concept stage. However, some of its design elements ended up in a different full-sized Ford. The sixth-generation Taurus for the 2010 model year would become the Blue Oval's large sedan, serving as the Crown Victoria's indirect successor. From a Mustang-based architecture, the Taurus ended up using the front-drive-based D3 platform that was derived from the Volvo P2 platform. That meant the Taurus (and fifth-gen Explorer) shared some DNA with the first-generation Volvo S80 and XC90. It would be discontinued in 2019 with no successor, ending Ford's full-size sedan lineage. With the way things are going, we doubt Ford will ever build sedans of any size again, given the brand's direction. Still, we can't help but wonder if the Interceptor could've perked up some interest in the large American sedan market to keep it going for a little longer. We'll never know the answer to that, though. View the 13 images of this gallery on the original article View the full article

The Irony of Toyota's Big AnnouncementToyota just dropped an eye-opening postulation about battery electric vehicles with vehicle-to-grid capabilities. The manufacturer says the roughly four million EVs currently on American roads could collectively pump approximately 40,000 megawatts back into the power grid, equalling what 40 nuclear reactors generate. Your idle EV could help stabilize grids by leveling spikes in demand, limit outages, and technically even reduce your energy costs. The only issue with this is that Toyota is championing V2G technology without currently offering a single production vehicle in North America that supports bidirectional charging. A Japanese-spec bZ4X prototype equipped with V2G has been doing the rounds for the pilot, but American buyers can’t buy it. Toyota is essentially promoting technology they haven't yet committed to selling. Toyota Why Bidirectional Charging Is a Big Deal This is how it works in theory: EV owners charge batteries during cheap off-peak nighttime hours, then either power their homes directly or sell stored energy back to the grid during expensive peak periods. Think of it like the stock market: buy low and sell high, though that isn’t the prime goal here. Bidirectional charging can stabilize the grid during extreme weather or outages. When thousands of vehicles act as distributed storage, utility companies can avoid firing up expensive backup generators during demand spikes. What’s more interesting is vehicle-to-home and vehicle-to-load technology, which allows drivers to directly give energy back to their homes or appliances. Hyundai Final ThoughtsWhile Toyota experiments, other manufacturers have already delivered. The Ford F-150 Lightning's 9.6 kW of V2H power is enough to run an average house for three days during outages. Nissan pioneered this space in 2013 with the Leaf, theoretically letting owners earn money by feeding power back during peak demand. General Motors standardized V2H charging across its 2024 electric lineup, while Hyundai and Kia are running European pilot programs with the Ioniq 5. Tesla's Cybertruck now delivers 11.5 kW of home backup through its Powerwall system. Despite Toyota's grand projections, implementation faces obstacles. Most grids aren't configured for bidirectional charging, and the home charging equipment costs thousands of dollars, turning off users who own vehicles with V2G capability. Then there’s battery degradation from working those extra cycles, and the fact that the regulatory framework governing electricity sales varies wildly from state to state. While the current costs associated with setting up bidirectional charging still skew the economics against it, the time when it all makes sense and Toyota’s vision comes to life isn’t so far off. View the full article

Honda’s next tiny EV will not rely on cuteness alone. The 2026 Honda Super-One, a city-sized electric hatch spun from the N-One kei car, is being engineered to meet full safety rules in markets like Australia and Europe rather than sliding in as a grey import curiosity. The pitch is quite simple, it comes with all the charm of a kei car, with crash protection and driver assistance that feel much more like a regular family car. View the 2 images of this gallery on the original article A Kei-Based EV That Is Not Really A Kei Any MoreUnder the skin, the Super-One starts with the N-One e platform, then stretches and widens it so it no longer counts as a kei car. That extra footprint gives Honda room for more structure, a wider track and a battery pack under the floor that helps with stability. The styling keeps the upright, playful look but adds blistered arches, lower suspension and larger wheels so it reads as a small hot hatch rather than a micro-commuter appliance. Power comes from a single motor driving the front wheels, closely related to the N-One e hardware but expected to make more than the kei-legal 47 kW. A battery of around 30 kWh targets roughly 290 km of WLTP range, which is plenty for the dense urban use this car is aimed at. Honda has even given it a Boost Mode with simulated shifts, sound and vibration, a similar philosophy to the way it has put more character into hybrids like the Civic.. Designed Around Real Crash Tests And Driver AssistanceThe headline claim that the Super-One will be “safer than the