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

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

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

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

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

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

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

Camplux Nano 3 Portable Tankless Overlanding Water Heater Review When you spend enough time off-grid, you quickly realize that hot water isn’t just a luxury , it’s a serious quality-of-life upgrade. Whether it’s rinsing trail dust off your hands, washing dishes after a long day, or taking a hot shower before crawling into your rooftop tent, reliable hot water can completely change the camping and overlanding experience. That’s why I was genuinely excited when Camplux sent me their newest portable tankless hot water heater, the Camplux Nano 3 Pro, to test and review. I’ve been a fan of Camplux products for nearly two years now, using their previous models both on the trail and in camp. These weren’t casual backyard tests , they were real-world overlanding scenarios where gear either works or it doesn’t. So when Camplux asked me to put the Nano 3 through its paces, I was eager to see if this was truly a meaningful upgrade. After using it, I can confidently say: this is the best portable hot water heater Camplux has released to date. Why Hot Water Matters When Overlanding Overlanding is about independence and self-reliance. The longer you’re off-grid, the more important systems like water, power, and food prep become. A portable tankless water heater isn’t just about comfort , it directly impacts hygiene, efficiency, and morale. Having consistent access to hot water makes dishwashing easier, helps with food safety, and allows you to clean up properly after dusty trails or muddy recoveries. When you’re days away from a shower, that matters more than people realize. The Camplux Nano 3 Pro is clearly designed with this exact lifestyle in mind. A More Self-Contained, Trail-Friendly Design One of the first things you’ll notice about the Nano 3 is how compact and self-contained it is compared to earlier Camplux models. Everything feels more integrated, which makes a huge difference when packing and organizing gear inside an overlanding rig. It weighs just 13.7 pounds, has durable carry handles, and features a removable gas line that makes storage much easier. This design works especially well for vehicle-based camping where space is always at a premium. Built-In Rechargeable Battery: A Massive Upgrade This might be my favorite improvement on the Nano 3. Previous Camplux models relied on two DD batteries, and more than once I found myself on the trail with dead batteries and no hot water. If you didn’t pack spares, you were out of luck. The Nano 3 completely eliminates that problem by using a built-in 4,000 mAh rechargeable battery. The unit consistently stores power internally, removing the need for disposable batteries altogether. On a full charge, you get up to about an hour and a half of runtime, and the system supports charging while it’s in use. From an overlanding perspective, this is a game-changer. Fewer consumables, fewer failure points, and one less thing to worry about in the field. Integrated Water Pump for Easier Setup Another thoughtful improvement is the integrated 12V water pump. Instead of having a separate external pump like earlier models, the Nano 3 includes the pump directly on the blue input water draw line. In real-world use, this means faster setup, fewer loose components, and easier packing when it’s time to break camp. Anything that simplifies setup and teardown is a win, especially when you’re tired, it’s getting dark, or the weather turns. Digital Temperature Display You’ll Actually Use The Nano 3 features a digital display that shows both the incoming source water temperature and the outgoing hot water temperature in real time. This is more useful than it sounds. When you’re pulling water from a cold creek, lake, or mountain spring, being able to see exact temperatures helps you dial things in quickly and avoid overheating. It also adds an extra layer of confidence when using the unit for showers or washing up kids and pets at camp. Power and Performance on the Trail Despite its compact size, the Camplux Nano 3 Pro delivers impressive performance. With 20,500 BTUs of heating power, it provides instant hot water with up to a 45°F (25°C) temperature rise. In testing, hot water was consistent and reliable for everything from dishwashing to full camp showers. It never felt underpowered, even when source water temperatures were low. Flexible Charging for Off-Grid Use The Nano 3 was clearly designed for off-grid life. It supports multiple charging methods, including portable power stations, standard 110V outlets, 12V vehicle cigarette lighters, and compatible battery sources. Even better, the unit allows charging while operating, which is perfect for longer trips where power management matters. Built-In Safety Features Any propane-powered gear needs to be safe, especially in remote environments. The Nano 3 includes multiple built-in protections that work automatically in the background. If the water temperature exceeds 122°F, the unit shuts off and displays an E6 error code until temperatures return to safe levels. It also shuts down if excessive tilt is detected or if there’s no water flow for more than two minutes. These features provide peace of mind whether you’re solo camping or traveling with family. Eco-Friendly Efficiency Camplux has also focused on efficiency and environmental responsibility with the Nano 3. By optimizing propane usage, the system provides hot water on demand without unnecessary waste. Compared to traditional heating methods, this portable propane water heater helps reduce water consumption, energy use, and CO₂ emissions. With every hot shower, you’re using fewer resources while still enjoying modern comfort in the wild. Final Verdict: Is the Camplux Nano 3 Worth It? After using the Camplux Nano 3 Pro in real overlanding and camping scenarios, it’s clear this is a significant upgrade from previous models. The built-in rechargeable battery solves a major pain point, the integrated pump simplifies setup, and the digital temperature display adds real-world usability. If you’re looking for a reliable, portable tankless hot water heater for camping, overlanding, or off-grid travel, the Nano 3 is absolutely worth considering. It’s compact, efficient, easy to use, and designed with real outdoor adventure in mind. Hot water on the trail just got a whole lot easier. The post Overlanding Water Heater appeared first on Road Rash Off Road | Overlanding, Off-Road Gear Reviews & Jeep Adventures. View the full article

When Miguel Galluzzi stripped a Ducati 888 of its fairings and sketched a fuel tank that looked like a muscular hunchback, he wasn't just designing a bike—he was inventing a category. Launched in 1993, the Ducati Monster (or Il Mostro) adhered to a simple, yet brutal philosophy: "All you need is a s... View the full article

