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Rewriting The ScriptThe 2025 Guangzhou Auto Show underscored a dramatic reversal in China’s automotive hierarchy. According to a report from Sina, the long-standing joint-venture model, where global brands like Toyota and Nissan dictated technology while Chinese partners handled scale, has effectively collapsed. With domestic EV makers surging and software-driven features now central to consumer choice, foreign OEMs have been losing ground fast. Imported-vehicle sales have slumped this year, while more than half of new-energy vehicle (NEV) debuts came from Chinese brands. That assumption no longer holds. Japanese automakers, rather than resisting China’s rise, are now learning from it and leveraging it. By embedding Chinese suppliers deep into their value chains, expanding local R&D, and merging homegrown innovation with Japan’s engineering rigor, they are re-engineering their China playbook. The result? A new breed of foreign brand that is faster, smarter, and more connected, using China’s strengths to stay competitive without surrendering identity. Toyota Toyota–Huawei Alliance Signals a Strategic BreakthroughToyota’s bZ7 electric SUV, developed by GAC-Toyota, headlines this transformation. The model arrives equipped with Huawei’s full technological suite, from the HarmonyOS cockpit UI to the DriveONE software. It’s the first Toyota to integrate an entire Chinese digital ecosystem, combining flagship-level design with advanced driver-assistance sensors, face recognition, and long-range battery options. This isn’t Japanese engineering tailored for China; it’s a fusion of both. The move marks a profound philosophical shift. In a market where connectivity and software ecosystems define purchase decisions, Toyota is betting that experience trumps mechanical conservatism. Through Huawei’s platform, Toyota instantly plugs into a trusted, widely used interface, accelerating relevance and slashing R&D costs. Instead of rebuilding its own digital stack, the company is co-opting China’s best-in-class tech to win back momentum. Nissan Extends the Model Even to Gasoline CarsNissan is taking the same approach further, bringing Chinese tech into its internal-combustion lineup. The latest Teana has become the world’s first gasoline sedan equipped with a HarmonyOS cockpit, a symbolic crossover of the old and new. The message is unmistakable: the Chinese-style digital experience is now the default expectation, regardless of powertrain. This shift also exposes the collapse of the old joint-venture logic. Once, Japanese firms supplied the technology while Chinese partners handled production. Now, Nissan is letting local software define the user experience while maintaining its signature mechanical tuning. Recognizing the futility of competing head-on with China’s cockpit systems. Japanese brands are partnering instead, and reaping the rewards. Nissan As China’s Auto Sector Faces Strain, Timing Favors JapanIronically, this integration push comes just as China’s corporate landscape is showing cracks. According to Nikkei Asia, nearly a quarter of listed Chinese firms reported losses from January to September 2025, the highest since the 2008 financial crisis. Overcapacity, slowing demand, and bruising price wars have squeezed margins across the EV sector. Even as domestic suppliers remain technologically advanced, many automakers themselves are under financial stress. That imbalance creates an opening for Japan’s global players. With diversified revenues and stronger balance sheets, Toyota and Nissan can access Chinese innovation without sharing its financial vulnerabilities. They gain the upside of local tech leadership, minus the downside of overextension that now dogs many Chinese peers. LEROY MARION A Hybrid Formula Could Reshape the MarketJust a month ago, Ford CEO Jim Farley warned that Chinese EV specialists could “Put us all out of business.” The Guangzhou show suggests the opposite. Rather than retreating, the strongest Japanese brands are adapting, blending world-class engineering discipline with Chinese software, battery, and connectivity systems. The result: products that meet Chinese expectations on tech and price, but with global-brand reliability baked in. This hybrid strategy may ultimately redefine what “competitive” means in China’s auto market. With domestic players under pressure and foreign OEMs learning to play by local rules, the balance of power is shifting again. Nissan View the full article