kei-car donor” is mostly about regulations. Many imported kei EVs have struggled to meet Australian Design Rules, especially the pole side impact test, and have been effectively blocked. Honda says the Super-One is being engineered from the outset to satisfy every ADR and to target at least a four star ANCAP rating. That is an ambitious target for something this small. To get there, the car will carry the full Honda Sensing suite rather than a cut down version. Expect adaptive cruise, lane keep assist, automatic emergency braking, traffic jam assist, speed sign recognition and automatic high beam, all tuned for city work. It is a long way from the minimalist safety spec that older small Hondas carried, even if those early cars still have a following, from the Jazz or Fit through to the current hybrid crossovers. View the 2 images of this gallery on the original article Where It Fits In Honda’s Line-UpHonda sees the Super-One as a proper entry level EV rather than a toy, which is why it will be sold through regular dealers in Japan, Europe, Australia and New Zealand. In the UK it will be badged Super-N due to a naming clash, but the idea is the same, a small electric city car that sits under mainstream models like Civic and CR-V. Buyers who want more space and longer range will still be pointed toward hybrids such as the CR-V, where deals like current 2026 Honda CR-V Hybrid lease offers keep the bigger car in play for family duty. View the full article

Chinese carmakers like BYD, Chery, Geely, and GWM have been taking the world by storm. Despite not having a presence in the United States, industry figures sourced from a Nikkei report suggest Chinese automakers could end 2025 well ahead of Japanese manufacturers in global sales for the first time in history. Full-year numbers are not published yet, but with the gap widening through November rather than shrinking, confidence around the outcome is high. China has built its success on rapid electrification, competitive pricing, and a global expansion approach, and it's paying off. And crucially, China now builds everything from simple commuters and spacious family SUVs to sports cars and even 1,000-hp supercars, which shows how far its automotive footprint has come. China’s Rapid Climb, Powered by Electric Vehicles BYD According to the report, Chinese automakers are projected to move around 27 million vehicles globally in 2025, while Japanese brands sit just under 25 million. Roughly 70% of those sales happen inside China, where battery electric and plug-in hybrid models make up nearly 60% of passenger car demand. It helps that BYD and Geely have cracked the global top ten, signalling just how quickly Chinese brands have evolved. Electric vehicles sit at the heart of this shift. China scaled EV manufacturing faster than rivals, and low production costs and a highly integrated supply chain let its brands offer impressive equipment levels at prices international competitors struggle to match. Global EV sales have also risen strongly in 2025, up roughly 25%, which plays directly into China’s strengths. Yet the market is shifting again, with several carmakers outside China reportedly pivoting from pure EVs toward plug-in hybrids since US interest in EVs has dropped. Yet, China seems to be confident in its all-electric approach. Export Sales Hit Japan’s Strongholds BYD China’s rise is not confined to its home soil. The same report highlights strong export growth across nearly every major region. Southeast Asia, long a Japanese stronghold, is expected to absorb around 500,000 Chinese vehicles in 2025. Europe should close the year near 2.3 million Chinese units sold, despite tariffs. Meanwhile, Africa could total about 230,000 units, up 32% year on year, while Latin America may reach 540,000 units, up 33%. For brands like Toyota, Honda, Nissan, and even Tesla, the pressure is growing. Japanese global sales peaked near 30 million in 2018 and led the world until China overtook them in 2023. Japan, Germany, and the United States remain automotive giants, but their growth curves appear far flatter than China’s. A Global Balance of Power May Be Changing BYD Done are the days of Chinese cars being nothing more than copy cats. If projections prove accurate when final 2025 results arrive in early 2026, China will stand as the world’s best-selling automotive nation for the very first time. Regions like Japan and Germany built decades of dominance on reliability and mechanical refinement, while China is rewriting the playbook with scale, electrification, and affordability – quintessential for value-conscious buyers. The question is less about whether China will lead and more about how long the rest of the world will take to catch up, or if they ever will. Whether these Chinese cars stand the test of time is a debate still unfolding... View the full article

