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The International Hot Rod Association (IHRA) has officially completed the acquisition of the historic motorsports facility in Millington, Tennessee, formerly known as Memphis International Raceway and Memphis Motorsports Park, closing on the property on December 23, 2025. Originally opened in the late 1980s, the facility has played a significant role in American motorsports history. It has hosted major drag racing events and national touring series and was, at one point, sanctioned by IHRA, hosting IHRA-sanctioned drag racing events during that time. With the property now under IHRA ownership, the acquisition represents a full-circle moment that reconnects the track’s past with a renewed vision for its future. The facility has long contributed to tourism and economic activity in Millington and Shelby County. Under IHRA ownership, it will operate as a multi-use destination supporting drag racing, stock car competition, grassroots motorsports, and other large-scale events that engage the broader community and region. “This investment honors the legacy of Memphis Motorsports Park while positioning it for a strong future,” said Mayor Paul Young, City of Memphis. “IHRA’s acquisition reflects confidence in our region and creates new opportunities for tourism, local businesses, and fan experiences.” “As the Commissioner for District 1, I am thrilled about IHRA’s acquisition of Memphis Motorsports Park,” said Amber Mills, Shelby County Commissioner, District 1, Shelby County Government. “This investment strengthens our local economy, puts world-class racing back on solid ground, and gives our families and young people a safe, exciting place to create memories for years to come. Having a national organization like IHRA committed to the long-term success of this historic facility is exactly the kind of partnership Shelby County needs.” “Memphis Motorsports Park has long contributed to tourism and economic activity in Millington and Shelby County, and IHRA’s acquisition represents a positive step forward for the facility and the community,” said Chris Thomas, Executive Director, Millington Area Chamber of Commerce. “This investment supports the continued use of the track as a regional destination while creating opportunities for local businesses and future growth. The Millington Area Chamber of Commerce looks forward to working with IHRA as this next chapter takes shape.” “This is a special place in American motorsports,” said Darryl Cuttell, CEO of IHRA. “This facility has a deep history in drag racing and stock car competition, and our goal is to honor that legacy while building a strong, sustainable future. We are committed to bringing meaningful racing back to this property while expanding its role as a destination for a wide range of events that serve racers, fans, and the surrounding community.” “This acquisition represents more than reopening a racetrack,” said Leah Martin, President of IHRA. “It is about restoring opportunity for racers, families, and the community. This facility aligns with IHRA’s racer-first vision and our commitment to grassroots motorsports, while also allowing the property to support diverse uses that strengthen its year-round impact.” “Memphis Motorsports Park holds a special place in our hearts,” said Daniel Horton, Assistant Director of the IHRA Stock Car Series. “Bobby Hamilton won the 2004 Craftsman Truck Series race here in a truck built by Tim and with Danny as the crew chief. With the facility now under the IHRA umbrella, we can give grassroots racers a chance to compete where legendary drivers such as Kevin Harvick, Randy LaJoie, and the late Greg Biffle have won. We are extremely excited to bring stock car racing back to Memphis and continue the legacy of this iconic track.” In the coming days, IHRA will begin facility improvements and operational preparations. Fans and community members are encouraged to follow IHRA across its social media platforms for updates and behind-the-scenes coverage as revitalization efforts get underway. Further announcements regarding schedules and programming will be released in the near future. This story was originally published on December 29, 2025. The post IHRA Acquires Historic Motorsports Facility in Millington, Tennessee first appeared on Drag Illustrated. View the full article

Italian CoachbuildingAn almost forgotten and lost art of the automotive world is coachbuilding, which refers to the idea of building the body of the car, but using the underpinnings of an already existing model. While most countries had their own coachbuilders, the Italians were known as one of the best, with famous designers and design houses. One of the most iconic Italian design houses is Bertone, and it's coming back to the spotlight with a limited-run production unit called Runabout. Wedge-Shaped GloryWhen it comes to iconic shapes and designs, the wedge motif, penned by Marcello Gandini of Bertone, is top of mind. This was the definitive design language of the supercars of the 1960s and '70s, which we all know and adore. Gandini was also responsible for a concept back in 1969 called the Runabout. It was a striking wedge design that sat on a long-forgotten automotive creation, the Autobianchi A112. This design, despite not making it into production, heavily influenced cars like the Lamborghini Countach. Fast forward to today, and the Bertone Roundabout is about to get a new lease on life. The design has been updated for 2026. It uses Bertone's Zero principle with only two defining lines, one is the L-shaped profile that is prominent from the top of the Roll bar up to the front nose, accentuating the wedge design. This car also integrates the ever-cool pop-up headlights, a Coda Tronca tail, rounded tailights, and an industrial-inspired engine cover. The 2026 Runabout was already actually teased back in October 2024 and in March of this year, giving people a hint of the official design that will hit production. Moving ArtWith a design worthy of an art gallery spot, the Runabout will instead advertise itself on the move. It will be powered by a 3.5-liter V6 making 460 hp paired with a 6-speed manual transmission. It will come in two distinct body styles, the Targa and Barchetta. It will, however, be an extremely rare production run, with only 25 models slated for potential customers. The 2026 Runabout will make its official public debut during the Retromobile 2026 in Paris. View the full article