It's not something we talk about enough, but every time Toyota prepares to launch a new model, the whole automotive world sits up and takes notice. That feeling is only compounded with something sporty, and what Toyota's Gazoo Racing division is cooking up now certainly fits that bill. In a new ad shown on Japanese television, the automaker has given us our clearest look yet at the production design of its new supercar, which is being hailed as an effective successor to the inimitable Lexus LFA. Along with our first proper look at the rear-end design, the license plate of the upcoming supercar confirms the name of the car: GR GT. The car was shown alongside its spiritual successors, the aforementioned LFA and the Toyota 2000GT, just like the teaser of the GR GT we got last month. Racecar Concept Styling Refined For The Road Toyota The GR GT3 concept seen in 2022 lends much of its looks to the road car (pedigree too; Toyota aims to develop race cars first, then road cars, promising better dynamics and fewer compromises), with a long nose and a pert rear end. But unlike that car, which has hollowed-out headlights and an almost completely straight full-width light bar, the roadgoing GR GT wears somewhat traditional headlight clusters that have a shape not dissimilar from the headlights on the current GR86, albeit sharper, and the taillight bar has a C-chaped kink at each end that is alsmost Mazda-esque. Sorry, Toyota, we call it as we see it. This won't be mistaken for a CX-90, though. The glasshouse tapers into the tail like a GR Supra, and triangular outlets below the main taillight clusters call to mind the LFA. Like that car, we see triangular vents on the hood and angular, high-mounted vents on the shoulders. Aggressive fenders with creases that lead from the wheel arches to the bases of the A-pillars give the car a particularly aggressive look, and a double-bubble roof promises enough room for occupants to wear helmets if they venture onto the track. Coming Next Month Goodwood Festival of Speed/YouTube The GR GT will make its world premiere on December 5, and we're so excited for it that the reveal story is already being formed in our minds. In the meantime, spy shots of the GR GT have confirmed an integrated ducktail spoiler and a large diffuser with four exhaust tips, and at the Goodwood Festival of Speed in July this year, a look inside a prototype showed a lavish red interior festooned with leather and carbon fiber, along with aluminum accents and an Alcantara dash and headliner. Under the hood, we're expecting a hybridized twin-turbocharged V8 with up to 900 horsepower. We'll know more in exactly one week, when we expect confirmation that the supercar will be offered in North America. Stay tuned. View the full article

Mike Martyn spent seven years building a stunning showpiece, his LDR-legal 1965 Ford Mustang fastback, that wins on track and at car shows.View the full article

“Are you kidding me?” Del Worsham asks himself, as the reality begins to set in. “Is this really happening?” He’s all of two races into his brand-new gig as the driver of the second Al-Anabi Racing Top Fuel Dragster and it suddenly seems to be going better than anything in his entire 21-year racing career had. His extremely unfortunate first-ever final-round opponent in Top Fuel, Tony Schumacher, won’t make this easy, and there’s a chance, albeit a slight one, that Worsham’s not quite ready for this moment. The intensity escalates as the Nitro Funny Cars ahead of him fire and pull towards the water. In a few moments Worsham will find himself in yet another do-or-die moment as a drag racer, though this one will more than likely set the tone for this second chapter of his career—one he hopes to be defined by champion status. His internal monologue reminds him of the situation’s gravity: “My job is to drive the car—nothing else. The pressure is on me—nobody else.” Editor’s Note: This story originally appeared in Drag Illustrated Issue No. 58 in October of 2011. Professional race car drivers, for the most part, relish this role; they naturally embrace the challenge and lust for the opportunity to prove their ability. Worsham is no different, but the tables seem to have turned. Without question, he’s strapped into the fastest car on the property, the one personally tuned by Alan Johnson, who just so happens to have the most impressive credentials in the history of Top Fuel racing—a man responsible for seven of the last eight NHRA world championships. It’s a stark contrast from the position of perennial underdog that Worsham had been cast for the first two decades of his racing career—a mindset that is difficult to shake. It’s not