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

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

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

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

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

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

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

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

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

Lately, there have been numerous instances of vehicles catching fire, from Hyundai Tucsons to BMW X3s, and, of course, Tesla EVs. Now, a recall published by the National Highway Traffic Safety Administration reveals that there's a potential fire risk for owners of 2022-2023 Mercedes-Benz EQB crossovers. Specifically, the issue concerns the 2023 EQB 250 and the 2022-2023 EQB 300 4MATIC and EQB 350 4MATIC. What initially appeared to be a China-only problem has now reached American vehicles, thanks to "variations during an early-stage production period of the supplier," among other potential influencing factors. Mercedes-Benz EQB's Problem Began Two Years Ago Mercedes-Benz According to the NHTSA recall report, Mercedes-Benz first received reports of fire incidents in 2023 and into 2024. At the time, the incidents all occurred outside the U.S., impacting Chinese-market vehicles. After months of investigations, the automaker still could not rule out the possibility that the combination of factors leading to "thermal events" (fire) in affected vehicles may not occur in other environments, so to avoid any risk, Mercedes conducted a worldwide recall in January 2025. But after field action began globally in April, Mercedes received additional reports of fires the following month, again outside the U.S. — though that would change soon enough. Related: Meet the Cheap Amphibious Mercedes You've Never Heard Of Because these fires took place partly in vehicles that weren't part of the original recall, more investigations followed, which determined that "influences from the supplier production process" affected the cell robustness of these vehicles. Then, in January 2025, Mercedes-Benz's American arm inspected two vehicles that were impacted by the problem, determining that some EQBs in the U.S. need a fix. Again, it appears that Mercedes is acting out of an abundance of caution, as the fault hasn't been deemed serious or urgent enough to warrant a Do Not Drive warning. What to Do If Your EQB is Recalled Mercedes-Benz Vehicles produced from July 31, 2024, onwards do not suffer from the same problem, but for those manufactured before then, Mercedes dealers (which have already received recall notifications) will update the battery management software. That means it can't be addressed with an over-the-air update. In the meantime, owners are advised not to charge beyond 80% and can expect a notification of the recall campaign before January 16, 2026. Speaking of 2026, Mercedes won't be keeping the EQB around in the U.S. or Canada after the 2025 model year, though it's effectively undergoing a name change, as the EQB's spirit will live on in the all-new GLB, which will now be offered in all-electric and gas hybrid variants. View the full article

Well, we thought that the news about Heartland Park Topeka would be the last big IHRA announcement of 2025, but they squeaked another one in under the wire with a New Year’s Eve announcement that they have also just bought Rockingham Speedway! “The Rock” has been a huge part of American oval track racing and is one of the most iconic tracks in North Carolina, and that’s saying something. So what does this purchase mean? Read the full announcement below to see what IHRA and Rockingham Speedway have in store for 2026. Here’s the full announcement from IHRA. FOR IMMEDIATE RELEASE IHRA Purchases Rockingham Speedway and Long-Term Vision for “The Rock” FAIRFIELD, OH — The International Hot Rod Association (IHRA) today announced the purchase of Rockingham Speedway, one of the most iconic and storied venues in American motorsports. The move reflects IHRA’s commitment to preserving motorsports heritage while thoughtfully reinvesting in legendary racing properties. Known worldwide as The Rock, Rockingham Speedway has played a pivotal role in NASCAR and American racing history for decades and remains deeply tied to the identity and pride of the City of Rockingham and Richmond County. “IHRA recognizes what Rockingham Speedway means to this community and to motorsports fans around the world,” said Darryl Cuttell, Owner of IHRA. “This is a special place with a strong foundation. Our goal is to be good stewards of the facility, respect its history, and work collaboratively to bring quality racing and entertainment back to The Rock.” IHRA intends to restore Rockingham Speedway to its former glory while enhancing the venue as a multi-use destination. Planned improvements include facility upgrades, expanded fan amenities, and the addition of entertainment elements such as concerts and festival-style experiences alongside marquee racing events. The Easter weekend NASCAR O’Reilly Auto Parts Series event will build on the momentum generated in 2025, when the series’ return to Rockingham delivered strong attendance, national television exposure, and renewed excitement around the historic track. The April weekend is expected to feature a full slate of on-track activity, including the NASCAR CRAFTSMAN Truck Series and ARCA Menards Series West, and fan-focused programming throughout the holiday weekend. More information and advance sale tickets for that weekend can be found at www.racetherock.com and www.trackenterprises.com. As IHRA looks ahead, the organization anticipates collaborating with experienced event partners as part of its long-term planning for the facility. IHRA leadership noted that conversations are underway with respected industry operators, including Bob Sargent and Track Enterprises, as Rockingham Speedway is positioned for future events and opportunities beginning in 2026. “For decades, The Rock has been one of our community’s most recognizable and celebrated tourism icons,” said Meghann Lambeth, Executive Director of the Richmond County Tourism Development Authority. “We’re proud to continue supporting Rockingham Speedway as it draws visitors to Rockin’ Richmond County under the new ownership of the International Hot Rod Association (IHRA).” IHRA leadership emphasized that Rockingham Speedway will play a meaningful role in the organization’s broader strategy of revitalizing historic motorsports venues while creating sustainable, fan-focused experiences. “This isn’t about changing what made Rockingham special,” Cuttell added. “It’s about investing in it, taking care of it, and making sure it continues to be a place where great racing and great memories are made.” Additional announcements regarding the Easter weekend event, facility enhancements, and future schedules will be released in the coming months. The post More Big IHRA Moves: IHRA Purchases Rockingham Speedway and Shares Long-Term Vision for “The Rock”! appeared first on BangShift.com. View the full article