Jaws, Be DroppedThere are epic car collections all over the world, some of which remain private to this day. It's not often that an owner of one of these would happily open their doors for the world to see. Which is why Edition One Off's latest video is most definitely one for the books. In a secret location somewhere in Wolfsburg, a Bugatti enthusiast welcomed the channel into their private collection, and the cars inside are nothing short of amazing. Aside from the hypercars, there are also one-offs, prototypes, and even a test mule inside the luxurious car cave. Even if you're not a fan of cars like these, you have to at least be astonished by the cars present. La Voiture NoireEver wondered who bought the one-off La Voiture Noire shown during the 2019 Geneva Motor Show? Well, we don't know the name, but at least we know it's part of this epic collection. Technically, though, it's the car's second home as the original buyer sold it to, er, whoever owns it now. Ah, yes, the world of secret billionaires. The La Voiture Noire is a tribute to Jean Bugatti's personal Type 57SC Atlantic that was lost in transit during World War 2. The black on brown combination draws inspiration from Bugatti's own car, and the strip that runs across the top of the car is a nod to the original Atlantic. It's heaps more powerful than the car from the '30s, though, as this one makes 1,479 hp and 1,180 lb-ft of torque from its quad-turbocharged 8.0-liter W16 engine. Of course, Bugatti has since continued its tradition of one-off vehicles through its Programme Solitaire. The most recent one was launched just hours ago. It's called the F.K.P. Hommage, and it's literally a tribute to the man who got the whole Veyron project going, Ferdinand Karl Piëch. Edition One Off/YouTube Not Just HypercarsThis is probably the largest number of Chirons, EB110s, and Veyrons you'll see grouped together, but that's just one part of the entire collection. Also, there were several examples of pre-war Bugattis on display as well. There's a mix of early models present in the background, and we're genuinely curious if there's a Type 57 lurking around in there, too. But the crown jewel of the pre-war collection has to be the Type 41 Royale. More surprising are the prototypes that are part of the collection. Normally, these cars are destroyed after their job is done, but this is Bugatti we're talking about here. Also on display were early prototypes of both the Veyron and Chiron. Whatever kind of pull this collector has goes far beyond just knowing a few people within the company's circle. Edition One Off/YouTube What's a Diablo Doing in There?In the sea of Bugattis present, a yellow late-model Lamborghini Diablo VT stands out. Now, that car wasn't misplaced there, and it's an important part of the brand's history. What you're looking at is the actual test mule for the Veyron, before its real body got all the goodies that made it a record-smasher. The Diablo donor car (not often we get to say that) was the test bed for the W16 engine that would later power the Veyron. Also fitted to it were some aerodynamic enhancements that were later applied to the hypercar. It's the kind of car that makes us want to ask the owner, 'How the heck did you get that?' but with a few more expletives thrown in. Edition One Off/YouTube View the 5 images of this gallery on the original article View the full article

Early BrabusNowadays, we all know Brabus as one of the go-to tuning firms outside Mercedes-Benz. We've all seen its numerous creations over the years, of very high-performance, yet visually striking, takes on Mercs. Back in the 1990s, though, Brabus was still carving out a name for itself in the industry, content to experiment and fiddle under the radar. One of its builds of the time has just reached the auction block – and it's as rare as they come. Pistonheads View the 2 images of this gallery on the original article W124 Wagon BrabusIn the early '90s, Brabus unleashed a tune for the rather humble W124 300TE wagon. It featured many very interesting upgrades and custom parts that weren't all for show, but were also performance-oriented in true Brabus style. Simply put, when AMG builds aren't enough, Brabus fills the gap. Let's start with the performance, the 300TE comes equipped with a 3.0-liter 24-valve straight-six (M104) engine, but the Brabus team felt it could be more; it was stroked out to 3.6 liters, and power was bumped from 220 hp to 280 hp. The transmission is a standard 4-speed automatic, but it comes with a limited-slip differential for improved drivability. When it comes to handling, this car comes with Bilstein shocks and Brabus springs. Aesthetically, this car has a full Brabus body kit, which actually blends really well with the original W124; it doesn't ruin that Sacco iconic design; it merely adds more presence. Its rims are a very familiar Brabus Monoblock V design, center-capped with the famous "B" logo. Inside, there is some noticeable wear on the Buffalo Brown Leather seats, but no visible cracks or damage, a certain patina, if you will. There are also Brabus touches added to the steering wheel, instrument cluster, floormats, and the very cool (but sadly non-functioning) Brabus Tempamatic system. Tempamatic was a short-lived feature that displayed the oil and outside temperature. An Import from JapanOf note, the car itself was imported from Japan to the UK in 2015. The Brabus tuning was done during its time in the UK – a staggering £22,000 (or $30,000 in today's money) worth of mechanical overhaul. The seller also claims this W124 Brabus has traveled only about 500 miles after importation, adding very little to the listed 84,953 overall mileage. As far as we know, fewer than 30 AMG-tuned versions of the Mercedes W124 wagon were ever built. This Brabus-tuned version was even rarer. The listing can already be viewed on Pistonheads, but the auction is set to begin on February 1, 2026, with no expected price yet. However, back in August last year, a 1991 model of the same car sold for $57,555, and with W124 prices on a steady incline, something as rare as this might go for a little more. View the 8 images of this gallery on the original article View the full article

The U.S. Street Nationals presented by M&M Transmission continues at Bradenton Motorsports Park including Pro Mod final qualifying, opening rounds of eliminations in the FuelTech Radial Outlaws Racing Series drag radial classes, and the first round of eliminations in Pro Mod, Pro 10.5, True 10.5, and Lil Gangstas. Pro Mod completed its final qualifying session Saturday morning, setting a historic field that saw all 32 drivers run in the 3.50-second zone for the first time in drag racing history. Watch the race live on the official livestream on FloRacing.com. PRO MOD This story was originally published on January 24, 2026. The post Saturday Results – 2026 U.S. Street Nationals first appeared on Drag Illustrated. View the full article