Rivian’s electronic interior releases help keep the cabin clean and modern, but not everyone is happy with how the rear doors work during power loss. A growing number of R1S and R1T owners are sharing DIY solutions to make emergency exits easier for children, after discovering that the manual release cable sits behind the trim rather than being immediately accessible. But complaints about these electronic door handles aren't new. Recently, China announced a ban on Tesla-style door handles over safety concerns, and while no equivalent rules exist in the US, reasons are starting to pile up supporting China's decision. Why Owners Say The Rear Doors Are A Problem Rivian Forum @socaladam Rivian Forum @socaladam The 2025 and 2026 R1S and R1T received a structural change that removed the visible rear doors' mechanical backup release found on the first-generation models. Instead, the manual release cable sits deeper behind a panel that first needs to be pulled off. Yet, the front releases remain visible. In one Reddit post titled "My kids are definitely dead in an emergency", user u/AlstonCentral explained that even demonstrating the release to his children proved difficult. He wrote that removing the trim required force, and after he broke it open, locating the cable was still a challenge. He went on to say that "there's no way kids could ever figure this out if they had to". DIY Fixes Needed on a $70,000+ EV Reddit u/dublew_dubs Reddit u/dublew_dubs With no official retrofit available, owners are taking matters into their own hands. The r/Rivian subreddit is littered with countless tutorials on how to work around this issue. In one shared example, u/dublew_dubs attached high-tensile paracord to the internal release and reinstalled the trim, creating a small pull-cord that rear occupants can access instantly. Other Reddit users say they now keep window-breaking tools within reach, just in case, or they refuse to trade in their aging Rivian for a new one. This isn’t an isolated EV conversation either. A few days ago, Bloomberg reported at least 15 incidents where Tesla occupants were killed after being unable to exit due to electronic release failure, adding weight to why manual mechanisms remain such a contentious topic in the industry. Should This Design Even Be Allowed? Rivian It boggles our mind why Rivian would go from a safe, seamless design to one that puts rear passengers' lives at risk in emergencies. All to eliminate one panel gap. Fortunately, your voices are being heard. Rivian said its upcoming R2 may feature redesigned door mechanisms with more visible mechanical releases. But only time will tell whether it will address the current safety concerns. EV buyers want cool tech, but safety must stay obvious, intuitive, and quick to access. Unfortunately, until the US creates regulations on these backwards-thinking door handles, problems like these won't go away anytime soon. View the full article

One of Ford’s wildest aero experiments has reappeared in the most everyday place possible. A genuine Ford Probe IV concept, long thought to be lost or scrapped, has surfaced for sale on Facebook Marketplace in Texas, giving a private buyer a shot at a piece of design history that helped steer Ford into the aero era. Facebook Marke View the 2 images of this gallery on the original article The “Missing” Probe IV Turns Up In TexasThe car listed is chassis 001, one of only two Probe IVs Ford ever built in the early 1980s as rolling aerodynamic labs. While its sibling, chassis 002, lives in the Petersen Automotive Museum as the running prototype, this one is the display and wind tunnel model. It has no engine or usable drivetrain and was never meant to drive on public roads. Underneath the long, teardrop body you find a wood main structure with steel subframes at each end to carry suspension and wheels. The body is composite, with manually adjustable ride height and an electrically operated front air dam that could drop for wind tunnel work. Inside, there is a full four seat show car interior, but functionally this is sculpture on wheels. The listing uses a placeholder price and invites offers, which makes sense. There is no blue book for a non running, one off Ford aero prototype that spent decades out of sight. View the 2 images of this gallery on the original article Why The Probe IV Still MattersFord unveiled the Probe IV in 1983 as part of a series of concepts that pushed drag reduction as far as possible. The headline figure was a claimed drag coefficient of about 0.15, a number closer to a jet than a family sedan at the time. To get there, the designers smoothed almost every surface, from covered wheels, flush lamps, hidden wipers, a sealed front end that pulled cooling air from behind the rear wheels on the running car, and a totally flat underbody paired with active ride height control. That work did not stay in the lab, as the Probe concepts helped shape the rounded “jellybean” look that would define cars like the original Taurus. They sit at the opposite end of Ford’s story from heavy hitting trucks like the F 150 Lightning. One car explored how little drag you could get away with, and the other proved there was real demand for a full size electric pickup even as Ford rethinks its EV strategy after a bruising year. The Marketplace Probe IV is not a driver though, it will never cruise to Cars and Coffee like a clean 1957 Ford Thunderbird. What it offers instead is the chance to own a physical chapter of Ford’s aero research program. The running Probe IV sold at auction in recent years for a six figure sum. This static chassis should land below that, but it is still closer to museum grade industrial design than a normal collectible. View the full article