I know everyone likes to bash on electric vehicles, and I’m clearly not the market they are aiming for, but there is something kind of cool about guys doing EV swaps on certain rides. Sure, I love my horsepower, but a fun little classic cruiser like this Mercury Comet wagon doesn’t need much to be a fun little ride. And I could certainly see putting my 75 year old mom behind the wheel of something like this. She’d never have to do anything but plug it in at home and then cruise around town. Never another gas station, just something fun to bop around town in. What do you think? Like it? Don’t care? Hate it? Comment below. Video Description: This video is the highly condensed and abridged version of all 12 videos I made for this project. There was SO MUCH that I had to leave out. You’ll have to watch all the build videos if you want more. The post If You Could EV Swap An Old Ride For Cheap, Would You? This Mercury Comet Had One Donor Vehicle And Cost Less Than $6,000 appeared first on BangShift.com. View the full article

On the whole, the 2025 NASCAR season was a memorable one for a lot of reasons. There was pretty good competition on the big tracks during the summer months, continued progress on short tracks with the fourth year NextGen and the culmination of a 15-month legal process that made it all the way to trial. Kyle Larson emerged the champion for the second time in his career, while the entire ...Keep readingView the full article

Rockingham Speedway has a new owner, again. This time, it's the IHRA that has stepped in to acquire 'The Rock' with plans to preserving the once-abandoned facility. The IHRA is bankrolled by owner Darryl H. Cuttel, who also owns the Ohio-based Darana Hybrid electrical-mechanical contractor, which does work for Elon Musk companies such as xAI, Tesla, and SpaceX. Over the past year, Cuttel ...Keep readingView the full article

Monster Energy Honda HRC – Dakar 2026 Preview With the Dakar Rally 2026 edition kicking off in just a few days, the Monster Energy Honda HRC team has given us a glimpse into the mindset of their four riders, as they prepare for the most challenging event on the World Rally-Raid Championship (W2RC) calendar. The […] The post Monster Energy Honda HRC ready for Dakar full send appeared first on MCNews. View the full article

Hybrids are taking center stage againHonda is no stranger to hybrids. Its current lineup consists of four hybrids and a fuel-cell EV, which we’ll give it credit for as a hybrid. Recently, the company announced “next-generation technologies” it planned to launch through 2030, and hybrid tech took center stage. Like most automakers, Honda seemed bullish on EVs, but now it’s focusing on hybrids. Ford recently made a similar pivot, reducing its focus on electrified vehicles and eyeing more hybrids across its lineup. It’s a unique turn of events at two automakers that have almost nothing to do with one another. So why are Ford and now Honda placing so much emphasis on hybrids when electrification was their designated path not too long ago? Honda What Honda has plannedIn a recent workshop, Honda announced three things: its platform for next-generation hybrids, hybrid-electric technology for large hybrids in North America, and further details on the tech it plans for a future compact EV. Of these three, the large-size hybrid system is particularly fascinating. Honda says, “as market demand for HEV models continues to grow, Honda positions its HEV models, especially the next-generation models scheduled to go on sale in 2027 and beyond, as a core group of products which will play a key role during the transitional period leading up to the full-fledged popularization of HEVs…especially in the North American market.” Honda is developing a new hybrid system with improved towing capacity and environmental performance, along with a newly developed V6 engine. It hopes to improve fuel efficiency by roughly 30 percent compared to ICE-only models in the same segment. Full-throttle acceleration will also improve 10 percent, Honda hopes, with battery-assist features. For its midsize hybrid-electric vehicle (HEV) platform, Honda has reduced the overall weight by nearly 200 pounds and tweaked frame rigidity to improve driving stability. In short, the center of mass of the frame will be more rigid, allowing the body to flex a bit more at the wheel wells, which Honda hopes will make its HEVs more fun to drive. The new platform also enables more parts commonality across the lineup, which will make production more efficient. Honda aims to have 60 percent of its parts shared across its vehicle lineup with this new platform. Why hybrids are suddenly cool againThe move to EVs was sudden; some automakers cannonballed into EVs, and others took a more pragmatic approach. Honda and Ford were more pragmatic but bullish on EVs once they entered the fray. The Honda Prologue has been well-received, the Ford Mustang Mach-E was considered groundbreaking at launch, and the Ford F-150 Lightning was almost immediately the best-selling EV truck on the market. Ford’s pivot to hybrids was driven by an EV market that didn’t meet its expectations. Honda isn’t so publicly bold about why it’s focusing on hybrid tech for the last half of this decade, but perhaps the Prologue didn’t sell as well as Honda would have liked. Now, both are pointing to hybrids as a focal point for what’s next. Both companies offered hybrids before fully electrified vehicles, so the underlying platforms are in place and ready to be improved. Cole Attisha Final thoughtsThe EV market is in a downturn, as is the broader auto market. Sales of new cars and SUVs are slow as economic struggles continue and interest rates remain high. Automakers have to turn profits, or at least explain why they’re not. Ford’s plan for its most recent poor quarterly performance was to turn to hybrids, and it seems Honda is following suit. Though Honda’s announcement for its pivot to “more hybrids” arrived before its most recent earnings call, it’s worth noting that in its earnings report, the Japanese automaker's net profit was down 37 percent in the first half of 2025. The automaker is also forecasting a profit of 300 billion yen for 2025, which is down 64 percent from last year. View the full article