Gone and Largely ForgottenIf your birth year starts with 20 and not 19, there's an actual chance you've never seen this particular Acura model in the metal. For starters, it was discontinued over 30 years ago, and fewer than 40,000 of these were sold in the U.S in the span of just three model years. With so few finding homes in the first place, there aren't many survivors left out there. Now, those more of, er, our age would probably know what we're talking about. That would be the Acura Vigor, Honda's attempt to expand its luxury portfolio in America. As you might have figured, it was far from successful, and in some parts, one of the more unusual cars that Honda and Acura ever made. Honda A More Vigorous AccordBefore it was offered in America, the Vigor was primarily a Japanese-market Honda model. It actually took a while before it was sold stateside in 1992, as the name was already being used as far back as 1981. It actually took two prior generations before the Vigor started getting Acura badges, and even then, it took a couple more years for the third-generation Vigor to be fully Americanized. From the start, the Vigor was positioned to be a sportier and more upmarket version of the Honda Accord. It has plusher interiors and more powerful engine options, although the first two were nearly indistinguishable from the regular Accord. So, for the third generation, Honda decided to go bold. Really bold. The third-generation Vigor would share no body panels with the Accord, have a more bespoke interior, and even its own engine. And that's the part where things got a little weird by Honda standards. Honda The SpecsHonda really wanted to differentiate the Vigor from other midsize offerings by giving it a five-cylinder engine. Dubbed the G20, it wasn't just Honda's first straight-five; it was Japan's first engine of its kind, too. It was a groundbreaking design in Japanese automotive history, and the folks from Tochigi were quite proud of it. It was available in either 2.0-liter or 2.5-liter guises, with outputs ranging from 158 hp to 176 hp. It was plenty powerful for its era, especially when one compares it to the Audi inline-five from the late-'80s. And here's another thing that made the Vigor interesting/unusual: the engine layout was longitudinal instead of transverse, the latter being typical in front-wheel drive vehicles. In essence, this was Japan's take on the Audi 90, right down to the longitudinally-mounted inline-five engine. The reason for the unorthodox configuration? It's not because the Vigor was available with all-wheel drive. Instead, it was for compliance with Japanese automobile tax classifications. Mounting the inline-five sideways would make the car wider, ergo, breaking out of a more favorable tax bracket. The car's body would be slimmer if the engine were mounted lengthwise instead. Acura Good Enough to be an AcuraOver in America, Acura was doing well, but the brand knew it couldn't rely solely on the Integra and Legend for its long-term future. What was missing was a car that slotted right in the middle of the two. Honda didn't have an answer to the Infiniti G20, which was a rebadged and lux'ed up Nissan Primera, and the Lexus ES250, a Toyota Camry Prominent hardtop with an L on the grille. Given that its rivals rummaged through their mother company's respective JDM catalogs, one could say that Acura probably did the same. The third-gen Vigor was introduced in its home market in 1989, and that model was chosen to be Acura's entry in the competitive junior midsize sedan market. Now, Acura didn't just pluck the Vigor from Japanese assembly lines, slap on an A badge, and call it a day. The Acura Vigor was longer due to 5-mile bumpers, and wider compared to the Honda version, as America isn't constrained by vehicle width taxes. With those changes applied, the Acura Vigor debuted in America in late 1991 for the 1992 model year. It also coincided with the launch of the facelifted Honda Vigor back in Japan. Acura And The Response Was......Lukewarm, at least in terms of sales. The car itself was good, but it was marred by a couple of issues. For starters, its size didn't match its interior room. Contemporary road testers noted the tight back seats and that space efficiency was compromised due to the engine layout. A Car and Driver comparison test from September 1991 also mentioned that the Vigor wasn't exactly invigorating to drive. Competent, yes, but not exactly thrilling. Other road tests from the same era did mention a "Germanic" feel to the chassis, but not much mention of fun. Of course, there were high praises about its gearbox, build quality, and excellent ergonomics. Overall, still a solid car, but why did it flop? Cramped interior aside, there was the price. In 1993, the Vigor carried a base price of $24,265 that topped up to $27,500. For not much more cash, one could get an Acura Legend instead. At the same time, there was too much of a price gap between it and the Integra, and a well-equipped Accord still undercut an entry-level Vigor. Oh, and the Honda was more spacious, too. It also didn't help that the second-generation Lexus ES came out the same year as the Vigor. By 1994, it was clear that consumers were steering clear of Acura's middle child, and it was axed by the end of the year. Acura The Vigor Walked so the TL Could FlyThe Vigor was subsequently replaced by the TL and still carried many of the same characteristics of the car it succeeded. It still had an inline-five engine mounted lengthways, and it was still a JDM-derived model. However, the TL rectified all the shortcomings of the Vigor, and when a V6 engine became an option, the middle child, Acura, soon started making an impression. Subsequent generations of the TL would grow from strength to strength. The second-gen TL was a hit among critics and customers, while the third-gen received near-universal acclaim. As for the fourth-gen, it still has its fans, but Honda fans would like to point out the third one being peak TL, especially the Type S. These days, Acura no longer has a midsize luxury sedan in its stable. The TLX was canned at the end of 2025 with no replacement in sight. Still, without the Vigor, we wouldn't have some of the best midsize sedans Acura ever made, like the first-generation TSX and the aforementioned TL Type S. It was fun while it lasted, and we're glad Acura learned a lot from the Vigor's failure. Honda View the 19 images of this gallery on the original article View the full article

Coast to Coast, No HandsA 2024 Tesla Model S has reportedly achieved the first zero-intervention Tesla Full Self-Driving (FSD) Cannonball Run. The journey began in Los Angeles and ended in New York, with the small team covering 3,081 miles in 58 hours and 22 minutes. For the uninitiated, the Cannonball Run originated in the early 1970s as a protest against newly imposed speed limits and heightened traffic enforcement in the U.S. In the Tesla world, the challenge became more relevant after CEO Elon Musk said the company would complete a coast-to-coast demonstration drive in 2017. That never happened—along with other pledges that later proved disappointing—but thanks to the team that recently completed the run, there is a clearer picture of what such a feat actually looks like. Alex Roy via The Drive Not Exactly Smooth SailingOne of the team members and a former The Drive contributor, Alex Roy, said the video documenting the run “will be crazy.” The attempt was completed in snowy conditions – even during an active snowstorm – which typically has a negative impact on EV battery performance. Despite those challenges, the team maintained an average speed of just 64 mph – slower than previous attempts – while spending a total of 10 hours and 11 minutes stopped for charging, a hurdle drivers of gasoline-powered cars don’t have to deal with. What was interesting in the report, however, was that the Model S made multiple detours, including a 90-minute diversion after one team member was left behind. How that situation happened is remarkable in itself, but it reflected the group’s dedication, as they chose not to take control of the vehicle and instead let FSD handle the situation. Alex Roy via The Drive Tesla’s Position on Full Self-DrivingWith FSD still facing several well-documented issues—including some currently under investigation by the federal regulators—better and faster Cannonball Run results are expected as further updates roll out. It is also worth reiterating that FSD is classified as SAE Level 2 autonomy, meaning it still requires constant human supervision, something Tesla owners considering a similar challenge should keep in mind. Tesla, for its part, is also working toward a fully autonomous driving system, though not for a road-going production EV. That technology is instead slated for its dedicated robotaxi program using the so-called Cybercab, expected to enter production in April 2026. Whether the company ultimately delivers on that timeline or adds it to the growing list of missed targets remains to be seen. View the 3 images of this gallery on the original article View the full article