Eric from I Do Cars spent Christmas tearing down one of the most destroyed engines his dismantling business has ever bought, it is a locked-up GM L31 5.7-liter Vortec 350 from a late-’90s full-size truck or van. The video below walks through exactly how a 255-horsepower small-block Chevy can turn its crankcase into shrapnel. View the 2 images of this gallery on the original article What The Teardown RevealsThe engine is a core with no history, pulled from a scrapped GMT400-era truck or van. On paper it’s the last of the classic small-block line, making 255 horsepower and 330 pound-feet of torque. In reality, this one is annihilated. Spark plugs look weirdly normal at first, but the distributor already shows damage. Under the right-hand valve cover, things start to go wrong, and once both heads are off the scale of the failure becomes obvious. Metallic sludge under the intake hints at wiped bearings. By the time the swollen oil pan finally comes off, it’s full of metal, broken parts, and what used to be the rotating assembly. Rotating the engine on the stand shows the classic “ventilated block” carnage, with a broken connecting rod physically blocking crank rotation. Once the crank, cam, rods, and pistons are out, the lower end inspection confirms this, when an L31 goes, it does so violently, scattering bearings, rods, and piston pieces everywhere. It’s a different flavor of GM V8 trouble than the later LS1, but the teardown makes the point that both generations have weak points owners ignore at their peril. View the 2 images of this gallery on the original article Why These Truck Vortex's Tend To PerishEric doesn’t have history on this particular engine. L31s are known for intake gasket problems and general wear in work trucks that spend their lives towing or hauling. Run low on oil or repeatedly overheated, a main or rod bearing lets go, the rod exits the block, and the rest of the rotating assembly follows. The context matters too, as these engines powered the kind of Suburbans and full-size GM trucks that used to be default government and fleet choices before some agencies started shifting to more modern hardware. They were workhorses, and a lot of them were run right up to and past the point of mechanical sympathy. View the full article

It's tough to imagine where BMW might have been had it not launched its first SUV, the E53 X5, back in 1999. In 2026, the German automaker will once again show boldness with the debut of the first Neue Klasse-based X5, and based on these new spy shots captured by our photographers in northern Sweden, the G65 BMW X5 won't simply exaggerate the styling of the smaller iX3 revealed in 2025. Shot during winter testing near, the images show the X5 with its production headlights, but also its finalized taillights, and the latter are particularly interesting. 2027 BMW X5 Will Be a Handsome SUV SH Proshots/Autoblog View the 3 images of this gallery on the original article At the front, the narrow, visor-like headlight and grille configuration draws inspiration from the Vision Neue Klasse X concept, with slanted daytime running light graphics in the clusters and a pair of narrow upright kidney grilles in the middle. Just below these, a pair of horizontal openings sits above the lower intake grille, while thing, vertical openings on either end of the front fascia will cool the brakes. With cladding on the hood, there's still a lot of testing to be done before BMW is willing to reveal more of the vehicle's true design. Moving backward, we can see a large panoramic glass sunroof between the protruding rails, and on the doors, flush handles. Related: Why Trump's FBI is Ditching Chevy for BMW All the way at the back, the sloping roof ends with a contoured spoiler, and the tailgate it sits on appears to retain the split opening that makes the current SUV so practical. Finally, the taillights reveal a unique DRL graphic that does not simply repeat the design of the iX3. Instead of slanted vertical vanes, this design accentuates width, helping reinforce this as the bigger, more luxurious SUV in the lineup. Between these lights is where the BMW roundel will sit, and further down, we're still waiting for a production-spec bumper to be fitted. Several X5 Variants Will Be Offered SH Proshots/Autoblog View the 2 images of this gallery on the original article When the G65 X5 debuts in 2026 (for the 2027 model year), it is expected to be available in 40, 40 xDrive, 50e xDrive, M60 xDrive, and M60e xDrive flavors, while its all-electric iX5 counterpart is likely to be offered in 50 xDrive, 60 xDrive, and M70 xDrive trims. The X5 M60e is particularly noteworthy, as this will ditch the mild-hybrid technology of today's X5 M60i and gain a plug-in setup. Unfortunately, it will also ditch the 4.4-liter V8 and use a straight-six engine like the M760e luxury sedan, but on the plus side, that will mean an increase on the current 523-horsepower output, with over 550 hp said to be on the table. Range-extender options are also said to be under consideration, but with this much camo still on prototypes and a full winter testing session ahead of us, a full reveal with all the details is only expected several months from now, with production to begin in October 2026. View the full article