The newest MINI sets the standardMINI wears many hats in the automotive industry. It’s arguably the most fun vehicle to drive, and is absolutely the BMW Group’s entry-level brand. Being entry-level doesn’t mean MINIs are cheap, but its latest offering will undoubtedly turn heads, particularly for value-conscious shoppers. The new 2026 MINI Countryman Oxford Edition S ALL4 is quite the mouthful. It’s also far less expensive than other Countryman options. Starting at $34,900, the Oxford Edition Countryman undercuts the Countryman by $4,000 without drastic cuts to fit and finish. It’s even all-wheel drive, something most vehicles in that price category can’t claim. Mini USA All about the MINI Oxford Edition S Countryman ALL4For model year 2026, MINI’s Oxford Edition Countryman is everything we love about the Countryman with just enough distinction to let you know it’s different. For starters, the Oxford Edition comes in three colors - Chili Red, Nanuq white, and Blazing Blue - without additional cost. While automakers love to give their paint colors clever names, let’s be clear that the Oxford Edition color options are fairly standard red, white, or blue. Mirror caps are black, as is the Oxford Edition’s roof. It doesn’t appear MINI will offer any upgrade options, either. There are new 18-inch Asteroid Spoke black wheels to complement the mirror caps and roof, and this model includes Privacy Glass to complete the look. If you’re a fan of the “blacked out” look, you’ll like what the Oxford Edition Countryman S ALL4 has going on. MINI says the Oxford Edition will also have Active Driving Assistant. MINI didn’t say as much, but we expect the Oxford Edition will come with the Countryman’s standard 2.0-liter TwinTurbo 4-cylinder engine, capable of 241 horsepower and 291 lb-ft of torque. Expect the Countryman’s 7-speed transmission to also make its way to the Oxford Edition with an expected average MPG of 27 (24 city, 32 highway). 2026 MINI Oxford Edition S Countryman ALL4 pricingMINI will price its Oxford Edition Countryman at $34,900, which excludes the destination and handling fee ($1,175). The Countryman S ALL4 starts at $38,900. MINI wasn’t clear about why the Oxford Edition Countryman is a full four thousand dollars cheaper, but history might give us an idea. The Oxford Edition is new to the Countryman, but not MINI. The automaker brought the Oxford Edition to its Cooper lineup this model year, and it seems the lack of upgrade options helps MINI keep the pricing down. You don’t skimp on fun or performance; if an add-on feature is a deal-breaker for you, though, a different Countryman may be best. Gabriel Ionica Final thoughtsThe MINI Countryman is fun to drive, more spacious than you might think, and is now available for far less than the average price of a new car. We love it in Nanuq White, as the contrast with the black roof and mirror caps is striking. Now that the Countryman is a proper small SUV, it’s helped MINI’s sales increase a whopping 19 percent, and we expect the Oxford Edition will help the automaker build on that success. View the full article

Tesla is not the only automaker that employs the use of flush-fitting door handles, but it's arguably facing the most heat over the design decision, and now, it has responded to a recent lawsuit filed by a man who was severely injured in one of its EVs. In case you're unfamiliar, here's a quick recap. Plaintiff Jefferey L. Dennis was driving a 2018 Tesla Model 3 with his wife, Wendy, when the car allegedly accelerated out of control without driver input, crashed into a utility pole without automatic braking activation, and then caught fire. Unfortunately, the retractable door handles failed to allow bystanders to open the doors, claims the lawsuit, and they had to break a window to get the couple out. Sadly, Wendy died, and her husband sustained extreme burns to his legs, among other injuries. Tesla's Response to the Lawsuit Tesla While the lawsuit contends that the EV manufacturer is responsible for damages because the occupants were not warned about the manual door release inside the car, among other defects, Tesla told the judge it is not responsible for the crash or any injuries and disputes the allegations in the lawsuit in their entirety, reports CarComplaints.com. But besides denying that it holds responsibility for the alleged defects, Tesla's primary concern is a claim for punitive damages, whose sole purpose is to punish a company for alleged wrongdoing. If past automotive punitive damages are any indication, this could cost Tesla billions of dollars, and Elon Musk's company says punitive damages should not be part of the lawsuit. Related: China Is Banning Tesla-Style Retractable Door Handles Over Safety Concerns An extract from Tesla's response to the lawsuit reads as follows: "Here, Plaintiffs allege that the crash occurred on January 7, 2023. But Plaintiffs did not file their Complaint until nearly three years later, on November 21, 2025. Plaintiffs’ claim for punitive damages is therefore untimely, as it was filed long after the applicable two-year statute of limitations period had run. What happened to the Dennises is a tragedy, but, under applicable, binding law, their claim for punitive damages must be dismissed." Numerous Tesla Victims and Lawsuits Zac Palmer/Autoblog This lawsuit isn't an isolated case. Several parents claim their kids were trapped in Teslas after the door handles failed, and like the Dennises, some of these incidents have turned deadly. According to a recent Bloomberg investigation, at least 15 people have died in Tesla crashes due to faulty electric door handles, and the problem has become so widespread that regulators are considering whether the handles require a rethink of safety regulations. Unfortunately, it seems that litigation will continue for a long time to come, as Tesla continues to deny responsibility in cases across the country. View the full article