entirely unjust for him to feel that way, either. He’s in a new class, facing new competitors, and as he would readily admit, an entirely new atmosphere. For the first time in a long time, he’s genuinely expected to win. In that first final round against Schumacher in March at the 42nd annual NHRA Gatornationals, there was undoubtedly a moment where Worsham fully accepts the new challenge—when he takes his rightful place amongst the elite drivers of the sport and as a full-fledged member of the Top Fuel fraternity. Leaving within four-thousandths of a second of Schumacher, Worsham and his Al-Anabi dragster chase the Army car down by the 330-foot marker and pull ahead for the win by less than two feet. It was a relief, and the look on Worsham’s face as he climbs out of the car shows it. As his wife, Connie, plants a kiss on him and an official hands him his trophy, all doubt vanishes – the guy can drive. “At least at that point, I had the feeling that I could compete, that I could drive with these guys,” says Worsham, who also acknowledges a little bit of shock following that first Top Fuel win, his 26th overall. “You just don’t know until you get out there. I mean, I knew I had the best car, I have Alan Johnson in my corner, so 99 percent of the time, I’m going to have the fastest car, so I knew it was going to come down to whether or not I could do my job. Honestly, it felt like I was 21-years old again, back in Atlanta again, when I won the Southern Nationals. Seriously? I just beat Tony Schumacher; the guy has won almost every freaking championship for a decade! It was incredible.” This year, while all the talk in the off season surrounded what was sure to be another battle for supremacy between Larry Dixon and Tony Schumacher, Worsham has kept his head down, kept his focus. As Schumacher and Dixon enter the final race of the NHRA’s regular season with a sole victory between them, Worsham will show up in Indianapolis with six wins to his credit in 2011, five No. 1 qualifying efforts, and a category-best 37-9 (80-percent) round win/loss record. With the guidance of Johnson, the detail-oriented approach of [crew chief] Brian Husen, and the funding of Sheikh Khalid Al-Thani, for the first time in his life Worsham is the odds-on favorite to win the championship, and on any given Sunday for that matter, to win the race. He’s also in a different place now. His team wants for nothing. When they find something better or something needs to be done differently, there is no question whatsoever about doing it; if a situation arises where they need to risk blowing an engine to win, they do it. Worsham spends every second of his time at the track thinking about driving a race car. Having this particular job was never a dream for Worsham. His only real goal in life—literally—was to go racing with his dad and drive a Nitro Funny Car. He made it happen at age 20, won his first NHRA national event at 21 in his first season on the tour, and remained a constant contender for the next 20 years before joining Sheikh Khalid’s Al-Anabi Racing group led by Johnson. In many ways, he’s back where he started—a fresh face amongst a highly competitive field of veterans and champions. But if anything, being a hired driver is even more suited to Worsham’s abilities and temperament than he may want to admit. “He doesn’t need any help,” says Husen, who serves as crew chief on the “gold” Al-Anabi dragster. “It took Del one run to figure out you can’t overdrive one of these things. He keeps the car in the middle of the groove and drives as well as anyone I’ve ever seen.” Alan Johnson isn’t surprised by Worsham’s quick transition from Funny Car to Top Fuel, either. “Everyone knows Del is fast. You don’t win 25 races in your career and give John Force a run for his money on multiple occasions without talent.” Worsham’s role now is solely, specifically, to drive the race car. As a kid, he spent his weekends at places like Orange County International Raceway and Ontario Motor Speedway, hoping and praying that this day would someday come. Now, it could be said that he has one of the most coveted jobs in all of drag racing. “I grew up racing; racing with my dad,” he says. “My dad had never driven a Funny Car, but he owned one, and he wrenched on one. A lot of kids have big dreams, but I seriously didn’t know anything else. All I can remember ever wanting to do was drive a Funny Car. I mean, we had Funny Cars, and that’s what I wanted to do. “I really think I would have been a great Funny Car driver in the ‘70s; back when the driver was more involved, it was more of