Saskatchewan International Raceway (SIR), Western Canada’s oldest and longest-operating drag strip, proudly announces its 2026 race schedule, commemorating the track’s 60th anniversary season under the banner “60 Years of Speed.” The year ahead features a variety of special events, landmark celebrations, and continued commitment to safe, legal drag racing across Saskatchewan. SIR has scheduled 27 days of racing for the 2026 season. Operated by the Saskatchewan Drag Racing Association Inc. (SDRA), SIR continues its mandate as a not-for-profit organization dedicated to providing a professional, community-driven venue for motorsports. Track Manager Shawn “Skippy” Zezula has earned widespread recognition for preparing a racing surface renowned across Canada for its exceptional traction, consistent prep, and the kind of hard-launching passes that routinely produce towering wheel stands. “Our Southwinds Showdown will be the biggest and best motorsports event in Saskatchewan’s history,” said Trevor Jacek, President of the SDRA. “It will be a tribute to our past, a showcase of today’s talent, and a look forward to the future. Block out Saturday, August 15th in your calendar. You won’t want to be anywhere else. Details of the Southwinds Showdown will be revealed in the coming months, and we promise it will be worth the wait.” SEASON HIGHLIGHTS Southwinds Showdown — August 15, 2026 The capstone event of SIR’s 60th anniversary season, the Southwinds Showdown, will feature the best and fastest racing ever seen in the history of Saskatchewan, anniversary celebrations, and a showcase program marking six decades of drag racing in Saskatchewan. The 2025 edition featured dozens of feature cars including jet-engine-powered Funny Cars that shoot flames out the back and run the quarter mile in 250mph (400 km/h), blown-alcohol Funny Cars and dragsters, Pro Mods, and nitromethane-fueled motorcycle. 2026’s feature car lineup promises to be larger and faster. Rain-out backup date: August 16, 2026. Heads Up Havoc — July 3–4, 2026 SIR’s wildly successful heads-up racing event returns with a full field of high-horsepower machines, many of them street-legal, with some capable of reaching 180 mph (290 km/h) in just four seconds, delivering incredible, side-by-side heads-up racing. Fall Finale — September 19–20, 2026 The Fall Finale “big payout” bracket race also returns after a prolific inaugural event in 2025, which drew 150 entries from the most competitive drag racers from all four Western Canadian provinces. The 2026 edition will further expand with even more competitive depth. Home Quarter Drag & Drive—June 19-21, 2026 The Home 1/4 Drag and Drive pairs quarter-mile racing at SIR with a scenic, out-and-back trips across Saskatchewan. Drivers make morning passes on the dragstrip, then navigate a checkpoint-verified route each afternoon. Street Legal Program — 7 Events in 2026 SIR will host seven Street Legal dates throughout the 2026 season. This volunteer-run program allows car and motorcycle owners to safely test and race their street-legal vehicles in a controlled environment, offering an essential alternative to the risks of racing on public roads. Participants must hold a valid driver’s license and pass a simple safety inspection, making Street Legal one of Saskatchewan’s most accessible and community-driven motorsports programs. Street Legal is a welcoming starting point for the general public to enjoy SIR as a participant and a staple for friends, family, and motorsports enthusiasts to spectate at. Points Series — Racing for All Ages and Classes The 2026 SIR Points Series features an array of competition categories, including:  Super Pro, Pro, Sportsman, and Street Legal bracket cars, including vehicles capable of over 200 mph (320 km/h);  Jr. Dragsters, driven by competitors as young as 8-years old; and  Jr. Street, whereby youth aged 13+ race full-size vehicles with a parent riding along. The diverse and family-friendly SIR Points Series is a staple event and ensures a competitive pathway for new racers, seasoned veterans, and future stars alike. 2026 SASKATCHEWAN INTERNATIONAL RACEWAY SCHEDULE May 2026 May 9 — Street Legal May 22 — Street Legal May 23 — Test and Tune May 24 — Points Race #1 June 2026 June 5 — Street Legal June 6 — Points Race #2 June 7 — Points Race #3 June 19 — Home 1/4 Drag and Drive June 20 — Home 1/4 Drag and Drive June 21 — Home 1/4 Drag and Drive June 26 — Street Legal June 27 — Points Race #4 June 28 — Points Race #5 July 2026 July 3 — Heads Up Havoc July 4 — Heads Up Havoc July 17 — Street Legal July 18 — Points Race #6 July 19 — Points Race #7 July 29 — Miles of Mayhem August 2026 August 14 — Points Race #8 August 15 — Southwinds Showdown (60th Anniversary Feature Race) August 16 — Southwinds Showdown: *Rain-out backup date* August 29 — Points Races #9 August 30 — Points Races #10 September 2026 September 13 — Street Legal September 19 — Fall Finale September 20 — Fall Finale September 27 — Street Legal This story was originally published on December 29, 2025. The post Saskatchewan International Raceway Releases 2026 Event Schedule first appeared on Drag Illustrated. View the full article

The new RTV-X Long Bed delivers 1,212 pounds of payload in a job-ready six-foot bed.View the full article