A Newly Published Rivian PatentAutomotive patents don’t usually guarantee a new product is around the corner, but they do offer a window (pun intended) into what carmakers are working on behind the scenes. Most of the time, these filings are about staking a claim on an idea that might never see the light of day. Still, when a patent gets approved, it’s a hint at the direction a company is considering. That said, Rivian’s latest patent piqued our attention. Approved by the US Patent and Trademark Office in January 2026 (patent no. 12522055, published January 13, 2026, if you want to check), the filing details a powered rear closure system that reimagines how a tailgate or liftgate could function on a future Rivian model. USPTO Powered Tailgate With a Familiar TwistRivian’s patent focuses on a multi-piece rear tailgate. Rather than a single panel that swings open, Rivian’s setup lets different sections move on their own. The standout feature is the upper glass, which can open by itself or together with the main tailgate, all powered by electric motors and latches. Yes, we know, this isn’t a brand-new idea. The current Toyota Land Cruiser already lets you open the rear glass separately – a feature owners like for quick loading or when space is tight. Where Rivian changes things up is by making the whole system powered, taking away the manual step, and adding more ways to open it. If it ever reaches production, this could translate into easier cargo access, more flexibility for outdoor gear, and smoother day-to-day usability. Given Rivian’s product lineup, the most likely candidate for such a system would be a future SUV, possibly a facelifted Rivian R1S, rather than its pickup. USPTO Buttons Make a Quiet ComebackThe patent also points to changes inside the cabin. The drawings show physical buttons, knobs, and switches alongside the main touchscreen. That’s a noticeable change for a brand that’s built its interiors around clean, screen-heavy layouts. There’s a growing sense in the industry that touch-only controls can be a hassle when you’re actually driving. Kia, for example, has made a point of keeping physical controls for the basics, saying that real-world usability matters more than a super-minimal look. Rivian’s patent hints that they might be coming to the same conclusion. It’s worth repeating: patents are about protecting ideas, not guaranteeing new features. What’s described here could change, evolve, or never make it to a showroom. But if Rivian does move forward, a smarter tailgate and more physical controls would be a quiet but important change to its EVs. USPTO View the 2 images of this gallery on the original article View the full article

We're in the middle of the winter testing season, and several European automakers are evaluating their upcoming products in the coldest weather they can find, including Mercedes-Benz. The German automaker has been seen working on its first electric C-Class, a new, smaller version of the G-Class, and in these latest spy photos, the next generation of its smallest crossover, the Mercedes-Benz GLA. On a new platform, the GLA will be getting bigger, and the test mule in these images appears to be far along in its development cycle, with plenty of production-ready elements apparent, but it'll be a few months yet before Mercedes is ready to show its true appearance. New Platform Means Fresh Styling and More Space SH Proshots/Autoblog The 2027 Mercedes-Benz GLA crossover will be underpinned by the Mercedes Modular Architecture, the same platform that is found beneath the highly innovative all-new CLA, and that means it will grow in length, increasing from 173.6 inches to over 177 inches. This will translate to more space for passengers and a more capacious cargo area. Speaking of the rear end of the next GLA, these spy shots show a more square taillight design, which harkens back to the first-gen GLA. However, the graphics in those taillights will feature contemporary elements, like a three-pointed LED motif. At the front, the headlights will adopt the same tri-lateral accenting, while the wheelhouses will retain their squared shape. The glasshouse will also be sloped to a similar degree as the current GLA, with a small spoiler on the roof for a sporty look. Both gasoline-powered and all-electric GLA variants will be offered, and whichever powertrain buyers choose, they'll get similar styling for their subcompact luxury crossovers. 2027 Mercedes-Benz GLA Coming This Year with Upgrades SH Proshots/Autoblog View the 3 images of this gallery on the original article The all-new GLA is expected to arrive before the end of 2026, but only the EV will be available at that time, with the hybrid expected to follow in the spring of 2027. Like the aforementioned CLA, the GLA will be an 800-volt EV, allowing for ultra-fast charging, and numerous levels of performance are expected to be offered, including a GLA 250+ with around 272 horsepower and an 85kW battery and a GLA 350 with all-wheel drive and up to 354 hp. Over 430 miles of range is expected, depending on trim. For those who still have range anxiety, a hybrid model will be offered with a 1.5-liter turbocharged four-cylinder and a 27-hp electric motor integrated into the eight-speed dual-clutch automatic transmission. Related: Mercedes-AMG's Answer to the BMW X3 M50 Is Almost Ready In Europe, pricing is expected to start at €50,000, or just under $58,700 at current exchange rates. U.S. trade policies make the GLA's pricing for North America far more unpredictable this early in the year, but with production to take place at Mercedes' Rastatt plant in Germany, tariffs will doubtless play a role. SH Proshots/Autoblog View the 2 images of this gallery on the original article View the full article