Clamping stuff to the workbench so you can grind or sand on it is a pain sometimes. And if you are having to move and flip and rotate your part to grind on multiple surfaces, it can really take some time. It might not be a big deal if you are only grinding on one or two parts, but if you are doing lots of grinding then that wasted time can really add up. If you have looked for magnetic grinding tables or grinding chucks then you know these things are not cheap. I’ve seen a few folks build their own, at varying levels of difficulty, but this video below is dead simple and really effective. It certainly makes me want to add something like this to my own welding table. Using nothing but a magnetic lifting clamp, a couple pieces of scrap steel, and a few measuring tools, this couple has put together a really effective solution that easily could be scaled up to magnetize an even bigger area. Check it out. Video Description: Are you tired of constantly clamping metal parts while grinding, sanding, or polishing? In this video, I show you one of the best budget shop hacks we’ve added to our metal shop — using a magnetic lifter mounted under our welding table to securely hold sheet metal, signs, and CNC plasma-cut parts without clamps. This magnet was not designed for this purpose, but it works incredibly well as a DIY magnetic solution for grinding and finishing metal. If you’re working with CNC plasma-cut signs, sheet metal, or custom metal art, this setup can save you time, improve safety, and make your workflow much smoother. In this video you’ll learn: How we repurposed a magnetic lifter for grinding work How to mount the magnet under a metal table Why this works better than clamps for flat parts A budget-friendly alternative to expensive magnetic chucks This is a great upgrade for metal shops, CNC plasma shops, sign makers, and fabricators who want a better option than clamps, without spending thousands on specialty equipment. If you enjoy metal shop hacks, CNC plasma projects, and DIY fabrication upgrades, make sure to subscribe for more real-world shop solutions. Disclosure: Some links or promo codes in this description may be affiliate links. If you use them, I may earn a small commission at no extra cost to you. Thanks for supporting the channel! #MetalShopHacks #CNCPlasma #GrindingMetal #MetalFabrication #ShopUpgrades #MagneticLifter #DIYMetal #PlasmaCutSigns #MetalWorking #FabricationTips The post Build Your Own Magnetic Clamping Table! This Magnetic Lifter Shop Hack Is A Game Changer for Grinding Or Sanding Sheet Metal! appeared first on BangShift.com. View the full article

Strategic Bet Didn’t Pay OffOutgoing Porsche CEO Oliver Blume reflected on the challenges he faced during his tenure, including a sharp sales decline in China—one of Porsche’s largest markets alongside the U.S. and Germany. In an interview with Germany’s Frankfurter Allgemeine Zeitung, Blume said the Chinese luxury market has collapsed by around 80 percent, a downturn that led to missed sales targets and placed added strain on the company’s financial performance. Blume outlined several factors behind Porsche’s struggles in China. One was an aggressive growth strategy that ultimately backfired, as demand failed to materialize at the level the company had anticipated. He also pointed to a lack of flexibility in the brand's product lineup, particularly when it came to powertrain offerings. Porsche The Macan MomentA key example of this was the Porsche Macan. The German automaker moved the next-generation Macan to an all-electric platform, effectively removing future combustion-engine and hybrid alternatives from the model line. Blume acknowledged that Porsche “got it wrong” with the Macan. However, he emphasized that, based on the data available at the time, the company believed it was making the correct strategic call. That broader downturn is echoed by a more recent report from CarNewsChina, which highlighted visibly reduced activity at some Porsche dealerships in China. Deliveries reportedly fell 26 percent year over year to about 32,200 units in the first three quarters of 2025, compared with a peak of around 95,000 vehicles in 2021. Dong’an Holdings, operator of Porsche's dealer network in the country, said employees at affected locations have been placed on leave, with no clear timeline yet for when operations will fully resume. Looking ahead, Blume expressed confidence that there will still be a viable market for combustion-powered vehicles—think of the Porsche 911—over the next 10 to 15 years. He said this view was affirmed through discussions with politicians in China. Porsche A Different View of the Long TermBlume also addressed the possibility of building Porsche models in Volkswagen factories in China, noting that the idea has not been ruled out, though he admitted the stakes would be high. Currently, most Porsche models are produced at the brand’s German plants in Zuffenhausen and Leipzig, while the Cayenne is manufactured in Slovakia. Although Blume is stepping down as Porsche CEO, he will remain at the helm of the Volkswagen Group. He is set to be replaced by Michael Leiters, the former McLaren CEO, effective January 1, 2026. Porsche View the 3 images of this gallery on the original article View the full article