At 30 years old, Devin Grace has already lived several lives in drag racing: racer, fabricator, tuner, and business owner. He’s won major no-prep and small-tire events, built one-of-a-kind race cars from the ground up, and earned the respect of his peers through work ethic and ingenuity. But ask him about it, and he’ll downplay it all. “I can’t say that I’ve done anything fantastic in my opinion,” Grace says. “But I think I’ve done a few cool things.” Editor’s Note: This story originally appeared in DI #197, the 30 Under 30 Issue, in November/December 2025. Those “few cool things” started when he made his first passes in a Jr. Dragster around eight years old. It took him some time to get the hang of it, but he ended up winning a pair of track championships at Knoxville Dragway and one at Crossville Dragway, along with a divisional title at Darlington Dragway. He continued to win races when he moved into a big car in No Box, but the allure of heads-up racing led him to build a drag radial car, a ’79 Cutlass. He won a couple races in that before going to college, where he studied CNC machining. After graduating, he went to work for a well-known shop to get his feet wet, then he launched his own business, Nexus Machine and Fab. “Around 2018, I decided I was ready to build full chassis cars,” Grace says. “Honestly, that was probably a mistake, but I think the best way to learn is to jump off the deep end and learn to swim.” That hands-on approach became his signature. He wasn’t afraid to experiment, fail, and rebuild, sometimes literally. “I bought an F-body Camaro, and we ran it hard and won a ton of races,” he says. “But it burnt in my trailer, along with everything else. I rebuilt the burnt junk just to make it raceable – not presentable – and went no-time racing on 275s.” What followed was a string of hard-earned successes. Grace transitioned the same car to no-prep racing, where he quickly made a name for himself. “We ran it for two or three years and won quite a few local events,” he says. “We went to eight cars at the Quarter Million and had a couple strong showings at Dig or Die.” As an R&D partner for Holley, Grace decided to try some experimental stuff with a twin-turbo, 282-cubic-inch, LVX-based V6 engine in his 2002 Camaro. Riding on 28×10.5 slicks with stock-style suspension, the car set the record at the time for quickest and fastest eighth-mile LVX series engine at 5.234 seconds at 140.4 mph. “The build included dry decking the block and cylinder heads, modifying a set of billet steel rods to work in this combination, six custom sleeves, modifying a Holley high ram intake to fit the v6, a custom ground camshaft from BTR, custom copper head gaskets made in-house, custom top fuel hoops in the cylinder heads,” Grace explains. “Everything was machined in-house, with the exception of the camshaft.” Word spread about Grace’s abilities, and fellow racers started asking him to tune their cars. Before long, Grace had more customer cars than he could deal with. He tuned customers to success throughout the Southeast, but after years of helping others, Grace decided to pour his energy into his own dream car. “I flew to Oregon from Tennessee, bought a body and a start for a chassis, shipped it home, and got to work.” The result is his current machine, a 1936 Ford five-window coupe dubbed “The Witch Doctor,” powered by a roots-blown big-block Chevrolet. “I ended up with what’s, in my opinion, a really nice car,” he says. “And in SFI’s opinion, it’s a class-legal Pro Mod.” In its first full season, the Witch Doctor proved nearly unbeatable. “In the last year, we’ve won nine out of 11 races entered,” Grace says. “We runnered-up at a $20,000 race and just won Gangster’s Paradise and War in the Woods. It’s by far the best car and combination we’ve ever put together.” Grace credits his family and crew for the foundation that makes it all possible. “My parents, Mark and Sharon Grace, have always been my biggest supporters and believed in me since day one,” he says. “My crew helps nonstop with this car and the others – I can’t name them all, but they know who they are. And Ryan Witte has helped me for years with EFI, tuning, and power management. “Moving forward, my goal is simple,” he says. “To keep racing, and push my program to the next level, even if I don’t know where that road leads.” The post DI 30 Under 30 2025: Devin Grace first appeared on Drag Illustrated. View the full article

Heavyweights With a Need for SpeedToday's drag race pits three of the quickest, most technologically advanced electric SUVs on sale today: the Lucid Gravity Grand Touring, the Tesla Model X Long Range, and the Rivian R1S Dual Motor Performance. All three target buyers who want family-friendly practicality without sacrificing straight-line performance that rivals dedicated sports cars. While their headline acceleration figures appear closely matched, each SUV approaches speed differently. Lucid focuses on high-voltage architecture and sustained power delivery, Tesla leans heavily on software to shape acceleration, and Rivian emphasizes aggressive launches aided by suspension and traction tricks. Those differences make a side-by-side drag race far more revealing than spec sheets alone. Electric SUV Drag RaceTo ensure a fair fight, all three SUVs were fully preconditioned and charged to more than 90 percent. Factory wheels and tires were retained, and each vehicle was set up in its most aggressive performance-oriented configuration, including ride height, stability control, and launch procedures where available. The runs were conducted side by side over a roughly quarter-mile stretch, emphasizing real-world acceleration rather than idealized test conditions. Multiple passes were completed to smooth out driver timing and traction inconsistencies. Beyond full launch-mode starts, the test also included “stoplight” scenarios using everyday drive modes. That added layer revealed how each SUV behaves when drivers don’t have time to dive into menus, a far more realistic reflection of how these vehicles are used on public roads. The Quietest Quarter-Mile There WasRun after run, the Lucid Gravity asserted itself as the most consistently quick vehicle in the group. Its launches were clean and drama-free, and once traction was established, it steadily pulled away from the others. The Gravity repeatedly crossed the finish line at around 130 mph, highlighting its ability to deliver sustained power rather than just an initial surge. The Tesla Model X emerged as the dark horse. Although softer off the line, it came alive from about 60 mph onward, often closing the gap at higher speeds. Despite not coming in its mighty-quick quad-motor specification, the Rivian R1S delivered the most theatrical launches, squatting hard and spinning tires when stability control was reduced. Still, it struggled to keep pace as speeds climbed, especially when suspension height limited power to protect the drivetrain. Tesla Paper vs. Real World PerformanceThis three-way showdown underscores how misleading a single 0-60 mph number can be. The Lucid Gravity’s blend of voltage, traction, and software tuning makes it the most repeatable and effortless performer here, even if it doesn’t feel overwhelmingly faster from behind the wheel. Its advantage lies in consistency and composure. The Tesla Model X proves that midrange punch matters just as much as launch theatrics, while the Rivian R1S shows how thrilling initial acceleration can come at the cost of higher-speed trade-offs. In the end, the Gravity claims straight-line bragging rights – but the bigger takeaway is that in modern electric SUVs, how power is managed matters as much as how much power there is. Rivi View the full article

Ryan Pederson’s self-built Corvette Z06 evolves from a clean street car to a 2,850 hp, 6-second stick-shift drag car.View the full article