The Quintessential Classic MercedesAsk anyone to paint a picture of a classic Mercedes-Benz, and chances are the image of a W123 might appear. Such is the impact of that model that it still makes an impression today. It was renowned for its reliability and durability, and it was a car that truly lived up to the mantra of 'Engineered like no other car in the world.' Launched in January 1976, this icon celebrates its 50th anniversary. In those 50 years, it's been offered as a traditional family sedan, a practical station wagon, and a stylish coupe. These have also been turned in to taxis, police cars, and even ambulances. Seeing these with either a million miles or a million kilometers isn't a rare occurrence, and thanks to its immense longevity and the sheer number in the span of a decade, many still remain on the road today. Mercedes-Benz Built on Strong FoundationsThe 123 succeeded the 114 and 115 mid-size Mercedes-Benz models, and can easily be described as evolutions of the two. Its engines were largely carried over from the previous models, and its suspension arrangement was similar to that of its predecessor. It's a bit old-tech, yes, but it was also tried and tested. The 114 and 115 already gained a great reputation for solidity and dependability by then, but the 123 would turn that up by a couple more notches. As for its styling, it drew inspiration from the first official generation of the S-Class, the W116. The 123 would employ a more wedge-like look, in stark contrast to the 114 and 115 boxy and upright exterior. The interior would also incorporate elements from the flagship sedan, further enhancing its ergonomics. It's worth pointing out that Bruno Sacco had almost nothing to do with the look of the 123. Instead, it was Freidrich Geiger who led the design department at the time, and the car we know today was actually finalized in 1973. Geiger would retire that same year and pass the reins to Sacco. By the way, Geiger was also the designer of the 300SL Gullwing. The 123 was his final act for the brand, and possibly the most important car he helped create. Some Facts and FiguresThe 123 came with a whole smorgasbord of engine choices and body styles throughout its life. The first of the extended family was the coupe that carried the internal designation of C123 in the spring of 1977. As for the much sought-after wagon, that one arrived in September 1977 with the code S123. Long-wheelbase models were dubbed V123, while the F123 was the model built with conversions in mind. Its initial gas engine lineup consisted of four and six-cylinder carbureted engines, as well as a six-cylinder fuel-injected mill. As for the diesels, there was a choice between four or five-cylinder motors, with North America being the only market getting a 3.0-liter turbodiesel for sedan and coupe body styles. Speaking of which, most North American 123s came with a diesel as its American launch coincided with the introduction of corporate average fuel economy regulations and amendments to the Clean Air Act. Gas models were initially offered, but were soon dropped, leaving Americans with models such as the 240D, 300D, and 300D Turbodiesel. Minor engine adjustments were introduced in 1979, and a fuel-injected four-cylinder option arrived in 1980 in the form of the 230E. It was also made available in coupe and wagon body styles and badged as 230CE and 230TE, respectively. The engine used in that model was particularly important. Dubbed the M102, it would later power the 190E 2.3 and would also be fitted to the W124 models in most markets. Also, the M102 would serve as the basis of the Cosworth-tuned 190E 2.3-16 and, later on, 190E 2.5-16. Millions and Millions ServedThe 123 would have a long production cycle, wrapping up in January 1986 after the succeeding W124 models began production a few months prior. The most popular models of the 123 were the 240D, 230E, and 200D. Among those three, the 240D is at the top with 448,986 made. If you're curious what the rarest combination of the 123 is, that would be the 280C with just 3,704 built. In the end, nearly 2.7 million 123s of various body styles and configurations were produced, and Mercedes-Benz claims it's their most successful single-generation model ever made. We're inclined to believe them, and the 123 set up the 124 for success, as about 2.7 million of those were also made. The 124 would later become the first official model to be badged the E-Class. Mercedes-Benz says the 123 offers performance without ostentation and comfort without pomp. Oh, how we wish we could say the same about today's offerings. View the 15 images of this gallery on the original article View the full article

