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Shannon Campbell is no stranger to King of the Hammers obviously, and I can tell you from first hand experience that he’s a legend out there. From pioneering A-Arm front axle cars to running the race solo, he’s done a lot that others wouldn’t even think of doing. I’ve been fortunate enough to cover King of the Hammers several times and have seen so much craziness, and a lot of it thanks to Shannon Campbell. He’s made some insane manuevers, courageous repairs, and incredible performances over the years here and is definitely one to watch. In the video below you’ll see some of the Shannon Campbell history at King of the Hammers, as well as some shop prep as they get ready for 2026. Check it out below. Video Description: Shannon starts the video by spending the first 31:30 talking through his King of the Hammers history, including his first A-arm car and how his journey at Hammers has evolved over the years. It’s a great look back at where it all began and how far things have come. From there, it’s all about the little things that still need to happen before we head to the lakebed. We’re getting ready to celebrate Kylie’s birthday , Shannon makes another run for race fuel (and of course grabs a few snacks along the way), and we wrap up some final odds and ends as Hammers gets closer and closer. This also marks our final video filmed in the shop before KOH — the next video you see, we’ll officially be on the lakebed. Once we’re there, we’ll be sharing daily videos throughout King of the Hammers, doing our best to keep you in the loop and make you feel like you’re right there with us. Thanks for following along — the real adventure is about to begin. The post King of the Hammers History: From Shannon Campbell’s First A-Arm Car to Today, Plus Final Shop Prep Before KOH appeared first on BangShift.com. View the full article

Stacey David has been doing his Gearz TV show for decades and during that time he’s built some really fun cars and trucks, has participated in awesome events, and influenced hot rodders of all ages. He’s a hell of a guy to talk to, always has a smile on his face, and has been lucky enough to interview some amazing hot rodding American icons. It turns out that all these years of shows never shared ALL the video interviews he’s done because they didn’t all fit into an episode of the show. And that means he’s got a bunch of them in the can that are ready to share now. If you are a fan of Smokey and the Bandit then you know the Snowman, and his sidekick Fred the Basset Hound, who entertained us to no end in the entire movie series. Well Stacey interviewed him and it was great. That interview is below. Check it out. Video Description: In the early days of Gearz, Stacey interviewed the legendary Jerry Reed! This was sadly his last interview. He passed a few months after recording it. The full interview has never been seen before, until now. The post Lost Gearz Interviews! Stacey David’s Awesome Interview With Jerry Reed, Country Star, Movie Star, And Snowman! appeared first on BangShift.com. View the full article

If you like endurance road racing, then the Rolex 24 at Daytona is fun as hell to watch. Second only to the 24 Hours of Le Mans, Daytona’s 24 Hour Race is America’s greatest endurance race without question. Because it is the season opener for IMSA racing, it sets the stage for the year and it does it in a big way. To start the season off with a 24 hour race, the longest of the season by far, means teams have to be on their game and ready to rock right out of the gate. If they have made major changes since last year, this race can make them look like heroes or zeroes in the blink of an eye. Watch the extended highlights from the race below, and let us know what car you would most like to drive in an endurance race like this. Would you do it if given the chance? What would you want to drive? Let us know in the comments below. The post IMSA Racing Highlights: The 2026 Rolex 24 at Daytona Highlight Videos! 24 Hours Condensed Into Less Than An Hour! appeared first on BangShift.com. View the full article