One Careful OwnerThe older the car, the harder it is to find one that's had one owner since new. But that's exactly what this 1973.5 Porsche 911T is, and it's currently up for sale. Listed by Garage Kept Motors, it's been with the same owner for over 50 years since it was purchased new at Tom Sullivan Porsche in Birmingham, Michigan. Over the years, the car was left unmodified and preserved caringly, keeping it as factory fresh as possible and having only done 59,368 miles since it rolled off the lot. It's one of the last long-nose 911s of the classic era, and the specs that came with it will have classic Porsche enthusiasts take a second look. Garage Kept Motors Hugely Desirable SpecsThis particular 911T is one of the 1,944 mid-year examples produced, featuring the love-hate Bosch K-Jetronic fuel injection system. Also known as the CIS (Continuous Injection System), it gave the 911 a touch more power and kicked off a new era for the rear-engined sports car. On the flipside, it was a finicky system that wasn't always easy to tune. It wasn't the best fuel delivery system around, but those who value originality above anything else love that kind of thing. Other highlights? Its 2.4-liter flat-six is original and made 140 hp and 149 lb-ft of torque when it was new – a far cry from the mega numbers that 911s make today, but just right for the era. The car is also equipped with a five-speed manual transmission and factory air-conditioning. Oh, and those Fuchs alloys came with the vehicle when new. Interesting options include Koni dampers, stabilizer bars, appearance group, tinted glass, chrome trims on the wheel wells, and an AM/FM radio. Garage Kept Motors So, How Much?1973.5 models are desirable in the Porscheverse for a couple of reasons. The rear-engined sports car would swap carburators for fuel injection, the long hoods would disappear the year after, and it would get those ungainly 5-mph bumpers in '74. With less than 2,000 produced, its rarity also means higher values, and it'll just keep on going up from there. The car is currently being offered for $109,900, which is actually fair for its condition, mileage, and history. These cars typically hover between $70,000 and $120,000, so pricing isn't exorbitant at all. Before you say it's crazy spending six figures for a car that'll easily be dusted by a Honda Civic Hybrid, classic Porsches aren't about pulling eye-popping numbers — it's about the experience. Garage Kept Motors Garage Kept Motors View the 9 images of this gallery on the original article View the full article

In a wide-ranging interview, Carlos Ezpeleta, MotoGP's chief sporting director, gave to Motorsport, the executive said there's 'overwhelming' interest in new team owners, as well as more tracks for the calendar. View the full article

A Familiar V8 With a Long Track RecordFord’s 5.0-liter Coyote V8 has been a mainstay in the Blue Oval lineup since 2011. From the Mustang GT to the F-150, Ford's small-block V8 powers many models in varying tunes and applications, and it has earned its renown for its distinct rumble and respectable power output. Still, it had its flaws. Early versions were known for oil consumption, noisy valvetrains, and cam phaser issues, problems that often became more noticeable as mileage increased. With the arrival of the latest-generation Coyote in 2021, Ford intended to solve those issues while bringing in new technology. It introduced cylinder deactivation and a belt-driven oil pump, but kept much of the cast-iron block. On paper, it was the most advanced and refined Coyote so far. That context makes a teardown of a Coyote V8 with just 65,000 miles especially interesting, done by our favorite engine coroner on YouTube, I Do Cars. This engine came from a 2021 F-150 that received regular dealer oil changes every 7,000 to 8,000 miles. Despite that maintenance history, it was replaced outside the dealership, which means it didn’t go through a warranty claim. Guess the most obvious question is: Why? What the Teardown RevealedThat question was what the engine teardown above tried to answer. During initial inspection, it’s clear that the engine had not been abused. The timing chains, guides, and tensioners all appeared to be in good shape. Even the oil pump belt, often a focus of concern, showed little to no wear. The findings became more detailed (and a bit mind-boggling) as the teardown progressed. As opposed to the problematic GM's L87 V8 block, this Coyote V8's cylinder bores were clean, the bearings showed normal wear for the mileage, and the oil filter had almost no metallic debris. That ruled out major bottom-end failure or serious oil starvation. So, what gives? The most significant clues were found at the top end of the engine. Several pistons had clean spots on their crowns, a sign of oil wash, and the combustion chambers were heavily carboned. Wet areas in the heads indicate oil consumption. One bank also showed metal transfer on the camshafts and cam followers. Though not enough to cause immediate failure, this indicated early valvetrain wear that could progress over time. I Do Cars/YouTube View the 4 images of this gallery on the original article A Replacement Without a BreakdownAccording to I Do Cars, there was no single dramatic failure. Instead, a combination of issues was likely at play. Oil consumption seems to have been the primary concern, though not as much as might be expected, but possibly enough to frustrate a likely meticulous owner or fail an oil consumption test. Camshaft wear may have been a secondary issue that made replacement seem like the safer long-term option. The key point is that this engine was not removed because of a dramatic failure. Instead, it highlights how a modern engine can be replaced early due to a buildup of smaller issues rather than a single breakdown. It is still unclear whether this is another (persistent) Coyote issue or just an isolated case, but at least we get a closer look at this particular block. Ford View the 4 images of this gallery on the original article View the full article

MotoGP has a truly massive year, both in terms of viewers and in racing. And hot on the heels of its acquisition, it's primed for an even greater 2026.View the full article