a partnership between the crew chief and the driver, there weren’t computers; you had to come back and make decisions based off what you felt and what your crew chief saw. Not that I’d have had more success, but I think I would have enjoyed it a lot, and would have been good at it.” At 41, Worsham certainly wouldn’t trade his current position, especially when you consider the extenuating circumstances—primarily the economy—but that’s not to say he’s living his dream. “Don’t get me wrong; for the time, the situation, this deal couldn’t be any better,” says Worsham. “It’s a little bittersweet, ya’ know? When I was younger the dream was to go racing with my dad, to have my own team, help tune it, and drive it. We had our time, and we did well. We accomplished a lot; probably more than we ever set out to in the beginning, but things change, times change, the economy changed, and now I just feel thankful to have this job. I can guarantee this is the second-best situation I could ever ask for.” If a good-paying gig as the driver—nothing more, nothing less—of a championship-caliber Top Fuel Dragster is second best, then Worsham was simply born a little bit too late. His stance is almost certainly one that racers like Don Prudhomme, Don Garlits and Raymond Beadle would appreciate, but is lost on a great majority of today’s professional drivers, not only in drag racing, but all of motorsports. That he is more comfortable being hands-on involved with his racing endeavors is telling of his personality and skill set; his new role, while different, still manages to consume all of his effort. [dropcap]T[/dropcap]he pressure to do well, at least the pressure I put on myself to do well, driving for someone else, not for my own team, I feel that a little bit,” says Worsham. “I’d be lying if I said I didn’t. I go out there now with higher expectations, and, I guess, maybe I shouldn’t, but I do. I don’t want to let anyone down.” Sitting in his lounge inside one of the multiple massive Al-Anabi Racing transporters lined up in the pits at Lucas Oil Raceway at Indianapolis, Del Worsham sits, coffee in hand, waiting as the team of master mechanics outside ready his Top Fueler for a test lap during the pro test session a week prior to the NHRA U.S. Nationals. “This has been a new experience for me. We’ve run well in the past, we’ve had some good teams, but I’ve never been in this position, leading the points, this late in the season,” explains Worsham, speaking of his 12-year run as team owner with his father, Chuck, and as driver of the Checker, Schuck’s, Kragen Nitro Funny Car. “Honestly, we were never really that close to winning a championship. We did pretty well, but it seemed like anytime we were having a pretty good year, John Force was having an unreal year. It’s a new deal 21 years later, and it’s hard to compare—impossible, really.” The differences are immense, but come primarily in the form of a much-lightened workload. “It’s so far removed from how I used to race,” he continues. “When I was doing our deal, besides driving, we owned it all and the day-to-day operations were my responsibility, along with helping tune the car. There was a job involved in every single aspect of the team. I have to say, it’s been nice to sign the back of a paycheck instead of the front.” Embedded in the blueprint of Worsham’s being is an unusual ability to find comfort in great responsibility. He’s a family man, a father of twin daughters and a devoted husband, so the ownership he takes in everything he does is natural, instinctive. It’s also rare in this day and age, especially for a professional athlete, or driver in this case, to be so ready and willing to bear the burden that comes with heavy responsibility and high expectations, let alone succeed in doing so. Far less complex is the path of surprise victor or perennial underdog, two characters Worsham played repeatedly over the years. As Parkinson’s Law dictates, Worsham’s work expanded so as to fill the time available for its completion. While an underfunded, multi-tasking team owner and driver, he managed to get it all done, and even achieved a considerable level of success doing so. Now, the task of being the devoted driver, alone, of arguably the baddest race car on Earth requires all of his ability, and all of his energy. “I work hard at this,” says Worsham. “I’ve gotten a lot better in the Top Fuel car since the start of the year; you literally learn every time you make a pass. This is not the easiest car in the world to drive, either. Tony Schumacher and Larry [Dixon, teammate] are the only guys who