Solid-state batteries, finally out of the labFor more than a decade, solid-state batteries have been hyped as the next great leap for electric vehicles—safer, faster-charging, and more energy-dense than today’s lithium-ion cells. The problem has always been timing. Automakers and battery startups alike have promised breakthroughs “later this decade,” only to quietly push timelines back. Now Donut Lab, a Finnish startup best known for its futuristic in-wheel electric motors, claims the future has arrived. The company says it has built the world’s first production-ready, all-solid-state battery—and that it’s already manufacturing cells and modules at a gigawatt-hour scale. If those claims pan out, this could mark a genuine inflection point for EVs, from motorcycles and passenger cars to heavy trucks and industrial equipment. What makes Donut’s battery differentAt the heart of Donut Lab’s announcement is a fully solid-state design, meaning the battery uses no liquid electrolyte at all. That single change, according to the company, unlocks a cascade of benefits. Donut says its cells reach an energy density of about 400 watt-hours per kilogram. That’s a substantial jump over the roughly 250–300 Wh/kg seen in today’s best lithium-ion batteries, allowing for longer range without adding weight—or lighter packs with the same range. Charging performance is even more eye-catching. Donut claims its battery can fully recharge in as little as five minutes and sustain that performance for up to 100,000 charge cycles. By comparison, most modern EV batteries are rated for a few thousand cycles at best, often with recommended charging limits of 80% to preserve longevity. Temperature sensitivity, another Achilles’ heel of lithium-ion packs, is also reportedly minimized. Donut Lab says its solid-state cells retain more than 99% of capacity in temperatures ranging from -22°F to 212°F, potentially reducing cold-weather range loss and the need for complex thermal systems. Safety, cost, and supply chain claimsSolid-state batteries are often touted as safer, and Donut leans heavily into that argument. The company says its cells will not ignite if damaged, addressing one of the most persistent concerns around EV fires. It also claims the battery avoids rare or geopolitically sensitive materials, though it hasn’t disclosed a full list of what goes into the cells. According to Donut, the batteries are “made from materials that are found everywhere,” avoiding certain political issues while also lowering costs compared to lithium-ion packs. Those claims—especially around cost—will be closely scrutinized, as manufacturing complexity has historically been a major barrier for solid-state technology. Final thoughtsUnlike many battery announcements, Donut Lab points to a production vehicle as proof. Verge Motorcycles plans to deliver the first EV powered by Donut’s solid-state battery when its updated TS Pro reaches customers in the first quarter of this year. The standard bike matches the previous lithium-ion model’s 217-mile city range, but a larger battery option—fitting in the same physical space—pushes that figure to as much as 370 miles. Charging time drops to under 10 minutes, though Verge says it intentionally slows charging so riders have time for a break. The battery will make its public debut at CES 2026 in Las Vegas this week. Whether this is a true breakthrough or another ambitious promise, the coming months should offer the clearest test yet of solid-state batteries in the real world. View the full article

Less than a year after racing to a runner-up finish at the $150,000 2025 Drag Illustrated World Series of Pro Mod, Stevie “Fast” Jackson took his screw-blown Motion Raceworks “Shadow 3.0” ’68 Camaro to the $75,000 winner’s circle Sunday night at the U.S. Street Nationals presented by M&M Transmission. Jackson won with a 3.566-second pass at 210.80 mph after opponent Derek Menholt went red by .006 seconds on a 3.57-second pass at 211.36. By winning the second of three races in the Drag Illustrated Winter Series presented by J&A Service, Jackson moved up to second in the Winter Series points standings. U.S. Street Nationals Winter Series victories also went to Jerry Morgano in Pro 10.5, Cole Pesz in True 10.5, and Joseph Mallais in the Strange Engineering Lil Gangstas Championship Series presented by Melling Performance. In the FuelTech Radial Outlaws Racing Series classes, Grantley Schloss (Pro 275), Tommy Youmans (Limited Drag Radial), Billy Lackey (X275), and Joel Greathouse (Ultra Street) were victorious. Ronald Procopio (4.60 Bikes), Brian