A controlled Autobahn experimentArizona lawmakers are considering a proposal that would make parts of the state’s rural interstate system look a little more like Germany’s Autobahn — at least during the daytime. A new bill would allow select highway segments to operate without a posted maximum speed, as long as they meet strict safety and engineering criteria. The idea comes from State Rep. Nick Kupper, who argues that speed limits are often designed around the least capable drivers, not the safest roads or the most attentive motorists. On wide-open stretches of desert interstate with clear sightlines and minimal traffic, he says, those limits may no longer make sense. A limited experiment, not a free-for-allThe proposal, known as the Reasonable and Prudent Interstate Driving (RAPID) Act, would give the Arizona Department of Transportation authority to create “derestricted speed zones” on certain rural interstates. This wouldn’t apply everywhere. Urban areas with populations over 50,000 would be excluded entirely, and the change would only be in effect during daylight hours. Once the sun goes down, a firm 80-mph speed limit would still apply. Commercial vehicles, including semi-trucks, would also remain capped at 80 mph regardless of the time of day or location. Before any speed limit sign comes down, ADOT would need to sign off on a long list of requirements. Eligible highway segments would have to meet high-speed roadway design standards, pass detailed traffic and engineering studies, and show crash rates below the statewide average over the past five years. In other words, this would be a tightly controlled pilot, not an overnight overhaul of Arizona’s speed laws. Interstate 8, which runs through sparsely populated parts of the state, is expected to be the first testing ground if the bill moves forward. Why Montana keeps coming upSupporters of the bill frequently point to Montana, which experimented with removing daytime speed limits on rural highways in the 1990s. According to a legislative audit cited by proponents, average speeds did increase after limits were lifted, but crash and fatality rates per vehicle mile traveled continued to decline and remained comparable to neighboring states. Jonathon Ramsey The more important finding, supporters say, had less to do with speed itself and more to do with driver behavior. Factors like seatbelt use, impaired driving, and overall attentiveness played a larger role in safety outcomes than the number posted on roadside signs. Kupper argues that most drivers already adjust their behavior based on conditions. A congested city freeway and a straight, empty rural interstate demand different approaches, and the RAPID Act is meant to reflect that reality. Final thoughtsThe bill, formally known as HB 2059, will be taken up during Arizona’s 2026 legislative session. If it passes, ADOT would still control where and whether derestricted zones actually appear. For now, the proposal is sparking debate over a familiar question: Are speed limits primarily about managing dangerous behavior, or are they blunt tools that don’t always fit modern roads? Arizona lawmakers may soon decide whether the answer lies somewhere between the two — at least on the state’s loneliest highways. View the full article

You can now download "Pastranaland" on MX Vs ATV Legends for less than 10 dollars. Here's everything you need to know.View the full article

Chasing Improved Fuel Economy NumbersPickup truck beds offer a unique advantage unmatched by other vehicle body styles, thanks to their generous cargo capacity. That utility, however, comes with a trade-off: the open bed creates aerodynamic drag that hurts fuel economy, particularly at highway speeds. Stellantis appears to be seeking a solution to that drawback with a new patent called “Angled Bed Cap for Truck.” Approved by the United States Patent and Trademark Office (USPTO) in late December 2025 (you can look it up yourself using document no. US-20250388273-A1), the technology uses panels integrated into the bed sidewalls that can be raised or retracted manually or via actuators. When retracted, the panels remain hidden, avoiding interference with cargo or normal bed use. When deployed, they support a tonneau cover that tilts into an angled position, smoothing airflow over the bed to reduce aerodynamic drag and improve fuel economy. USPTO More Seamless UsabilityThe concept may sound familiar, as the aftermarket already offers angled bed caps, including a creative 1969 Ford Mustang Mach 1-inspired design from a Michigan-based shop called the Aero X. What sets Stellantis’ approach apart is its more seamless integration. Rather than requiring owners to remove or replace their existing bed cap or tonneau cover, the patented system allows the bed to switch configurations without additional hardware swaps – a process that can otherwise be time-consuming and labor-intensive. In addition, the patent references the potential use of a hinged or retractable spoiler designed to further improve airflow. USPTO According to the report, the system relies on frame assemblies that operate within the existing bed structure, meaning “there's no intrusion into the usable cargo area.” As a result, the design could preserve bed usability and potentially work alongside current production features, such as the Ram 1500’s RamBox – Stellantis’ side-mounted cargo storage system integrated into the bed walls. Ram Aerodynamics Matter More Than EverAs with most patents, however, there is no guarantee that this angled bed cap will reach production. Automakers often patent ideas to protect intellectual property or explore potential solutions without taking on the expense of bringing them to market. Nevertheless, the concept reflects the broader pressures facing the industry. With fuel efficiency and EV range now critical selling points, manufacturers are increasingly looking for incremental aerodynamic gains—especially on traditionally drag-heavy vehicles like pickup trucks. Viewed in that context, the patented angled bed cap seems to be a step in the right direction for Stellantis. The company offers pickup trucks in the U.S. market under the Ram brand, as well as Jeep models, specifically the Gladiator, which recently introduced a new comfort-focused trim called Sahara. Ram View the 3 images of this gallery on the original article View the full article

Recent CARB filings show that Ducati has an upcoming motorcycle called the Formula ‘73, based on familiar Scrambler underpinnings. View the full article

Wait...to prepare for the ultimate off-road adventure that is the Dakar Rally, Can-Am went to California? Get the inside look right here. View the full article

Water-cooled VWs may not have the same sex appeal as a vintage air-cooled VW does, but they are still really capable and racers have been pushing them to their limits in all kinds of ways for decades. The Volkswagen 20VT is a well sorted platform that makes good power with many available upgrades, and there are plenty of racers out there who have tried to find their limits. And if you thought those limits might be the 8’s, or even 7’s, in the quarter then you would be mistaken. Watch as this beast runs 6’s in a Bantam roadster at Santa Pod. I love a good Bantam roadster because their light weight and wheelbase make them a great platform for any engine combo. Throw in a built 20VT with a giant turbo and this little beast hauls ass. Watch. Video Description: Today’s feature is all about pushing boundaries; Ben Mace’s Bantam Altered, better known as “Audios.” Powered by a VW 20VT, this car has rewritten what’s possible for the platform. In 2025, Audios made history by breaking the world record for the VW 20VT engine and becoming the first 20VT-powered car to enter the 6-second zone over the ¼ mile. An unbelievable achievement for a four-cylinder platform and a massive milestone for VW drag racing worldwide. The post NEW WORLD RECORD! This VW 20VT Powered Bantam Altered Breaks Into the 6s At Santa Pod! appeared first on BangShift.com. View the full article