For just the second time in its modern history under the umbrella of the Volkswagen Group, Bugatti has created a one-off hypercar, and this one is already an instant icon. Last year's Brouillard reflected one owner's immense passion for the Bugatti name and its history in the worlds of furniture design and bronze sculpture, as well as an understanding of founder Ettore Bugatti's love of horses, but this year's Bugatti F.K.P. Hommage is even more significant, paying tribute to the engineering talents, business acumen, and vision of Prof. Dr. Ferdinand Karl Piëch, as well as the Veyron that stood at the summit of his mountain of achievements as the world's first true hypercar, with a seven-figure asking price, a four-figure horsepower rating, and the ability to go faster than a Porsche 917 Le Mans racecar with no more effort than cruising in a VW Golf. Let's see how Bugatti's Programme Solitaire has reimagined its most prestigious icon. 1 Bugatti From a distance, the modern homage might be mistaken for a Veyron; Bugatti has revisited the color scheme of Veyron Chassis #001, albeit with far more complex techniques than in 2005. 2 Bugatti The side-by-side rear view of the Veyron and its contemporary reincarnation shows a subtly wider body, larger vents, bigger diffuser channels, and a more elongated exhaust finisher. 3 Bugatti In profile, the larger wheels (more on those momentarily), more aggressively slanted roofline, and slightly more upright nose become more apparent. 4 Bugatti One might assume that the Veyron's modern reimagining is based on a Chiron, but that car has a massive piece of C-shaped bodywork connecting the bodywork behind the doors to the roof, and it's a structural element. To recreate the Veyron's look, the F.K.P. Hommage is based on the open-top W16 Mistral. 5 Bugatti One deliberate change over the Veyron is the addition of a metal badge on each front fender, highlighting the Veyron's 20-year anniversary and drawing attention to the man who made the seemingly impossible happen. This shot also shows how much more luscious modern bespoke paint can be, with the F.K.P. Hommage wearing silver paint topped by red-tinted lacquer. 6 Bugatti Bugatti has recreated the 20-spoke design of the first Veyron with half of the spokes slightly thinner, again showing that subtlety is an art. For the record, the Veyron wore 18.6-inch wheels in front and 20-inch wheels at the back, wrapped in bespoke tires made just for the car. The F.K.P. Hommage wears more easily accessible Michelin Pilot Sport Cup 2 rubber, mounted on 20- and 21-inch wheels. 7 Bugatti At the back, modern lighting technology allows Bugatti to create taillights that appear to have endless tunnels, something a facelifted Veyron might have had. Another subtle change is that the inner rings are smaller than the outer light clusters. 8 Bugatti The front is slightly controversial in its reimagining of the Veyron. While the side vents on the rocker panel, the quad taillights, and the wheels are clearly inspired by the original, the front end of the homage is more subtle in its tipping of the hat. It still has three projectors in each headlight, but the clusters are much longer, thinner, and more rectangular. 9 Bugatti The rear three-quarter is arguably the most convincing angle; a casual onlooker might easily mistake the F.K.P. Hommage for the original, as it retains the Veyron's subtle but large rear fender bulge, allowing light to play off the sculpture. 10 Bugatti One of the biggest changes to the front is the wider horseshoe grille. Combined with the elongated taillights and larger lower side intakes, this not only pays tribute to the Veyron but also ties that hypercar's design to that of the Tourbillon. 11 Bugatti Larger ram intakes feed the last iteration of the legendary 8.0-liter, quad-turbo W16 engine. Like the W16 Mistral and the Chiron Super Sport 300+, the F.K.P. Hommage generates 1,578 horsepower, or 1,600 PS. 12 Bugatti The cabin is a similar blend of old ideas and new. The steering wheel is based on that of the Chiron, with its drive selector, engine start button, and D-shaped airbag. But in reference to the Veyron, the wheel itself is not flat-bottomed. In fact, it's a perfect circle. 13 Bugatti On the center console, the signature of the Bugatti racing driver whose name was used for the 2005 hypercar, Pierre Veyron, appears. Embossed in the leather alongside it are the initials of Piëch, followed by his birthdate. 14 Bugatti Look beyond the door sill, and we see more attention to detail. While the original Veyron's red finish was contrasted by black paint, the F.K.P. Hommage dons exposed carbon fiber that has had its clear-coat tinted black. 15 Bugatti While the Veyron and the Chironcould only be had with the finest leather, the F.K.P. Hommage takes another page out of the Tourbillon's book with the application of Custom Car Couture fabrics that are exclusively woven in Paris. 16 Bugatti Naturally, all the metal is hewn from aluminum, and its shine gives the caramel-colored interior some much-needed contrast. 17 Bugatti The center console is based on the Chiron's, but it's been made larger and more oval in shape to mimic that of the Veyron. This features an engine turning finish that Ettore Bugatti applied to the cylinder heads of his cars, and the entire segment of aluminum that stretches from the windshield to the transmission tunnel is milled from a single block of aluminum. At the top, a custom Audemars Piguet Royal Oak tourbillon is powered by the movement of the car thanks to an integrated gondola. 18 Bugatti The same metal appears on the steering wheel, with the shift paddles and stalks also all-aluminum. The instrument cluster binnacle, which houses a readout for how many horsepower are being deployed at any given time, as in the Veyron, is also solid aluminum. Also, note the stitching on the wheel rim. Actually, take a closer look at the technique below. 19 Bugatti The delicacy of the interwoven stitching binding the leather to the aluminum shifter cannot be overstated. It alone could stand in a museum as a work of art. 20 Bugatti The symmetry of the cabin is reflected in the fabrics of the seat centers, and even the door cards have their EB logos in the same place on either side. 21 Bugatti As we near the end of this gallery, it's worth pointing out that the L-shaped LED DRLs in each headlight meet the creases in the bodywork encasing them, something that was also considered for a potential Veyron facelift over a decade ago. 22 Bugatti Bugatti intends to produce no more than two one-offs through its Programme Solitaire division each year. What should Molsheim do next? We've seen two coupes thus far, so how about a modern reimagining of the Type 41 Royale, a drop-top with a hood housing a monstrous 12.7-liter engine? Obviously, that kind of displacement is unlikely to be repeated, but the style and importance of the Royale is exactly the sort of thing that matters to a division specializing in one-offs. Let us know your thoughts below. Related: 2026 Bugatti Brouillard Gallery: Molsheim's New One-Off Hypercar In Pictures View the full article

New cars are more expensive than ever, with the average price of one sitting above $50,000. More often than not, safety tech is blamed for it. A recent piece from the Insurance Institute for Highway Safety (IIHS) makes a strong case that this narrative misses the mark. Modern crash protection and driver assistance systems are not the main reason prices have spiralled. In fact, some of the safest cars on the road remain among the most affordable. The real issue is what gets prioritised when affordability becomes a talking point. Our Buying Habits Are Driving Up Prices Mercedes-Benz Nowadays, cheap cars have more standard safety tech than ever before. According to the IIHS, there are numerous new cars under $30,000 that deliver excellent crash protection and standard driver assistance, highlighting the 2026 Mazda 3 in particular. What drives prices higher is everything layered on top. Bigger vehicles, higher trim levels, and luxury features quickly add thousands without improving real-world safety. Take, for instance, the 2026 Mercedes-Benz E-Class. Despite being a full-size luxury sedan with a starting MSRP of $66,400, it earned a surprisingly weak safety score. At the other end of the spectrum, the much smaller and cheaper 2026 Mercedes-Benz CLA achieved the highest Euro NCAP safety rating last year. With Euro NCAP set to revise testing protocols in 2026, that gap between perception and reality may widen even further in the future. Cutting Safety Would Backfire Financially Lucid Downsizing on how much required safety tech a car needs needs to have will bring down production costs, resulting in lower selling prices. But there's more than meets the eye. In fact, it would shift costs rather than remove them. Fewer safety systems will translate to more severe crashes, higher injury rates, and more insurance claims. Inevitably, drivers will face higher insurance premiums and even more expensive medical bills. But that's not all. If new car prices were to continue to climb, like they are now, Americans would want to hold onto older vehicles longer. Sure, it might make financial sense, but a decade-old Toyota Camry lacks modern driver assistance tech and, more importantly, years of structural safety improvements. This also explains why some automakers are going back to basics. On top of Ford's upcoming $30,000 electric pickup, the brand wants to revive affordable sedans as an alternative to larger, more expensive vehicles. And as we've seen, size doesn't always matter when it comes down to safety. Affordability and Safety Co-Existing Tesla Nowhere in the autosphere does the balance between safety and affordability get messier than at Tesla. Despite a long-standing reputation for safety, the brand has faced numerous wrongful death cases relating to failing hardware, and has recently decided to lock Full Self-Driving behind a subscription paywall, making it even more expensive to acquire modern-day safety tech. If affordability truly matters, safety should not be the first thing sacrificed, nor should it be exploited for greater profit margins. The real challenge is separating meaningful protection from costly excess and recognising that expensive does not always mean safer. View the full article