Mitsubishi's Rally HistoryMitsubishi is far from the automaker it once was. Now purveyors of competently okay crossovers, there was a time when it made some of the most advanced cars out there and built some of the most dominant rally cars of all time. Well, you can't mention the company's glory days without giving a shout-out to its exploits in the World Rally Championship. The Diamond Star brand's adventures in rallying date back to the late '60s with the Colt 1000F competing in Australia's Southern Cross Rally. But its first significant entry on the world stage was the Lancer 1600GSR in 1973, and subsequently won the 1974 and 1976 Safari Rally. But then Mitsubishi wanted to aim higher and build a more powerful, competitive car for the World Rally Championship. The result was the Lancer EX 2000 Turbo, which debuted at the 1979 Tokyo Motor Show for the 1980 model year and complied with Group 4 rally rules at the time. It would essentially lay down the foundations for the Lancer Evolution models. Familiar MechanicalsAt first glance, the Lancer EX 2000 Turbo and Lancer Evolution are worlds apart from each other. For starters, the car from 1980 was rear-wheel drive and never offered with all-wheel drive. There's no wild body kit, and not even a spoiler that could double as a dining table. It's mild in comparison to the Evolution models we know (and miss) today. So, what's the link between the EX 2000 Turbo and the Evolution? That would be the engine. The boosted boxy Lancer was powered by Mitsubishi's venerable 4G63T. It would be the same block that would power hot Lancers from 1992 to 2009, spanning nine Evolution models. Facts and FiguresThe Lancer EX 2000 Turbo's specs are tame by today's standards, but hugely respectable in 1980. The 2.0-liter turbocharged mill made 168 hp and 181 lb-ft of torque, a big jump from the more pedestrian versions of the Lancer. The car weighed under 2,500 lbs, so it was a turbocharged flyweight with an estimated 0-60 mph in the high-sixes to low-sevens. That engine was then mated to a five-speed manual. Other highlights? It had a sportier set of front and rear bumpers, a squidgy rubber spoiler on the trunklid, and unique 14-inch alloys. Handling upgrades included stiffer springs and dampers, plus vented discs at the front. It also came with a pretty neat mirrored 2000 Turbo graphic on the bottom-right corner of the bumper. An Abbreviated Rally CareerIf it's such an important car for Mitsubishi, then why isn't it being mentioned too often in rally circles? Well, the 2000 EX Turbo came out right about the same time as the Audi Quattro. You can already see where this is going. Mind you, the car had some decent results, although it never really entered a full season. Its best result was third in the 1982 1,000 Lakes Rally in Finland, and the highest-placed car that wasn't an Audi. The Quattros? The one in second place was four minutes ahead of the Lancer. The message was clear: all-wheel drive was the way to go in the sport. Thus, at the end of the 1983 season, the Lancer EX 2000 Turbo was retired from competition. M A Lasting LegacyOne might think that it's a JDM special, but the irony is that the EX 2000 Turbo wasn't even sold in Japan. It was strictly for the European market with the main intention of leaving an impression on the World Rally Championship. That said, the Japanese market did get turbocharged Lancers, though those used a 1.8-liter engine. It was first called the Lancer Turbo, then eventually the Lancer 1800 GSR Turbo when it gained an intercooler. That car actually made an appearance in several Gran Turismo games, but is now missing in the seventh installment. The existence of this car is pretty much esoteric knowledge in America, but the Lancer EX 2000 Turbo is celebrated in parts of Europe and Asia. It's an incredibly rare car with just 1,250 made simply to comply with homologation rules, but that further adds to its cool factor. Okay, it wasn't the most successful rally car, but Mitsubishi learned several valuable lessons from the EX 2000 Turbo program. Those lessons eventually turned the brand into a powerhouse in the World Rally Championship. Mitsubishi's return to the WRC in the '90s would prove much more fruitful, clinching four driver's titles in a row from 1996 to 1999, one manufacturer's championship in 1998, and countless wins along the way. The EX 2000 Turbo walked so that the Evolution could fly through stages. Mitsubishi View the full article