Hot(ter) Alpines in the PipelineAlpine might not be available in the U.S., but it's a brand that's doing decently well over in Europe. Admittedly, its lineup is relatively limited, but for a niche brand, it has good cache. Currently, it builds the Cayman-fighting A110, the A290 hot (electric) hatch based on the Renault 5 e-Tech, and the A390 performance EV crossover. But Alpine CEO Philippe Krief wants to take the brand to the next level. The executive would like to make more extreme models down the line, from hotter versions of its current models, all the way to a halo supercar. Ambitious, yes, but it's not totally a flight of fancy. Alpine Making EVs DanceAlpine is currently in the process of turning itself into a pure EV performance marque. The first step in making that happen is with the APP architecture. It's short for Alpine Performance Platform, and it's set to be a vital part of the A110's electric successor. Parts of its DNA have also been applied to the A290 hatchback and A390 crossover. What Krief would like is to "use the APP platforms to do extreme things," saying those exact words to Auto Express. These so-called extreme Alpines will be limited-run models with extensive re-engineering and a price tag to match. Existing models could benefit from that first, before moving on to the next generation of Alpine vehicles. An all-wheel drive subcompact hatchback with about as much punch as a Porsche 911 Turbo? Yes, please. Mind you, the company has already dipped its toes into that idea. It was with the ultra-exclusive A110 R Ultime, with only 110 units built. It featured a redesigned turbo, a totally new transmission made specifically for it, an Akrapovic titanium exhaust system, Ohlins adjustable dampers, AP Racing brakes with a totally recalibrated system, and loads of aero add-ons. It retailed for a whopping €265,000 (about $360,000), and yes, it actually sold out. By the looks of it, Alpine would like to replicate that kind of success, reception, and profitability for its future EV sports cars. The Dream ProjectOne thing you should know about Alpine's current CEO is that he came from Ferrari. Krief was director of engineering at Maranello before heading to Alpine, and he led the development of the SF90 Stradale. With that, he would like the French automaker to come up with something that can go toe-to-toe with the Prancing Horse. Perhaps not a direct rival for something like a 296 GTB, though. Krief previously said that his vision for the ideal Alpine supercar would still reflect that brand's ethos. "My dream is rather a modern Alpine interpretation of the Dino. A light, not-so-powerful car. Why? Because it’s exactly the DNA of Alpine," said the executive. With that in mind, the car will likely draw inspiration from the Alpenglow concept shown during the 2022 Geneva Motor Show. Krief mentioned that it will be used as a rolling laboratory of sorts before it fully commits to such a project. That said, he is aware that there will be challenges and hurdles before it even gets started on that endeavour. "We [Alpine] really need to grow as a brand… to ensure that we can deliver the kind of customer experience that supercar buyers are used to." Alpine View the full article

Maxwell Paternoster’s art is what would happen if you soaked R. Crumb’s brain in gasoline and LSD — at once deranged, poignant, and darkly humorous. Swap the ballooned manic breasts of Crumb’s characters with sweaty robots and laser skulls, and you’re most of the way there — a trip of contemporary m... View the full article

Attention MagnetAfter revealing their polarizing take on the Rolls-Royce Wraith coupe earlier this year, Dubai-based customizer Venuum has now set its sights on the Dawn convertible with a radical widebody conversion that trades the traditional elegance that defines Rolls-Royce for outright spectacle. With its matte white exterior contrasting against a bright orange interior, the Dawn Venuum makes a statement that is hard to ignore. While the build may not be to everyone’s taste, taste is subjective; if an attention magnet is what you seek, Venuum is offering this kit in the U.S., and there aren’t very many up for grabs. Super Exclusive, Even for a RollsVenuum will build just 25 examples of this Dawn body kit worldwide, instantly placing it in an ultra-exclusive space, even by Rolls-Royce standards. This exclusivity, however, isn’t rooted in heritage or coachbuilding history, but rather in rarity, shock value, and visual drama. It is designed to appeal to buyers who want their Rolls-Royce convertible to be even rarer than it already is, while also looking the part. Breaking TraditionAbandoning the stately chrome grille that has adorned every Rolls-Royce for over a century may be the most controversial feature of this build. In its place, we have a white panel that features a repeating pattern of triangular vents that also appear on the redesigned lower intakes. The stock headlights are retained, although portions of it are obscured by the new bodywork, while, just below them are round auxiliary lights. Even the Spirit of Ecstasy wasn’t spared the Venuum treatment; the statuette is now white, while the ‘RR’ logo under it has gone from monochrome to orange. New front and rear quarter panels along the sides and thicker rocker panels work together to widen the car’s stance and give it a low, stretched-out appearance with exaggerated proportions. The rear has also been completely reimagined, with the signature LED taillights replaced with a full-width LED light bar above a redesigned bumper, aggressive diffuser, and new exhaust tips. Lower down, the solid-face wheels seem inspired by the aerodiscs of old. Venuum View the 2 images of this gallery on the original article Not for the Average Rolls-Royce BuyerThe Rolls-Royce Dawn Venuum isn’t aimed at the traditional luxury purist. It instead caters to buyers who want their exclusivity served with a healthy topping of visual spectacle. With only 25 of these on offer, broad appeal was never the point; this car was always meant to stand out, even among exalted company. View the full article