She denied it as long as she could, but the urge to drive a Top Alcohol Dragster was part of Melanie Johnson’s DNA. While other kids her age were playing with toys at the back of the suite in the tower, the young daughter of revered champion NHRA crew chief Alan Johnson was perched at the window, watching the well-orchestrated moves of the teams and the powerful runs that their thunderous race cars produced. Editor’s Note: This story originally appeared in DI #197, the 30 Under 30 Issue, in November/December 2025. “I was glued to the cars going down the track,” recalls Johnson, whose enchantment stretched to the pit area. “I was allowed to stand in a small spot in the trailer that was lined up with the engine, and I could watch the guys. I was fascinated with the whole procedure and watching the teardown and the buildup. I fell in love with it.” For many children of racers, entrance to the sport is a natural progression. The seed is planted early, the interest takes spark and is encouraged, and they begin to make their way. For Johnson, a shadow of tragedy hung over an obscured path. Johnson’s father and his brother, Blaine Johnson, together won four consecutive Top Alcohol Dragster championships before transitioning to Top Fuel. Blaine lost his life following an accident at the U.S. Nationals in 1996, just 30 days before his niece was born. “Growing up, I always felt like my parents didn’t want me to get into drag racing,” says Johnson. “I think that’s very fair; what everyone in my family went through was terrible. Whether intentional or not, I always felt like I was shied away from this. When people would ask me, my standard answer was, ‘Oh, I don’t want to race.’ But, I always had that feeling inside.” Johnson channeled her competitive energy toward sports, playing softball and then throwing javelin at Arizona State University. After college, she began working on social media and marketing with Scrappers Racing’s Jianna (Salinas) Evaristo in Pro Stock Motorcycle and Jasmine Salinas in Top Alcohol Dragster with the McPhillips Racing team. “Being around them ignited it,” Johnson says of working with the sisters who appeared on the DI 30 Under 30 List in 2022 and 2024, respectively. “All of those years, it had been in the background that my family might not support me racing because of the tragedy, but after college it was, ‘OK, now I’m in charge of my life.'” Gathering content for the team gave Johnson the opportunity to get to know Rich (Pops) and Richie McPhillips. A camaraderie formed, and one day they asked when she was going to get in a dragster. “I was like, ‘I would love to; how do we do that?’ That was probably the first time I’d said it out loud,” she recalls, noting that they suggested seat time in Super Comp first. “On a travel back home with my dad, I had him cornered. I mentioned that I wanted to get my license in Super Comp and he looked at me like, ‘Really?’ He never really fought me on it. He just said, ‘Make a plan and we’ll see.'” With the help of multi-time Super Comp and 2013 Top Fuel champ Shawn Langdon, Johnson licensed at a test session in Indianapolis with her father looking on and mom Jeri Rosa warming with support. Though undoubtedly a bit nervous at first, by day’s end her dad was excitedly offering high-fives and fist-bumps. Johnson, now Marketing Manager at Quantum Fuel Systems, started her own social media and public relations business in 2022 with the Gordon Racing Top Alcohol Funny Car team as her first client. They encouraged her to partner with Tom Bayer, and she debuted in Super Comp at the divisional race in Las Vegas. During the season, Johnson added to her skillset, then licensed in Top Alcohol Dragster with McPhillips Racing in Brainerd. “I never had a nervous feeling about it,” she says. “Richie gave me the whole rundown of the procedure, and I practiced it in my head a trillion times. I just felt excited and ready.” Johnson’s first race was the Las Vegas regional in 2024, where she had started her brief though valuable Super Comp journey. She raced a full season with McPhillips Racing in 2025, setting her career best at 5.17 seconds at 279 mph in Gainesville at her first national event. Her first win came at the regional event at Summit Motorsports Park in just her fifth Top Alcohol Dragster race, but her most impactful triumph happened at the prestigious U.S. Nationals. There, Johnson powered through a pedalfest in the first round, then cut a .041 light in the second round to win by .0007-second. The win light there sent her ahead to her first semifinals appearance at a national event. “To make it to Monday at Indy, the best and biggest race, was almost as good as a win,” she says. “That was a round I will remember forever. I cut a .026 light against Shawn Cowie, the leader in points in the best car out there, and I gave him a run for his money. The margin of loss was .002, but gosh, I wasn’t mad about it. My first Indy was incredible.” Next season is already locked in with McPhillips Racing, and although many are prodding Johnson about her future intentions, she is content. “I see myself in Top Alcohol Dragster,” she says. “My dad and my uncle won four championships together, so the ultimate goal would be to win one, and if I can win multiple championships, that’s a dream. “This is a great group,” Johnson continues. “We have an AJPE block and cylinder heads in this car, and that’s a big deal to me. My dad is still out here, and that makes this so special. I want to get into a position where I can do well and be successful while he’s out here and can be part of it.” The post DI 30 Under 30 2025: Melanie Johnson first appeared on Drag Illustrated. View the full article