Shook (6.50 Index), Jason Renninger (7.50 Index) won in the index classes, and Cailyn Fargo won in Jr. Dragster. PRO MOD After years of trying and many close calls during the history of the Drag Illustrated World Series of Pro Mod and now the Drag Illustrated Winter Series presented by J&A Service, fan-favorite Stevie “Fast” Jackson finally broke through on Sunday evening, taking home $75,000 and the title of Pro Mod Champion at the U.S. Street Nationals presented by M&M Transmission. Piloting his Killin Time Racing “Shadow 3.0” ’68 Camaro, Jackson defeated Derek Menholt in his Harts Charger-equipped 2019 Corvette in the final round, cutting a .011 reaction time en route to a 3.566-second pass at 210.80 mph. Menholt gave up the race at the starting line, going -.006 red before running a 3.570 at 211.36. The relief was evident on Jackson’s face as he celebrated in the winner’s circle, doused in champagne while standing atop his car with showers of pyro as a backdrop. But it was the individuals he celebrated with that Jackson was quick to give credit to for his performance. “Ever since Wes had a dream of doing the World Series of Pro Mod in Denver in 2017, and we hauled that thing out there, I saw what he was building and I really wanted to win one of these races,” Jackson said. “It’s a surreal feeling to have the team I have around me. Everybody’s ‘Stevie, Stevie, Stevie.’ This doesn’t mean anything about Stevie. Stevie can only do what he does because I’ve got people like Jeff Pierce tuning the car, people like Bob Reinhardt building the engines, people like Alicia Davis who runs the company when I’m gone. All the crew guys that brought this together. KTR is a big operation with a lot of moving parts. I don’t get to race a lot, but when I do get to bring my car out and have fun with it, it’s awesome to know that they have done everything they can to give me the piece to go do it.” Jackson qualified sixth in the quickest field in Pro Mod history, with all 32 cars running in the 3.50s. Jackson ran a 3.564 at 211.53 mph, the quickest screw-blown car in the field. With the unique chip draw format, Jackson didn’t benefit from a high qualifying position. He drew 2024 No Prep Kings champion Shawn “Murder Nova” Ellington in the first round. Ellington suffered tire shake in “Blue,” his Keith Haney Racing twin-turbo ’69 Camaro, and had to let off early. Jackson cruised to a 3.562 at 211.69 mph. In round two, Jackson used a 3.583 at 210.11 to defeat Pro Mod newcomer and second-generation racer Brylon Holder in his screw-blown Camaro. Holder threw away a quicker 3.581 pass by going -.010 red. In a difficult quarterfinal round, Jackson managed to get by 2023 WSOPM champion Spencer Hyde in a pedalfest. Jackson cut a .009 light and muscled his way down the track to a 3.771; Hyde, meanwhile, suffered severe tire shake, causing his chutes to deploy early. The victory earned Jackson a date with the quickest car of the entire weekend in the semifinals – the “Lard Machine” ’69 Camaro driven by 2020 NMCA Xtreme Pro Mod champion Eric Gustafson. Jackson once again got the reaction time advantage, .026 to .080, and used it to earn a holeshot win, with his 3.602 staying ahead of Gustafson’s quicker 3.591. Despite this being Jackson’s first event win in the Winter Series, he and his team are no strangers to success. This is the third consecutive race in the Winter Series featuring a car from the KTR camp. Jackson fell to Steve King in the 2025 WSOPM finals, while teammate Sidnei Frigo made it to the finals last month at the Snowbird Outlaw Nationals presented by Motion Raceworks against Jason Harris. “It really shows that we have the right people in the right places,” said Jackson. “KTR has a culture of letting dynamic, really talented people thrive in their environment. These races are hard to win and they’re hard to go rounds. They’re hard to qualify. We’ve never not qualified for one. If you got a KTR-powered car in a final for three races in a row, it shows that everything we’re doing off the track is correct. You don’t win these things at the racetrack. You win them at the shop. Nobody in this industry works harder at the shop than we do. “Everybody says they have a good culture, but there’s not a company in motorsports that has a culture like us,” Jackson continued. “We’re a family. We take care of each other, we