Déjà Vu, ToyotaToyota has joined Nissan and Ford on the 2026 recall list after pulling back 162,000 vehicles over a rearview camera display issue. The Japanese marque said on Friday that the display may become stuck on the camera view or show a black image, a condition that violates a federal safety standard requiring all new vehicles to be equipped with a backup camera since 2018. The vehicles affected include the 2024–2025 model-year Tundra and its hybrid variant. Given the full-size truck’s sheer footprint – comparable to that of the Ford F-150 and Chevrolet Silverado – addressing a rearview camera malfunction is especially critical. Toyota noted that the issue could increase the risk of a crash. Toyota An Update, Not a WrenchRegarding the current safety campaign, Toyota said dealers will update the Parking Assist ECU software free of charge. Affected Tundra owners are expected to be notified by late March 2026. The automaker is treating it as a voluntary safety recall, reflecting its initiative to take action as early as possible. Notably, a similar problem prompted Toyota to recall a staggering 1.025 million vehicles last October, affecting a wide range of models – including the bZ4X, Camry, Land Cruiser, RAV4, and several Lexus vehicles – though the Tundra was excluded. That was a significant portion of its total recall tally of roughly 3.2 million in 2025, second only to Ford’s 12.9 million. However, the scale of the campaigns differed sharply. The company issued just 15 safety recalls during the year, compared with Ford’s 153, which marked an unwanted all-time high for the Blue Oval. Toyota Back on the ListThe Tundra has appeared on Toyota’s recall list multiple times in recent years. In November 2025, the pickup – along with several Lexus models equipped with the 3.4-liter twin-turbocharged V6 – was recalled due to a production process issue that could result in engine damage and a potential loss of power. That issue further complicated perceptions of the V6’s long-term reliability, especially as it continues to be measured against the naturally aspirated V8 it replaced following the introduction of the third-generation version in 2021. Both the Tundra and Tundra Hybrid – equipped with the 437-horsepower i-Force Max engine – were also recalled in May 2025 due to a reverse lamp defect. In low-visibility conditions, a non-functioning reverse lamp can make it harder for other drivers to detect a reversing truck, increasing the likelihood of a collision. Toyota View the 3 images of this gallery on the original article View the full article

The Hybrid Era Is HereHybrids have become so prevalent that Toyota is now offering more of its models exclusively with additional electric motors. While some buyers have expressed disapproval of this strategy due to lingering reliability concerns, a mechanic YouTuber – who claims to have worked on Toyotas for many years – shared his perspective based on extensive hands-on experience. The Car Care Nut, who has roughly 1.67 million followers on YouTube, said that modern hybrids have “simply become more reliable than non-hybrids.” Drawing from the many vehicles he has serviced, he noted that he encounters turbocharged powertrains far more often than hybrids. Why Hybrids Still Get Side-EyeSo why do some people still deem hybrids unreliable? The most common reason is the perception that hybrids add complexity, as they incorporate more components than a traditional naturally aspirated setup. With more parts comes the assumption of a higher likelihood of failure, which can be an understandable concern – particularly for budget-conscious buyers. Perhaps the biggest worry is the hybrid battery, with replacement costs often cited in the $2,000 to $8,000 range, depending on the model. According to the mechanic YouTuber, however, hybrids, including models like the Toyota RAV4, actually deliver what he describes as “negative maintenance.” A hybrid powertrain eliminates the need for a conventional starter and alternator altogether. In addition, braking components tend to last significantly longer thanks to regenerative braking, which converts kinetic energy during deceleration into electrical energy that recharges the battery. He also explained that modern hybrid systems have become more compact, improving accessibility for technicians and, as a result, helping reduce labor costs. The Car Care Nut on YouTube Lessons From the Shop FloorIf anything, he tends to work more on Toyota models equipped with turbocharged engines and 8-speed automatic transmissions, a combo found in models like the Highlander. When a hybrid does come into his shop, it is typically due to collision damage rather than factory-related powertrain design issues. “Toyota is on the right track by moving everything to hybrid,” The Car Care Nut said. There are plenty of reasons to give weight to the mechanic YouTuber’s assessment, especially considering that Toyota has roughly a quarter-century of hybrid refinement under its belt since the Prius debuted in the U.S. in 2000. The data supports this view as well, with Consumer Reports indicating that hybrids experienced about 15 percent fewer problems than pure internal combustion vehicles last year – though that reliability advantage can't yet be vouched for plug-in hybrids. Toyota View the 3 images of this gallery on the original article View the full article

If you've bought a new Nissan in the last year or so, it could be putting you and any passengers you carry at risk. A new recall published with the National Highway Traffic Safety Administration names four Nissan sedan, crossover, and pickup models from the 2025 and 2026 model years, warning that they may have been delivered with improperly welded door strikers, which could cause the doors to open while the vehicles are in motion or in a crash. While the recall only impacts 26,432 Nissan vehicles, the NHTSA recall report says that a total of 375,212 door strikers are suspected to be faulty, which means that Nissan cannot isolate the issue to one specific door on any impacted vehicle — any or all of them could open unexpectedly. This is particularly concerning for those with young families, and the cars named in the recall are particularly popular with the practically minded. Which Nissan Models Have Potentially Unsafe Door Strikers Cole Attisha/Autoblog The recalled vehicles, which fail to comply with Federal Motor Vehicle Safety Standard #206, Door Locks and Door Retention Components, are as follows: 2025 Nissan Altima2025-2026 Nissan Frontier2026 Nissan Kicks2025 Nissan SentraThe issue was first reported in late August last year, when a technician performing a fit and function check on a 2025 Sentra noticed that the striker wire loop had separated from the door striker plate. Through the following month and October 2025, the supplier investigated the issue and reported that the fracture condition was caused by an improper welding process, which caused partial quench fractures due to an increased cooling rate. When the fractured component is subjected to tensile stress, the cracks propagate. In January 2026, Nissan determined that this could cause the door striker loop to separate when the door is shut. Alarmingly, in some cases, an owner may not even notice anything amiss before a door unexpectedly opens while driving. What Nissan Owners Need to Know About Nissan's Latest Safety Recall Nissan View the 3 images of this gallery on the original article The NHTSA says that customers may notice a rattling sound coming from the door striker if only one side of the striker wire cracked, but if both sides crack, "there may be no warning prior to failure." The good news is that, while this is a hardware-related problem, it will be easy to solve. Nissan dealers will replace "all door strikers" with updated components at no charge to the customer, and the fix is expected to take less than half an hour to perform. Dealers will be notified and customers will be able to search their VINs on nhtsa.gov on January 28, but a remedy notification for owners is only expected on March 13, so customers will have to wait another month and a half for their doors to be properly secured. In the meantime, parents should be extra-cautious as child locks won't necessarily be enough to keep kids from opening the door while driving. View the full article