I recently had the chance to check out the 2026 Triumph Bonneville Bobber, and here's the video where I share my first impressions.View the full article

Over the course of 2025, numerous automakers have been plagued by backup camera failures, from Stellantis and Toyota to Ford and Hyundai. On the more premium end of the spectrum, Porsche has now fallen victim to a similar problem, according to a new recall issued by the National Highway Traffic Safety Administration, which impacts some 173,538 vehicles across the automaker's lineup. The recall affects vehicles from the 2019 model year all the way up to 2025 variants, and worst of all, Porsche only expects to be ready to notify owners of a remedy in the middle of February 2026. Porsche's Glitch: What It Is and Which Models Are Affected Porsche Specifically, the problem is described as "a software issue [that] may prevent the rearview camera image from displaying as required," according to the NHTSA recall report. Frustratingly, the same report says that the "exact root cause is unknown," although transient signal noise between the control unit and the surround view cameras may be responsible for interrupting the signal from the rearview camera. This gremlin could explain why it will take so long for Porsche's software engineers to remove all likelihood that the rearview camera image will not be displayed when an impacted vehicle is placed in reverse. That brings us to which models have the issue, and there are several, listed as follows: 2020-2025 Porsche 9112019-2025 Porsche Cayenne2019-2025 Porsche Cayenne E-Hybrid2024-2025 Porsche Panamera2025 Porsche Panamera E-Hybrid2020-2025 Porsche TaycanThe solution will be to introduce a new software version that offers greater resistance to possible signal noise, restoring interrupted camera operation. Vehicles produced between May and June 2025 already feature this new software, which begs the question: Why will Porsche only notify owners on January 16, 2026, and owners on February 16, 2026? We can only assume that there must be some challenge in rolling this software out to dealers, or perhaps in training them to install it. Regardless, owners will have to rely on their rearview mirrors in the meantime. Are Cars Too Digitized for Their Own Good? Similar backup camera problems have affected literally millions of Ford vehicles, prompting the Blue Oval to offer a new 15-year warranty on many of its recent and older models, and while Federal Motor Vehicle Safety Standard 111, concerning rear visibility, mandates the fitment of these cameras for their obvious safety benefits, particularly when small children are around, one can't help but wonder if increased digitization is the cause. Automakers have a solution, however, and analog enthusiasts won't like it: software-defined vehicles. The idea is that, if cars are more digital and are developed with more technology from the outset, the chances of anything failing will be greatly reduced, and problem-solving will be easier to initiate. Of course, Tesla shows that this path can be its own source of pain. View the full article

Big Shoes To FillIt was the turn of the century, and Honda engineers were hard at work developing a much-needed replacement for the legendary B series line of engines. These naturally-aspirated four-cylinder motors had powered everything from the brand’s fleet of compact economy cars like the Civic Si, to lightweight sporty coupes like the Del Sol, and even entry-level performance sedans like the Acura GS-R through the ‘90s. Honda The B series motors were known for their robustness and reliability, while their high-revving nature, responsiveness to modifications, and relatively simple construction had made them a tuner’s favourite. Creating a replacement for this beloved motor was a tall order; the new engine had to be compact and lightweight, rev-happy with a high redline, fuel-efficient, and extremely versatile. And thus the K series engine was born, first seen in the Integra Type R and Civic Type R in the Japanese market, making its way to the U.S. to power the next year’s Civic Si and Acura RSX. This engine architecture has since come to define Honda’s four-cylinder identity. Honda View the 2 images of this gallery on the original article Early DaysThe K series engine was never meant to be revolutionary; it was designed as a practical successor to the popular B series, one that could meet the tightening emission regulations of the time and suit a wide range of models across markets. It marked Honda’s shift from timing belts to timing chains, featured a stiffer block architecture than its predecessors, and further refined Honda’s excellent variable valve timing technology — yes, VTEC. Available in various capacities in the U.S. to suit a number of models in Honda’s range, the K series engines were engineered for hassle-free daily use and reliability. The platform’s aluminum construction kept weight in check, while the updated block design offered excellent rigidity. The