It's Called the What?Granted, words in Mandarin don't necessarily translate too well in literal English, but a company called Starry Sky Automotive has built itself a supercar prototype. The Chinese upstart aims to compete with the likes of Ferrari and Lamborghini and will show it in the metal at next month's Consumer Electronics Show (CES), alongside another Chinese startup that will bring a pair of show cars. Now, Googling Starry Sky Automotive was a tough ask. It appears the company is so new that it hasn't really made rounds outside its home country just yet, as we were greeted by photos of Rolls-Royce's Starlight headliner when we typed in those words. Thankfully, some Chinese websites have covered this curiosity that you'll see at CES 2026. Starry Sky Automotive Some HighlightsIn terms of looks, it follows the typical supercar format with a low-slung body, exaggerated proportions, and aerodynamic bits all over the place. But while it gives off the impression of a mid-engined vehicle, it's actually got four doors. However, that wasn't the only thing that caught our attention. A close-up shot of the wheels reveals something you wouldn't usually see in a four-door, let alone in something that has a wind-cheating shape. There are six wheel studs present, which you'd see on a full-sized SUV or pickup. As for the rest of it, there's a huge wing at the back, a barrage of air intakes and outlets, and full-width tail lights. Starry Sky Automotive What About Specs?Specs are a complete mystery at the time of writing, but Chinese automotive media have been saying that it might have about 1,000 hp, and that the company that built it claims a 0 to 62 mph time of 1.8 seconds. It's likely that it's a pure electric vehicle, given the direction of the Chinese auto industry. There were also constant mentions of it being a match for the Bugatti Veyron. If you reached this point, we totally understand the skepticism surrounding this car. It's a hugely ambitious project with some bold claims. Not only that, the company says it aims to release the vehicle sometime in 2027. Mind you, the Chinese are, indeed, capable of building a supercar. BYD's Yangwang U9 has been making headlines since it was first revealed in 2024. Yes, it really does exist, and it's an actual production car. Oh, and customers have actually received them, too. View the full article

It's not often we come across a vehicle that is built by a major manufacturer in low volumes for a single purpose and with a price most of us can stomach, but that's exactly the case with today's find. Listed on Bring a Trailer is this 1989 Hägglunds M973A1 Small Unit Support Vehicle, or SUSV, a tracked amphibious vehicle that was delivered to the U.S. Army in August 1989. It entered private ownership in 2024, and the exterior was refinished in bed liner material, replacing its original green paint. Amazingly, it sold for USD $113,111, almost what it would cost to buy a brand-new 2026 Mercedes-Benz S-Class. Indomitable Mercedes Diesel Grunt Bring a Trailer The monstrous machine, the U.S. military equivalent of the Swedish-designed Hägglunds BV206, is powered by a 3.0-liter Mercedes-Benz OM603 turbodiesel six-cylinder engine (not much unlike that in the Unimog), which produces around 136 horsepower and up to 229 lb-ft of torque. Fortunately, the new owner won't be shifting gears manually, as power is delivered to the four-track-drive system through a four-speed automatic, and traffic won't be an issue as this is an off-road-only beast. It seems like an ideal base for the wildest exploratory expeditions, with rubber tracks that allow it to travel over loose ground, snow, mud, and water, and it should be relatively comfortable, too, thanks to a reupholstered interior, a heater, and a 24-volt electrical system. Bring a Trailer View the 2 images of this gallery on the original article The SUSV also boasts two bilge bumps and a fire suppression system, and if those don't work, there's a roof hatch for a quick escape. That's not entirely unlikely, either, as the vehicle's Wikipedia page reveals that the fire suppression system was added after several instances of the front car catching fire and burning to the frame. Low Mileage, Which is No Surprise Bring a Trailer View the 2 images of this gallery on the original article The VDO instrumentation indicates that the vehicle has covered roughly 5,000 kilometers, or around 3,100 miles (only 10% of which were added by the selling owner), and that low mileage count is to be expected given how few places there are to drive the vehicle. The gauges also show an 80 km/h (49 mph) speedometer, though that's probably a lofty target in something like this. But with a load capacity of 4,960 lbs plus a trailer capable of handling up to 5,500 lbs of gross weight, the Hägglunds M973A1 SUSV is meant for utility, not speed. Of course, there are other ways of showing off. Like crossing a river, for example. Bring a Trailer View the full article

Let's Get Ready to RumbleThe returning Hemi V8 in the Ram 1500 may remain the sentimental favorite among enthusiasts, but a recent test by Car and Driver suggests the newer 3.0-liter Hurricane twin-turbo inline-six outperforms it in several measurable ways. Both Hurricane variants – the 420-horsepower standard-output and the 540-horsepower high-output (HO) – were pitted against the Hemi, with the publication stating that its “test data points to an obvious winner.” In the 0-60 mph sprint, the 420-hp Hurricane – available in Ram 1500 trims such as the Laramie and Rebel – clocked a 4.8-second run. That’s already 1.2 seconds quicker than the 5.7-liter Hemi V8, which produces 395 horsepower. The HO Hurricane – offered in trims like the RHO, Limited (used in the test), and Tungsten – widened the gap further, delivering a 4.2-second pass. Stellantis Hurricane Comes in HotFor context, Ram itself lists the HO Hurricane-powered 1500 RHO with a factory 0-60 mph time of 4.6 seconds. Even so, the performance crown still belongs to the discontinued 1500 TRX, whose 6.2-liter supercharged Hemi V8 propelled it to 60 mph in just 3.7 seconds, according to Car and Driver’s testing. Beyond straight-line speed, the Hurricane engines also showed an advantage in noise levels. The Hemi V8 registered a wide-open-throttle noise output of 81 decibels – 10 dBA louder than the HO Hurricane and 14 dBA louder than the standard inline-six. Fuel economy, however, remains surprisingly close across all three. The Hemi returns 18 mpg combined, slotting between the standard Hurricane at 19 mpg and the HO version at 17 mpg, which requires 91-octane fuel. The latter also requires premium fuel. Stellantis Looking Beyond the NumbersSo why does this comparison matter? Despite the Hurricane’s objective gains in performance and refinement, enthusiast preference continues to favor the Hemi. Ram 1500s equipped with the returning V8 – reintroduced for the 2026 model year – have reportedly been turning over in as few as five days, and the automaker is having a hard time keeping up with demand. Ram CEO Tim Kuniskis has also openly admitted the brand “screwed up” by dropping the Hemi in the first place. The V8's return now sees it sold alongside the Hurricane engines, which Ram still describes as “more powerful and more efficient.” Ultimately, though, deciding which powertrain is better comes down to buyer preference. Looking ahead, enthusiasts are also watching closely for reports that the Ram 1500 TRX could make a comeback. Rumors suggest output could climb as high as 797 horsepower, which, if true, would put it squarely ahead of its longtime rival, the Ford F-150 Raptor R. RAM View the 4 images of this gallery on the original article View the full article