appreciate what I’m talking about because they’ve driven for Alan. It’s nothing like when I ran Top Fuel back in the mid-‘90s; there’s no comparison. I mean, this thing is fast—really fast. It’s violent. I’m still not used to it.” Like he says, it’s not like he’s “playing patty-cake between rounds or whatever,” just because he isn’t tuning the car, trying to fix a broken generator, or re-stripping a supercharger before every run. In fact, it wasn’t that long ago that Worsham hardly had time to change shirts at the track while simultaneously trying to maintain his relationship with his sponsors, handle his obligations as a driver, review computer data, talk with the crew as they serviced the car, and make the final decisions on the car’s setup with his dad. As a result, his driving suffered. He admits he often wondered what it would be like not to have so much to worry about and be able to focus on the driving aspect of racing. Now he knows. Twelve months ago, Alan Johnson and the Al-Anabi Racing camp went public with their plans to terminate their Funny Car operation and add a second Top Fuel Dragster, which Worsham would drive. “At first I didn’t know what to think. I was a little up in the air about it,” he says. “Sheikh Khalid had called me with the idea, and, ya’ know, it made a lot of sense; we’d be doubling our chances of winning on Sunday.” In February of 2011, Worsham earned his Top Fuel license, and had fully embraced the change in eliminators. “Eventually I got excited about it. I’d been racing the same people for 20 years, I was looking forward to starting a new chapter in my career and I knew there was a lot of potential with the move.” The door to the lounge opens and a crewmember leans in, beckoning Worsham outside; they’re ready to warm up the car and need their driver. “This team is unbelievable,” he says. “People think the money makes all the difference, but it’s not just money, it’s the effort. When I was racing with my dad, I always thought I was detail oriented and really paid attention to everything, but now I see that I wasn’t. I’d have probably won a lot more races if I had been.” Worsham dons his gas mask and hops into the cockpit of the black-and-gold dragster as Husen and company prepare to fire the engine. Nitro methane fumes fill the pits with an off-green haze while the crew observes the 8,000-horsepower power plant at idle. After a few moments, Husen gives Worsham the signal to kill the engine, and he climbs back out of the car. “I’ve been doing this for a long time,” he says. “Trust me, nobody else goes to the lengths this team does to make sure this car is the exact same from run to run.” Four years back, Worsham found himself in one of those situations that he thought he’d prepared well enough to avoid. Sitting in the grandstands and taking in a session of Top Fuel qualifying as he always enjoyed doing, he was struggling to come to terms with the fact that his role in drag racing might have to change. He was at a crossroads; his sponsorship was ending with CSK Auto, Inc. after the company’s acquisition by O’Reilly Auto Parts, and continuing to operate his team wouldn’t be feasible without their support. “There aren’t a lot of driving jobs out there, so I thought possibly I might have to go work on a car, or go to another team and help them out,” he says. “I really wasn’t sure.” Grumblings of Alan Johnson’s impending departure from Don Schumacher Racing to form his own team along with Sheikh Khalid had been running rampant that particular Labor Day weekend. When the rumor was made official, Worsham made it priority number-one to interview for the job driving his Nitro Funny Car. “I hadn’t really spent much time with Alan over the last 10 years, so I asked Jerry Toliver, a mutual friend, if he could get me an interview. The next day, I had gone to Jim Head and we were sitting his lounge talking about it, and he told me that of all the people they had talked about, my name hadn’t come up because no one knew I didn’t have a deal anymore. “Right then, unbelievably, Alan Johnson walked in,” Worsham continues. “He asked what we were up to, and I said, ‘Well, matter of fact, I was just talking about you.’ He was surprised, and I told him that I’d like to interview for the position driving his Funny Car.” From there it happened fast, a handshake that day and a five-minute phone conversation a few days later, and it was a done deal. “When he was that quick to say, ‘OK, let’s do this,’ I knew that I was making the right decision.” [dropcap]F[/dropcap]or all that Worsham has accomplished over the course of the past 20 years in the sport, he’s not exactly the boisterous, cocksure wheelman that would generally be attached to such a resume. After spending a Sunday with his wife and kids, when he walks into his Chino Hills, California, home—a mere 15-minute drive from the legendary Auto Club Raceway at Pomona—it’s amazing how little he’s changed from the happy-to-be-here kid that he was in 1990 when he made his pro-debut just down the road at the NHRA Finals. Sure, he’s aged a little with time, no longer quite fitting “The Kid” moniker he was given early in his career, but his quick-draw smile and genuine sincerity are no worse for wear. If there ever was reason for Worsham to cop an attitude, it’s been his performance during the summer of 2011, as he has all but dominated NHRA Top Fuel, beating up on the best the class to offer in Schumacher, Antron Brown, Spencer Massey, Doug Kalitta, and even his own teammate, Dixon. He found his way to the winner’s circle before joining the Al-Anabi Racing superpower, though, and it started in his first full season on the tour when he became the youngest driver to ever win a Funny Car race in 1991 at just 21-years old. The victory helped him earn NHRA Rookie of the Year honors, and cemented his status as a legit drag racing star-in-the-making. As part of a 1999 promotional campaign straight out of John Force’s dreams, eight-million miniatures of Worsham’s CSK Funny Car were distributed in McDonald’s Happy Meals. Starting in 2001, Worsham began demonstrating his prowess behind the wheel by stacking up victories; four wins in both ’02 and ’03, and five in ’04. In 2005, in what could easily be considered a career-defining moment, Worsham swept the Mac Tools U.S. Nationals, besting Frank Pedregon in the final round, a day after winning the Skoal Showdown. The performance netted him a cool $225,000 and a place in drag racing history as just the sixth double-up winner at the “Big Go.” Longtime drag racing announcer and historian Bob Frey readily admits it was a genuine motorsports moment that fateful Monday in Brownsburg, Indiana. “There had to be a consensus of opinion on the best showing by a Funny Car driver for one event and it went to Del Worsham for his Indy sweep,” he says. “Del still hasn’t lost the smile from his face after that one, but then, Del’s almost always smiling, isn’t he?” It’s true. But the years following the monumental triumph in Indianapolis provided some trying times for the ever-upbeat Worsham and his family-operated race team. “It’s just how the sport works,” he says, recalling the days that tested his ability to see the upside, and most assuredly his desire to smile. “These races are won and lost by inches, by thousandths-of-a-second, and sometimes you’re going to be on the wrong end of it. We won a lot of close races, but sometimes they go the other way.” Worsham scored his final win with his family-run team in Houston, Texas, in the spring of 2008, and they needed it. They hadn’t lost faith necessarily, but they were struggling to retain it after rebuilding their team from the ground-up with new personnel, fighting severe parts attrition and, at times, struggling just to qualify. “As bad as things seemed at the time, I knew the day would come again,” Worsham says. “We were just coming up a little short.” All the while, a merger of CSK Auto and O’Reilly Auto Parts was being orchestrated, and Worsham’s 12-year run as the owner and driver of the Checker, Schuck’s, Kragen Nitro Funny Car was about to end. He wasn’t near ready to hang up his helmet and driving gloves, though. “Throughout my career, I’ve always said that life is about timing,” he says. “We lost our sponsorship, and I was really worried about it; knowing that I might not be able to do this anymore. When I signed on to drive for Alan [Johnson] and Sheikh Khalid, I had been running our family team for so many years, and had been a big part of the operation of the team, that I was looking forward to seeing what I could accomplish as a driver—without worrying about everything else.” [dropcap]I[/dropcap]t’s hard not to like Del Worsham—which, for the duration of his career, has served him well. Friendly and approachable, he’s a fan favorite, friend to his fellow racers, and a sponsor’s dream. Without question, the way he arrived at his current post—the hard way—is something people from all walks of life can appreciate. He earned it, and he appreciates it. “It makes all those years there in the ‘90s, when people had sponsors, and I was sleeping on the floor of J. Ed Horton’s shop over there trying to build chassis worth