Porsche used 2025 to prove it can modernize hard without losing its core. The year brought an all-new 911 Carrera S, the most powerful production 911 yet, two new electric SUVs and a sweep of major racing titles, all backed by a reshaped leadership team and solid financials. View the 4 images of this gallery on the original article Product and Tech: the 911 Keeps Moving, the Paint Might TooThe updated 911 range set the tone. The new 911 Carrera S arrived as the sharpest version yet, with more power, cleaner responses and a more capable standard chassis. At the top of the range, the latest 911 Turbo S with its T-Hybrid system became the most powerful production 911 so far, using a compact electric assist to add shove and response rather than chasing EV range. Special models like the retro flavored 911 Spirit 70 cabriolet and the 911 GT3 “90 F. A. Porsche” kept the limited edition pipeline full, while a factory backed Manthey Kit pushed the GT3 closer to club-racer territory. Inside, a modernized Porsche Communication Management system rolled out across 911, Taycan, Panamera and Cayenne, bringing faster hardware, Porsche App Center access and more connected services. Looking slightly further ahead, Porsche even patented dynamic color changing paint tech. View the 4 images of this gallery on the original article Electric SUVs and the Slowest “Fast” PorscheOn the SUV side, 2025 was when the electric strategy became real volume product. The first all electric Macan GTS arrived as the fifth Macan EV variant and the most driver focused, addressing criticism that the entry level Macan Electric had become the slowest new Porsche Macan by the brand’s own standards. Above it, the fully electric Cayenne and Cayenne Turbo Electric launched as multi role flagships, mixing big power with long distance comfort and some genuine off road ability. Those cars landed during a year Porsche described as financially robust, with record sales in most regions and strong automotive cash flow despite a tougher market. In the background, the boardroom was refreshed, the Leipzig plant picked up a major lean production award and a 75 years of Zuffenhausen milestone underlined how much of the brand’s output still runs through its traditional home. View the 3 images of this gallery on the original article Racing Silverware, Heritage Metal and a Clear DirectionOn track, Porsche added its 20th overall win at the Daytona 24 Hours, came within seconds of victory at Le Mans with the 963, defended its IMSA titles and wrapped up the Formula E manufacturers’ and teams’ crowns. The 963 RSP “race to road” concept showed how seriously it takes turning that tech into design and aero lessons for road cars. At the other end of the spectrum, interest in classic metal stayed strong. Air cooled 911s continue to pull serious attention, with cars like a low mile, one owner 1973.5 911T. Put together, 2025 suggested Porsche sees its future as a mix of faster hybrids, more capable EV SUVs and a steady trade in heritage and motorsport credibility to keep the brand halo bright. View the full article

The International Hot Rod Association has been making huge waves in the drag racing community with some pretty unbelievable announcements and purchases over the past year and there is no sign of them slowing down. After announcing last week that the long abandoned Memphis Motorsports Park had been purchased, and would return to racing glory in 2025, they could have easily cruised through the end of 2025 with no trouble. But that’s not their style, so here we go with one last big announcement for 2025! Yep, they have just announced the purchase of another abandoned track, Heartland Park Motorsports Park in Topeka, Kansas. This track has been plagued with poor management, bad deals, lack of support, and more for the past several years. Can IHRA finally turn this cool facility around? I think there are some fundamental changes that need to be made here, but those changes can definitely make a huge impact. Check out their plans below. We can’t wait to see what they do with it all! IHRA Acquires Heartland Motorsports Park, Announces Vision to Restore Iconic Facility as a Destination Entertainment and Racing Complex FAIRFIELD, Ohio — The International Hot Rod Association (IHRA) today announced the acquisition of Heartland Motorsports Park in Topeka, Kansas, reinforcing IHRA’s long-term commitment to preserving motorsports history while reimagining legendary venues for the future. Originally opened in 1963 as Topeka Dragway, the facility later evolved into Heartland Motorsports Park and became one of the most versatile motorsports complexes in the country. Over the decades, Heartland has hosted major national drag racing events, road racing, karting, motocross, and countless grassroots competitions, earning its reputation as a cornerstone of Midwest motorsports. With this acquisition, Heartland Motorsports Park enters a new chapter — one that honors its storied past while positioning the property as a modern destination entertainment complex. “Heartland Motorsports Park is one of those places that simply matters to racing,” said Darryl Cuttell, Owner of the International Hot Rod Association. “It has history, soul, and a footprint that allows us to think bigger than just a racetrack. Our goal is to restore this facility with respect for its legacy while building something that serves racers, fans, and the community for generations.” A Destination for Racing, Music, and Community IHRA’s long-term vision for Heartland Motorsports Park extends well beyond competition weekends. Planned restoration and redevelopment efforts will focus on creating a year-round destination that blends motorsports with live entertainment and community engagement, including: · Revitalized drag racing operations with improved racer and fan amenities · Expanded motorsports and special event programming · Live music, concerts, and festival experiences · Enhanced hospitality, vendor, and fan-experience areas · Community-focused events designed to drive tourism and economic impact “Motorsports has to evolve to stay strong,” Cuttell added. “The future is about creating places where racing, music, entertainment, and community come together. Heartland has all the pieces to become one of the premier motorsports and entertainment destinations in the country.” The acquisition aligns with IHRA’s broader racer-first philosophy, which includes direct investment in facilities and infrastructure that strengthen grassroots racing, elevate national competition, and create sustainable motorsports ecosystems. Renovation planning will begin immediately, with additional announcements regarding redevelopment phases, event schedules, and community partnerships expected in the coming months. About the International Hot Rod Association (IHRA) Founded in 1970, the International Hot Rod Association is one of the world’s premier motorsports sanctioning bodies, overseeing drag racing and a growing portfolio of motorsports disciplines. IHRA is committed to racer advocacy, innovation, safety, and creating dynamic racing and entertainment destinations that benefit competitors, fans, and host communities. The post IHRA Acquires Heartland Motorsports Park In A Move To Resurrect Yet Another Abandoned Race Track! appeared first on BangShift.com. View the full article