Volkswagen's subsidiary, Scout Motors, hasn’t delivered a single production vehicle yet, but the Volkswagen-backed startup is in legal trouble. A new lawsuit in Colorado is challenging the state’s decision to allow Scout to sell vehicles directly to customers, a privilege reserved for EV-only automakers. This isn't the first time that Scout has had legal battles tied to its direct-to-consumer ambitions, either. Dealers Call Out The State of Colorado Scout Motors According to Automotive News, the lawsuit was filed on January 20 in the Denver District Court by a group of Volkswagen, Audi, and Porsche dealers operating in Colorado. Rather than going after Scout Motors directly, the dealers are suing the state, claiming regulators misapplied franchise law when approving Scout’s dealer license late last year. House Bill 19-325 allows manufacturers to sell direct only if they produce electric vehicles exclusively and have no franchised dealers of the same brand in the state. The bill defines an electric motor vehicle in a way that dealers argue excludes any vehicle with a fuel combustion engine, even if said engine doesn't power the wheels. Therefore, the plaintiffs argue the Department of Revenue’s Motor Vehicle Dealer Board wrongly classified Scout as an EV-only automaker and downplayed its close relationship with the Volkswagen Group. When an EV Isn't Electric Enough Scout Motors The lawsuit largely hinges on Scout’s powertrain strategy. Alongside fully electric versions of its Terra pickup and Traveler SUV, Scout plans to offer extended-range electric variants that use a gasoline engine purely as a generator to recharge the battery, much like the upcoming Ford F-150 Lightning replacement. Theoretically, these vehicles can operate entirely on electric power and therefore could qualify as EVs under Colorado law. But dealers disagree. The suit characterizes the setup as a plug-in hybrid, arguing that the presence of a combustion engine disqualifies Scout from exemptions meant for brands like Tesla, Rivian, or Lucid. And considering around 80% of early Scout reservations have been for the range-extended models, the brand probably won't ditch its EREV ambitions to roll over for legislation. How Cars Will Be Sold in The Future Scout Motors Nowadays, there are countless ways dealerships operate. Some are going back to basics, following the old '90s relationship-based approach, while others, like Tesla, still operate via online orders exclusively – excluding Japan. With EV demand cooling and sales declining, brands are forced to cut costs, and offering direct sales does exactly that. Dealers argue that allowing a VW-backed brand that doesn't manufacture pure EVs undermines the law, and they have a point. But new rules are needed for new products. We can't help but shake the feeling that these legacy dealers might be attacking Scout to eliminate their competition, well before they even arrive. View the full article

Tesla Updates Its Driver-Assist OfferingsFollowing the announcement that Tesla’s Full Self-Driving (FSD) system would be offered exclusively via a monthly subscription, the EV maker discontinued Autopilot in the U.S., leaving Traffic-Aware Cruise Control (TACC) as the sole standard advanced driver assistance feature. Autopilot previously bundled TACC and Autosteer. It is a separate system from the suite of active safety features, which include Automatic Emergency Braking, Blind Spot Monitoring, and Lane Departure Avoidance. Meanwhile, Full Self-Driving (FSD) builds upon Autopilot by allowing the system to assist most driving tasks under certain conditions. However, it is worth noting that FSD remains a Level 2 SAE driver-assistance system, placing it in the same category as Toyota’s Teammate, which, despite the controversial “Full Self-Driving” naming, still requires the driver’s full attention at all times. Tesla FSD Becomes More CentralThe likely reason behind this decision is to encourage Tesla owners to opt for the FSD subscription, priced at $99 per month, with the one-time $8,000 purchase option ending on February 14. Both General Motors and Ford offer their own advanced driver-assistance systems on a subscription basis, though the latter continues to provide customers with a one-time purchase option. Tesla CEO Elon Musk wrote on X that the $99-per-month subscription price will increase as FSD’s capabilities improve over time. Broader adoption could accelerate that progress, as greater usage would provide the automaker with more real-world driving data to help further refine the system. Musk added that any future price increase would coincide with capabilities such as allowing occupants to text while driving or sleep for the duration of a trip – behaviors that would not be lawful under current SAE Level 2 autonomy rules. I should also mention that the $99/month for supervised FSD will rise as FSD’s capabilities improve. The massive value jump is when you can be on your phone or sleeping for the entire ride (unsupervised FSD). https://t.co/YDKhXN3aaG — Elon Musk (@elonmusk) January 23, 2026 Safety Promises Under ReviewWhether these future changes will lead to measurable improvements in road safety remains to be seen. But the company’s track record of ongoing criticism, including a Florida jury verdict awarding $200 million in punitive damages in an Autopilot-related crash, does little to strengthen its case. The National Highway Traffic Safety Administration (NHTSA) has even launched an investigation into FSD following crashes and consumer complaints. Beyond FSD, Tesla is developing a fully autonomous system for its robotaxi program through the Cybercab, unveiled at the “We, Robot” event in 2024. The Cybercab is planned to be produced without a steering wheel or pedals and will feature a two-seat cabin, positioning it to rival robotaxi operators such as Waymo. Tesla View the 3 images of this gallery on the original article View the full article

Ex-Olympian, Ryan Wedding, has been caught and arrested in Mexico after a decade on the run. Here's everything we know so far.View the full article