platform soon proved its durability with engines that regularly surpassed 200,000 miles with just oil changes and basic care. These engines could just keep running without protest, whether trudging through rush hour traffic every day for years, or singing away at redline for extended periods. Honda Honda’s K series range of engines also proved their versatility, delivering smooth torque, efficiency, and low emissions in commuter applications, while offering high-revving thrills in performance trims without sacrificing real-world drivability. By 2005, K series engines of various capacities, both naturally-aspirated and turbocharged, powered a number of Honda and Acura-badged models, from simple commuters, midsize sedans, and performance compacts to crossovers and SUVs. Honda Tuning SceneIt soon became apparent that Honda’s latest generation of four-cylinder engines was extremely robust and overengineered, and unusually receptive to performance modifications. ‘K Swaps’ became extremely popular as the once skeptical tuning community, still attached to their old B series motors, acknowledged the performance headroom and vast tuning potential of the newer engines. The architecture’s free-revving nature lent itself well to the demands of high-rpm builds, while the rigid, seemingly indestructible cast aluminum block could handle boost pressures without breaking a sweat. Honda Overbuilt internals and an efficient cooling system contributed to the K series’ ability to accept loads of modifications and still keep running reliably. In just a couple of years, the platform became a favourite of tuners across the globe; its adaptable nature turned it into one of the most swapped and tuned motors of the modern era, with a thriving aftermarket scene growing around it. Did Honda Hold Back?It is believed among some tuning circles that Honda deliberately hamstrung the K series engines from the factory by strategically limiting volumetric efficiency and using conservative cam profiles to restrict its specific output. The story goes that the engineers assigned to create Honda’s next bulletproof mass-market four-cylinder motor did their job a little too well, and early prototypes of the K20 engine threatened to make more power per liter than the more expensive S2000 and NSX. View the 1 images of this gallery on the original article At the time, the S2000’s F20C boasted the highest specific output of any naturally-aspirated engine in the world, and the mid-engined NSX was positioned as a usable and reliable alternative to European supercars. There was no way that Honda management could permit this new engine, destined for the humble Civic, to outshine their sporty rear-wheel-drive roadster and F1-influenced halo car; it just wouldn’t suit the brand’s internal product positioning. It is thus believed that the engineers had to resort to using various measures to limit the engine’s breathing capacity and volumetric efficiency. These included narrower than optimal intake manifolds that incorporated sudden bends designed to slow down air flow, milder cam profiles than originally intended, and conservative fuel maps. Ultimately, the first production K20 engines made between 200 and 220 horsepower. Tuners, however, soon discovered that with a few basic bolt-on mods and a remap, the mild-mannered K20 motor could breathe so much better and effortlessly push out over 250 horsepower while feeling completely unstressed, all with stock internals. Honda, of course, claims that the engine was designed to be durable, reliable, and meet the emission regulations of the time; we’ll never know. The K20 TodayThe most modern iteration of the K20 engine architecture is the K20C developed in 2015, variations of which continue to power various iterations of the Accord, Civic, and Civic Type R, as well as Acura’s Integra Type S, RDX, and TLX to this day. The K20C was designed to be even more robust and durable to handle the increased crankcase pressure that comes with turbocharging, and was tuned to prioritize mid-range torque generation over peak power. Into the Future25 years on, the K series engine platform continues to evolve with the incorporation of direct injection, improved combustion efficiency, and turbocharging to keep it competitive in an ever-evolving industry. Its flexible architecture, robust build, and real-world reliability are most responsible for its longevity, and enable Honda to meet modern demands without having to completely redesign the platform’s basic structure. Honda have also hinted that we might see a hybridized version in the near future, so it seems that the K series engines aren’t going anywhere just yet, even as electrification looms. View the full article