Hypercar Rooted in HistoryEven before Bugatti set multiple speed records with the Veyron, the French marque already had a rich history shaped by its involvement in motorsports and its long-standing production of ultra-luxury vehicles. This one-of-one 2024 Chiron Super Sport 'Elephant Blanc' blends that heritage with modern technology and is scheduled to be offered for sale through Bonhams Cars. “Elephant Blanc” translates to “white elephant,” a reference to the car’s Blanc Glacier (Glacier White) exterior paint. The elephant motif itself nods to the brand’s historic elephant sculpture once mounted on the hood of the Bugatti Type 41 Royale – much like the Spirit of Ecstasy in Rolls-Royce models. That sculpture was created by Rembrandt Bugatti, the brother of company founder Ettore Bugatti, to whom this one-off commission is dedicated. Bonhams Cars Big Car, Big SymbolThe Type 41 Royale is widely regarded as one of the rarest and most expensive automobiles of all time, with Bugatti believed to have produced just six examples around 1930. It was a massive vehicle, reportedly weighing as much as 7,000 pounds, with its enormous 12.8-liter inline-8 engine contributing to that figure. The elephant sculpture served as a radiator cap and symbolized Bugatti’s fusion of artistry and heritage. The Chiron Super Sport offered for sale does not feature the same hood-mounted sculpture. However, the bespoke commission incorporates embroidered elephant motifs on the seat headrests within the Bleu France-finished interior. The side sill further pays homage to the car’s historical inspiration with the script “L' Elephant Blanc.” Much of the remaining cabin is finished in exposed carbon fiber, a material choice that reduces weight while enhancing performance. Bonhams Cars Speed With a Sense of CalmSpeaking of performance, since this example is based on the Chiron Super Sport, it is powered by an 8.0-liter quad-turbocharged W16 engine producing 1,578 horsepower. Unlike the more track-oriented Pur Sport variant, the Super Sport focuses on long-distance refinement. Its signature long-tail bodywork plays a key role in improving aerodynamic efficiency and stability at extreme speeds. The 2024 Chiron Super Sport “Elephant Blanc” is slated to cross the block at The Scottsdale Auction on January 23, 2026, though Bonhams said to refer to the department for estimates. For context, the standard Chiron Super Sport already carries a base price of roughly $3.8 million. The hypercar will be offered alongside other notable classics at the same auction, including a 1956 Ferrari 250 GT Coupe and a 1957 Mercedes-Benz 300SL Roadster, the open-top counterpart to the iconic gullwing coupe. Bonhams Cars View the 5 images of this gallery on the original article View the full article