love each other, we pick each other up when we’re down. It took me a long time in business to realize that I used to think Stevie Fast can tune it, drive it, and do it all – and I can, but not at the level of people that are working together with a common goal of winning.” Menholt qualified just two spots below Jackson in the No. 8 spot with a 3.568 at 211.66 mph. He knocked out Melanie Salemi in the first round, setting up a titanic matchup in round 2 against Snowbirds winner Jason Harris in his “Party Time” ’69 Camaro. Harris was the lone driver eligible for the Elite Motorsports Million, an unprecedented million-dollar prize to any driver that could win all three Winter Series races. Harris had Menholt by two-hundredths on the tree, but suffered mechanical failure partway through the run, ending his bid for a seven-figure payday. Menholt went on to defeat John Doc and Peter Norton en route to the finals. With the win, Jackson moved into second place in the DIWS points championship, behind only Harris. With points-and-a-half available at the WSOPM, everything is still on the table for the two-time NHRA Pro Mod champion. “The unique nature of this race is that you have the most condensed field of talented human beings on the planet running these types of cars, so it’s so hard just to qualify,” admitted Jackson. “If you miss a run, if you don’t make a good run in the good session, you’re not in. When you talk about winning one of these championships and saying you bested 80 of the baddest door cars on the planet…I would call it an impossible task, but we’re built for chasing after impossible tasks. That’s the dream we all had as a kid when we decided we wanted to drag race cars. Can we do it? Yes, we have a team that can absolutely do it. Can 20 other people do it? Absolutely.” Despite one of the most impressive résumés not only in Pro Mod, but all of drag racing, Jackson is nowhere near satisfied. With the never-ending conversations regarding parity between combinations, improving his skills as a driver, trying new parts and pieces on the car, and even bringing out a completely different car he’s never driven, Jackson is adamant that nothing is off the table moving forward. “We’re going to keep pushing the boundaries of engine development,” Jackson said. “I’m going to continue to try to drive better. I want to be an elite driver. We just got to keep working on all the pieces. We missed winning World Series of Pro Mod last year by a thousandth. You don’t ever learn anything in life from winning. You learn by failing, dusting yourself off, and going to work. “The guys at the engine shop are already working on the development engine that we’ll run at World Series of Pro Mod,” added Jackson. “I’ll be in a different car for World Series of Pro Mod than I’ve ever driven before. So there’s some pieces in the puzzle that we’re moving around. One thing that’s awesome is you got a lot of people running this series that really love the sport – and I am really, really excited about World Series of Pro Mod. The best thing about it is it’s only four weeks away, so we get to carry this momentum and not have to think about it for six months. 2026 is our year. 2024 was building, 2025 was learning, and in 2026, we’re on the gas and it is our year.” PRO 10.5 For the first time since 2019, longtime Outlaw 10.5 proponent Jerry Morgano parked his twin-turbocharged “Copperhead” ’02 Mustang Cobra in the winner’s circle. He qualified No. 2 in the Pro 10.5 field, and due to the random chip draw format, ended up facing No. 1 qualifier Carson Baker in the first round. Morgano beat Baker on a holeshot and drew the bye run in the next round, sending him to the semis to face Tim Partin. He got another holeshot win over Partin to meet Nick Agostino and his turbocharged “Cannoli Express” ’69 Camaro in the final round. The pair of small-block-powered machines spooled up and Morgano was out of the gate first yet again. This time, he paired the holeshot with a 3.905 at 195.65 to beat Agostino’s 3.934 at 200.00 for the $10,000 win. “It’s a huge deal. I love Outlaw 10.5, obviously,” Morgano said. “I’ve been running in the class for 25-30 years now. The guys I race with – Nick Agostino, Tim Essick, Ron Green – just the OGs of the class, they’re all great friends of mine. We have such a blast when we race together. Drag Illustrated inviting