The Electric Truck Reality Nobody Talks AboutElectric trucks have a fundamental problem that no one wants to admit out loud. Take a Rivian R1T out on the highway, for example, and you'll quickly discover why they remain controversial for long-haul work. Their heavy curb weight, brick-like aerodynamics, and power-hungry motors mean electric trucks are fighting a losing battle against physics. Even with Rivian's largest available battery pack and 420-mile EPA estimated range, real-world range hovers somewhere in the 275-300 mile vicinity at highway speeds. YouTube channel Aging Wheels decided to see just how far they could take their R1T, with an ambitious mission: beat the electric vehicle Cannonball Run record by driving from Manhattan to Los Angeles, a distance of over 2,800 miles, faster than anyone in an EV had done before. The benchmark time? 39 hours and 29 minutes set in a 2025 Porsche Taycan, an electric sedan that has far less physics to fight. YouTube/Aging Wheels View the 2 images of this gallery on the original article Building a Battery Beast Nobody Asked ForThe Cannonball Run is typically a test of how fast one can go from coast to coast, but with an EV, wind resistance at higher speeds and charging speeds are to be accounted for. That means speeds have to be kept reasonable, and charging time needs to be kept at a minimum, either through improving charge speeds or making it so the vehicle can travel longer between needing to stop to charge. The engineering solution that the team devised borders on absurd, but it works. They sourced two additional Rivian battery packs from crash-tested vehicles and assembled what they dubbed a Mega Pack taking up the whole of the R1T's sizeable cargo bed. The final tally sits at 310 kWh, roughly three times what the stock truck carries. Their calculations amounted to a theoretical 620 miles of range under ideal conditions. To make things more interesting, those extra batteries don't just sit there passively. The team engineered a bespoke BMS capable of charging at nearly 300 kilowatts and feeding power directly into the truck's main battery as it drives. They even put together a cooling setup using an ice chest that requires manual refills at every charging stop. What It Really Takes to Go 500 MilesWhen the modified R1T finally hit the open road for its record attempt, reality delivered mixed results. The truck managed an impressive 510-mile run at an average speed of 68 mph. That's legitimate performance that would make any electric vehicle owner jealous. But consider what it took to achieve that number. Thousands of dollars in salvaged batteries. A completely unusable truck bed. A cooling system that requires manual intervention. And a vehicle that can barely be called a pickup anymore, since the only cargo it hauls is its own batteries. YouTube/Aging Wheels Even though the experiment failed to break the EV Cannonball Record this time around, it reveals the uncomfortable truth about electric trucks and extended range. To deliver the kind of mileage that would satisfy real users, they would need either revolutionary new battery technology or the sort of compromises that affect core utility. Until battery energy density improves dramatically or charging infrastructure improves massively, electric pickups will continue hanging in this awkward middle ground between impressive capability and real-world limitations. View the full article

After announcing the move back in October, former McLaren Automotive chief Michael Leiters has today become CEO of Porsche AG, officially taking over from Oliver Blume at the very start of 2026. The move ends Blume’s dual role running both Porsche and Volkswagen Group and hands Stuttgart’s sports car brand to a leader with deep roots in performance, hybrids and SUVs. View the 2 images of this gallery on the original article A Return To Porsche With Ferrari And McLaren On His CVLeiters is not an outsider, as he worked at Porsche from 2000 to 2013 in senior engineering and product roles, including responsibility for Cayenne and Macan programmes and early hybrid projects. After that he became Chief Technical Officer at Ferrari, where he helped bring hybrid halo cars such as the SF90 and 296 GTB to life, before moving on to serve as McLaren Automotive’s CEO. He now returns to Porsche as it tries to balance heritage, high end sports cars and electrified crossovers. The brand still trades heavily on its classic back catalogue, with cars like a tidy 1964 Porsche 356C and a 1963 Porsche 356B reminding buyers where the marque came from. Leiters will be tasked with keeping that emotional pull intact while steering the lineup through a slower, more cautious move toward full electrification. Fixing Margins And Resetting The EV PlanPorsche is bringing in new leadership at a difficult moment, as margins have been squeezed by weaker demand in China, higher costs and a messy reset of its EV strategy. The company has already signaled that it will lean harder on combustion and hybrid flexibility rather than forcing an all electric timeline, which fits Leiters’ track record of using hybrid systems to enhance, rather than replace, traditional powertrains. At the same time, Porsche continues to experiment with new technology that can keep its cars feeling special, even when the basic layout changes. Leiters will inherit that kind of work and decide how much of it reaches production as Porsche tries to stand out from premium rivals. Oliver Blume will remain CEO of Volkswagen Group with an extended contract, freeing him to focus on the wider portfolio while Leiters concentrates on Porsche alone. For us, the hope is that a technically minded, Porsche bred chief can stabilize profitability, sharpen product planning and keep the 911 and its siblings feeling like genuine sports cars even as SUVs and electrified models take a bigger share of sales. View the full article