Happy 50th, Golf GTIIt may not be the first hot hatch ever made, but the Volkswagen Golf GTI can be best described as the car that defined the genre. Introduced in 1976, it was the result of an ad hoc team that wanted to prove to management that a sporty Golf is a worthwhile endeavour. Thankfully, they were proven right, as the GTI is still around and spawned countless competitors over the decades. In 2026, it celebrates its 50th anniversary, so now would be a good time to take a quick look back at all the sporty Golfs through the years. MK. I: The Stepping StoneVolkswagen wasn't exactly inclined to do anything remotely sporty in the '70s. It was a transitional time for the brand, and it was in serious trouble in the first part of the decade. Its air-cooled models weren't selling, and the NSU-based K70 fell flat in the market. Thankfully, the Golf came out in '74 to turn things around and marked a new chapter for the company. Inevitably, the idea of a performance-oriented model came about, but management was having none of it. A sporty Beetle dubbed the Gelb-Schwarzer Renner (Yellow-Black Racer) was met with backlash from the German parliament and branded as an invitation to speed...which is ironic for a country that has the Autobahn. Still, a skunkworks team was assembled that involved smuggling parts to make the project work. After working in secret, the team eventually presented it to the board in 1975 and, presumably, was approved begrudgingly. The result was the Golf GTI that came with a 1.6-liter fuel-injected engine that made 108 hp and 103 lb-ft, a stiffened-up chassis, and an interior decor that would define the car from that moment on. Management reckoned they'd be lucky to sell 5,000 GTIs, but the total tally by '83 was 461,690 units. It eventually came to America as the Rabbit GTI in '83 and sported a bigger 1.8-liter engine. MK. II: European Yuppie's DelightThe MK. 1 GTI had proven its point to VW's board by selling 92.3 times better than the initial forecast. With that, the second-generation GTI evolved into a slightly more mature version of its predecessor. At first, it carried over the same engine from the MK. 1, but eventually gained 16 valves to bump up the power to 137 hp and 124 lb-ft. That said, the American versions made less due to emissions regulations. By this time, competition had started to sprout up. Over in Europe, there was the Ford Escort XR3 (later, XR3i), Peugeot 205 GTI, and Opel Kadett GSi. Meanwhile, America responded with the Dodge Omni GLH and GLH-S, while Japan's answer was the Toyota Corolla FX-16. There were scores of other hatchbacks that wore GTI badges in the '80s, but it was the Golf that reigned supreme. MK. III: The Difficult Third AlbumOften regarded as the softest of GTIs, the MK. III had a bit of a roller-coaster ride throughout its production. For starters, it was saddled with 2a .0-liter engine that barely made more power over its predecessor (113 hp), but was thankfully rectified with the 16-valve model to give it about 150 hp. However, the hot hatch horsepower arms race was heating up. As a response to that, the GTI VR6 was born, shoving in a 2.8-liter VR6 engine under the hood. The two extra cylinders gave a healthy power bump to 172 horsepower and 173 lb-ft of torque. MK. IV: The Underrated GTI?Under the watchful eye of Ferdinand Piëch, the MK. IV Golf is probably one of the most solidly-engineered VW products of all time, particularly the European versions. However, this era of the GTI model was more warm than hot. Sure, the car felt great with junior Audi levels of build and refinement, but its performance was a mere half-step over its predecessor. It was, however, the first turbocharged GTI with its 1.8-liter turbo making 150 hp at first, and 180 hp later on. Sure, the car felt great with junior Audi levels of build and refinement, but its performance was a mere half-step over its predecessor. However, the performance side of the MK. IV vindicated itself with the R32 with its 3.2-liter, 238 hp V6 coupled to a Haldex all-wheel drive system. MK. V: GTI'm BackPerhaps stung by the criticisms from the past two generations, the Golf GTI came back with a vengeance for its fifth iteration. This time around, the 2.0-liter engine returned, but now turbocharged and made 197 hp. But its most important upgrade came in the form of independent rear suspension. Not only did it finally have the power, but it also had the chassis to match it. The MK. V would also mark the beginning of Volkswagen's fondness for giving the GTI multiple special editions that added more horsepower and sharper dynamics. One such example was the Pirelli Edition that cranked up the numbers to 230 hp, 33 hp more than standard. But regardless of what version is chosen, the MK. V set the foundations for the modern GTI. MK. VI: An Evolution of the ThemeWe're not going to overcomplicate things here. The MK. VI Golf was essentially a reskin of the MK. V, and the same applied to the GTI models. That said, it's a gentle evolution that's a step in the right direction. After all, it was built on the strong foundations of the model that came before it. This time around, there were tweaks to the chassis, a more upmarket interior, and yes, more horsepower. From 197 hp, the 2.0-liter turbo has been gently massaged to 207 hp, and the later 35th Anniversary Edition squeezed another 25 hp from the same block to give it 232 hp. MK. VII: Peak Golf, Peak GTI?Is this the best modern GTI? Fans seem to think so. We can't blame them for putting this model near (or at) the top when asked to rank every generation of VW's hot hatch. If anything, it further reinforced the GTI's 'one-car solution' ethos by being comfortable and sensible when you need it, while being fun and engaging when you want it. Riding on the new MQB chassis helped, too, along with incremental increases in horsepower throughout its production. For the MK. VII, it's as if Volkswagen summoned the spirit of the MK. IV in terms of build and its feeling of robustness. At the same time, it avoided all the pitfalls of the MK. IV GTI when it moved upmarket by being quick, dynamic, and sharp. It's still powered by the now-familiar 2.0 TSI engine, with power starting at 217 hp for the early models, 227 for later ones, and 242 hp for the facelifted GTI Performance versions. Special models were available outside the US, namely the TCR, Clubsport, and the ultra-rare Clubsport S, which made over 300 hp. MK. VIII: And Here We Are NowNot only is the current model the most powerful one to date in standard guise, but it's also the most loaded with tech. Alongside its boosted 2.0-liter engine with 241 hp (the Euro-spec gets 261 hp. Boo.) is a barrage of advanced driver assists, AI-powered tech, and creature comforts that wouldn't look out of place in a 2010s luxury sedan. The car still retains its all-aroundness, and the updates introduced for the 2025 model year were mostly welcome. Sadly, the MK. VIII is the last GTI to be offered with a manual, as the facelift models are no longer offered with it. Also, the stylish (but slow-selling) three-door body style is no longer being offered, starting with this generation. Still, at least it hasn't lost its sense of fun, and VW is celebrating its golden anniversary in a big way to prove that the GTI is here to stay. The GTI Edition 50 was revealed a few months back, and customer deliveries will begin in 2026. At the same time, the company will be holding several gatherings all over Europe to celebrate its hot hatch. There's more good news, too, as the company has confirmed that the GTI will still be gas-fed well into the 2030s. Long live the hot hatch, we say, and VW has been instrumental in keeping it going. View the 35 images of this gallery on the original article View the full article