us here a couple of years ago was a huge honor, and just being able to continue that this season, bringing us into the three Winter Series races, is awesome. I hope to continue it. I know there’s a lot of cars coming to the World Series that were getting repaired and updated over the winter. I think we’ve got some good things for the class going into the future.” TRUE 10.5 Following a successful campaign at the Snowbirds, True 10.5 was added to the U.S. Street Nationals lineup, but with a twist – traditionally a no-time class, True 10.5 would turn the clocks on for the second Winter Series race. Bill Lutz, who won the Snowbirds in Pro 10.5, switched to True 10.5 and recorded the quickest pass on 28×10.5s in competition, but a centerline DQ in the third round stopped what looked like another trip to the winner’s circle. Instead, young gun Cole Pesz pulled off one of the biggest comeback stories with his $40,000 win. Pesz, the son of Pro Modified veteran Brandon Pesz, suffered a major crash in testing that threatened to end his weekend. His team went to work, though, and got the screw-blown and nitrous-assisted Gobert Racing ’18 Corvette repaired and ready for eliminations. Pesz won on a slight holeshot over Scott Taylor in the opening round, got a decisive second-round win over Ryan Hendrickson, and trailered 2024 Snowbirds Pro Mod winner Kye Kelley in the third round. Pesz threw down a 3.969 at 204.70 to stop multi-time No Prep Kings champion Ryan Martin in the semifinals. Final-round opponent Brandon Sandlian went red by .087 seconds, throwing away his 4.132 at 191.62, while Pesz charged to a 3.980 at 204.76. “I have the greatest team in the world behind me and Gobert Racing,” said Pesz. “I knew there was going to be trials and tribulations. I didn’t think this was going to happen, but I’ve been in a lot worse positions in my life than crashing a race car. I knew we had a really good car. I genuinely believe we have one of the fastest cars out here. Our whole team came together and we just looked at each other and said, ‘We got this.’ Honestly, I’m just super blessed. This is how we’re starting off 2026 and I can’t wait for what’s to come for the rest of this year.” LIL GANGSTAS One of the rising star classes in drag racing, Lil Gangstas, continued its Winter Series run at the U.S. Street Nationals with another diverse, stacked field that included anyone from Snowbirds winner Tommy Hoskinson to NHRA sportsman standout Randi Lyn Butner. A pair of northern natives met up in the $20,000 final round following a long day in the Florida sunshine, with Joseph Mallais in his ’88 Mustang getting the win over Chris Scarlata in his ’70 Nova. “This is crazy to be with the 64 best cars,” said Mallais, who thanked partners All-In-One Auto, FuelTech USA, True North Turbo, and Priority Collision. “It’s a tough class. You get no time slips. You don’t know what you’re running. You’ve just got to run it to the line and see who comes out on top. I went three rounds at the Snowbirds, so I’m up there [in the points]. It’s going to be a really good chase for the finish.” PRO 275 Brisbane, Australia’s Grantley Schloss continued his winning ways in Pro 275, winning the U.S. Street Nationals for the second straight year in his ProCharged ’67 Nova. The reigning Radial Outlaws Pro 275 champion qualified third and took out Paul Major, Ernie Damper, and Nick Lacerenza before pairing up with Texan Rick Bailey in the final round. Schloss reacted quicker and led the whole way, winning with a 3.748 at 200.68 to Bailey’s 3.780 at 198.64. “To win one’s always a stretch, but to go back-to-back, it’s crazy. It’s a great, great feeling,” said Schloss, who thanked ProCharger, Pro Line Racing, LAT Oils, Ryan Rakestraw at RK Racecraft, Homier Fabrications, Spot On Performance, and his supporters in Australia. “Qualifying was very tight, and everyone we were up against, we couldn’t take lightly. The track was definitely the equalizer out there for us today. The radials raced in the heat of the day. Everyone slowed it down and most people got down, and it was all very, very close racing. I’m just glad to be here.” LIMITED DRAG RADIAL Car owner and driver Tommy Youmans rolled into Bradenton with multiple cars in his Tommy Youmans Racing camp, but it was Youmans himself and his turbocharged, Pontiac-powered ’70 GTO that parked in the