A costly new normalIf it feels like buying a new car now comes with a rent-sized bill every month, the numbers back you up. New data from credit reporting agency Experian shows the average monthly payment on a new vehicle in the U.S. has climbed to $748—a level that would have sounded absurd less than a decade ago. According to Experian’s report, which runs through the third quarter of 2025, the typical new car now sells for $42,332. With average interest rates at 6.56 percent, it doesn’t take much math to see how monthly payments are ballooning. Buyers are also leaning heavily on longer loan terms to make those payments manageable. The average new-car loan now stretches to 69 months, and about 81% of new vehicles purchased this year were financed. What’s perhaps more unsettling is how stable this has become. Average payments have hovered around the low-to-mid $740 range since midyear, suggesting this isn’t a temporary spike or seasonal blip. The wild price swings of the pandemic era have largely settled—but they’ve settled at a much higher level than before. Used cars offer less relief than you’d expectUsed vehicles still come with lower monthly payments, but “lower” doesn’t mean cheap. Experian says the average used-car payment reached $532 in the third quarter of 2025. That figure is tied to an average transaction price of $27,128, a number that would have seemed extravagant only a few years ago. Getty Images The bigger issue for used buyers is interest. Average rates on used-car loans now sit at a punishing 11.40 percent, more than four points higher than rates for new vehicles. Loan terms are only slightly shorter, averaging 67 months, which means buyers are still committing to long repayment periods—just with less favorable financing. Notably, far fewer used-car shoppers are taking on loans at all. Only about 35 percent financed their purchase this year, according to Experian. That suggests more buyers are paying cash, making large down payments, or opting out of the market altogether as affordability erodes. The long road to $750 a monthThe climb to today’s payments didn’t happen overnight. Federal Reserve data shows a steady increase in the average amount financed on new vehicles from 2009 through 2019. That trend exploded during the pandemic, when supply shortages and pent-up demand sent prices soaring in 2020 through 2022. Ford By 2022, average monthly payments had already crossed $700. While inventory has improved since then, prices never meaningfully retreated. Instead, they flattened out at a new, higher baseline—one that has carried payments to record highs in 2025. Final thoughtsFor consumers, the takeaway is hard to ignore: affordability has fundamentally changed. A $750 monthly payment is no longer reserved for luxury brands or fully loaded trucks. It’s increasingly the cost of entry for an average new car. Longer loan terms may soften the monthly hit, but they come with trade-offs, including higher interest costs and more time spent owing more than the car is worth. Unless prices or interest rates fall significantly, these payments may be here to stay—forcing buyers to choose between used cars with high rates, extended loans, or simply holding onto their current vehicles a lot longer. View the full article

Breaking Range Barriers with Smart EngineeringRenault has demonstrated that electric vehicles don't need massive battery packs to achieve impressive range figures. The company's Filante test vehicle just managed to drive 626 miles on a single charge, finishing the run with 11 percent battery remaining and setting an efficiency record in the process. What’s more impressive is that this figure wasn’t a hypermiling attempt; it was achieved at highway speeds, at an average of 63 mph. Sure, the Filante is a streamlined test vehicle weighing just 2,200 pounds, approximately half the weight of typical EVs today, but its secret lies in combining optimized aerodynamics with minimized rolling resistance. It also uses power-saving steer-by-wire and brake-by-wire systems. The result is an average efficiency of 8 miles per kWh, far exceeding even the best production EVs like the Tesla Model 3, which manage around 5 miles per kWh. This remarkable efficiency demonstrates that aero and intelligent power management can deliver results that rival simply stuffing more cells into the floor pan. Renault View the 2 images of this gallery on the original article From Test Track to Production RealityThe Filante uses the same 87 kWh battery pack found in Renault production models. The Renault Scenic E-Tech electric crossover equipped with the same battery achieves approximately 380 miles under official testing conditions. During sustained highway driving, that figure typically drops by 30 percent, illustrating how far current production vehicles remain from optimal efficiency, in terms of aerodynamics, rolling resistance, and weight. Renault’s minimalist approach matters because battery production remains resource-intensive and expensive. By maximizing efficiency, automakers can deliver competitive range figures with smaller packs, reducing manufacturing costs and the environmental impact, ultimately making for more sustainable electric vehicles. Renault View the 2 images of this gallery on the original article A New Direction for EV Development?While the Filante is an aerodynamic test platform rather than a production model, the technologies it validates will find their way into future Renault electric vehicles. The lessons learned from this record run will work their way into everything from body panel design to regenerative braking calibration. Engineers can now apply these findings to vehicles that consumers will actually drive, improving real-world range without adding weight or cost through bigger batteries. Renault For consumers, this could mean future EVs that cost less, charge faster due to smaller batteries, and still deliver the range needed for daily driving and longer journeys. The Filante project proves the concept works. View the full article