winner’s circle Sunday night. After qualifying No. 8 in Limited Drag Radial, Youmans started out in the 3.90s and ended up in the mid-3.80s by the final round. He defeated Scott Husted, Brandon Carter, Jamie Stanton, and Snowbirds winner Brian Weddle to meet Justin Martin in the final round. There, Youmans left first and never looked back, running a 3.860 at 196.30. Martin coasted to an 11.817 at 41.03. “It’s incredibly special to be here,” said Youmans, who credited tuner Lee White and Kauffman Racing Equipment for the billet Pontiac block in his GTO. “We had such mechanical problems with the other cars, and then ol’ ‘Judy’ over there, she just performed flawless all day long. The crew worked on her. We broke a couple of valve springs during the day. They got her fixed up every time and it’s just incredible to be able to win in the Drag Illustrated Winter Series and just to be able to win, period. The LDR class is just so competitive. There’s so many different combos. The field is so level and it’s just a blessing. My guys work hard all the time and it’s just incredible to be able to get this win here.” X275 A long few weeks of preparation for the Radial Outlaws season opener paid off for Maryland-based X275 racer Billy Lackey, who knocked out class veteran Ron Rhodes in the final round. After qualifying No. 4 in his turbocharged ’02 Mustang, Lackey set low E.T. of all four rounds of eliminations with his round wins over Derek Cooper, Trevor Fuqua, and No. 1 qualifier and reigning series champion DJ McCain. Lackey saved the best for last, unleashing a 4.125 at 176.93 to get past Rhodes in the final. Rhodes, whose son, Ronny, also reached the final round in Ultra Street, slowed to a 5.578 at 101.64. “It still hasn’t hit me yet,” Lackey said. “We’ve been here since Monday and the car has just been freaking awesome. I couldn’t ask for more. We had this thing apart. We tested two weeks in Orlando and hurt the oil pump, and luckily it didn’t hurt the motor. We put it back together and I’ve got Dave Hanlon and James Smith – they make this whole thing. I pay for it, I let go of the button, but they’re the ones that should be getting interviewed, not me, because James Smith with JSC Race Cars and Dave Hanlon with Deebo Tuning, they’ve got this thing on a rail. I’m just the lucky one that gets to drive it.” ULTRA STREET At the Snowbird Outlaw Nationals at Bradenton in early December, Joel Greathouse stepped behind the wheel of Davey Hull’s turbocharged ’93 Mustang while Hull healed from spinal tumor surgery. Greathouse ended up earning the Ultra Street win there, and the arrangement continued this weekend at the U.S. Street Nationals. Once again, Greathouse wheeled the Hull family’s machine to the winner’s circle. He defeated Russell Justus, Dave Fiscus, and Jessie Coulter en route to the final round, where he used a holeshot advantage and a 4.484 at 154.37 to finish ahead of Ronny Rhodes and his quicker 4.458 at 157.59. “It’s very special because the reason I was here in December was to help out [Hull] that truly drove the car,” said Greathouse, who thanked Justin McChesney and the team. “We had some luck and got the win, then I get in his car again because he’s in X275 and we freaking win again. I don’t know what to say. I’m just so wound up I can’t even think right now.” The 2025/2026 Drag Illustrated Winter Series presented by J&A Service will wrap up with a grand finale Feb. 26-28 at the Drag Illustrated World Series of Pro Mod at Bradenton Motorsports Park. This story was originally published on January 26, 2026. The post Stevie ‘Fast’ Jackson Wheels ‘Shadow 3.0’ to $75,000 U.S. Street Nationals Pro Mod Victory first appeared on Drag Illustrated. View the full article

Road Ethos is the new automotive lifestyle website in town, owned and operated by Apex Line Media, LLC, which was founded by Kyle Edward and supported technically by The Arena Group. Road Ethos 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. Road Ethos focuses on long-form, feature-length articles surrounding the automotive hobby. A few examples of the articles we have ready so far include this 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

Gregory Gay has always been a Mopar man. His Dodge Mirada Super Stocker is a rare car with some cool history.View the full article

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