it,” he says. “It shows that hard work is rewarded, it does pay off, and while I do feel lucky just to be here, I’ve paid a lot of dues. I just want to make the most of it at this point.” Those long days in the shop and at the track, the nights spent sleeping on the floor, more than anything else, have kept Worsham grounded. Though some of those experiences were long, uncomfortable, and definitely unpaid, they paved the road to the most coveted driver’s seat in drag racing, and molded the person he is today. But Worsham didn’t earn his stripes as a driver in Super Stock, Super Comp, Jr. Dragsters (non-existent at the time), or even fast street cars. He was a permanent fixture at his father’s side, literally growing up at the drag strip, working on the Funny Car his father owned as soon as he was old enough to hold tools, and, one day, simply asked for the job. “Back in 1990, when this whole thing went down, things just weren’t really flowing for my dad and his partners on the ‘Tinker Toy’ Funny Car, Ron Todoran and Art Hendy,” he explains. “It wasn’t going the way any of them wanted it to go, so Art went out on his own, and my dad and Ron, well, that left a vacant seat with their Funny Car. Ever since I was five-years old, all I wanted to do was drive one of these things, and I’d said that. Basically, they made the decision to give me a chance. Their crew guy at the time, Dennis Thompson, he really pushed it the hardest, probably, of anybody.” If he really wanted to do it, Worsham was told to meet them in Dallas, Texas, the coming weekend, and to bring a fire suit. “Hey, I was young, I worked on the car, and I had no responsibilities whatsoever, so they didn’t have to pay me,” he says. “They just said, ‘Let’s just sit you in the seat, fire this thing up, and see where it goes.’ And that sounded good to me.” Truth is, Worsham had never before been 100 miles an hour in his life. Yet, here he was, preparing to make his first-ever trip down the quarter-mile in an ill-mannered Nitro Funny Car. “The first three or four runs, we tried to detune it, thinking it’d be easier to drive, or whatever,” he says. “It wasn’t that way. It’d do wheelies, I mean, it wasn’t drivable. I finally told my dad, after about the fourth run, ‘Look, I know I’m no expert here, but we’re talking nothing, I’m turning the wheel, it’s not doing anything. I think we should put it back where it was at Indy and just see what happens.’” That’s exactly what they did, too, and however unbelievable it might be, right down the track he went, shutting the car off just past the eighth-mile and coasting through to a 5.70. “Wow,” he thought. “That’s what it’s supposed to be like.” The NHRA licensing process required two weekends at that point in time, though, and if Worsham wanted to leave the Lonestar State with one he would have to get two already licensed drivers on the property to sign off on it. “My dad and Ron went home, but Dennis and I stayed on the road, serviced the car, and I tried to figure out who I could get to come down there and watch me. I had heard Kenny Bernstein and Don Prudhomme wanted to come test in Dallas, and I knew them a little bit, just from running around the race track, living in Orange County, where we’re all from; so I called them up. I just said, ‘Hey, ya’ know, I’m going try and drive this thing, and I need two drivers here, so if you guys want to come test, feel free, and I’d really appreciate it if you would watch me drive this Funny Car to try and get licensed.’” In 1990, between Bernstein and Prudhomme, you’re essentially talking about the two most significant drivers in drag racing. The two took him up on his invitation, towed out to Dallas, and after watching Worsham handle himself like a pro behind the wheel, happily signed their names to that most important slip of paper. “They didn’t know how many runs I’d made, which was like five,” he recalls. “The car went out there and ran great; it was unbelievable. They thought I’d been doing this forever. I ended up going like 5.45, 5.50 and 5.49, around 270 (mph), and they were like, ‘Well, looks good to us.’” It wasn’t entirely picture-perfect, but, luckily, neither Prudhomme nor Bernstein was around to see it. Having made a couple of solid passes, it was hard for the still-wet-behind-the-ears driver not to be a little overconfident. “I got out there about half-track, and the thing moved out of the groove, this thing actually kicked up and swapped lanes on me, and I crossed the centerline,” says Worsham. “I actually scared myself pretty bad. I had to sit down and talk to my dad. If there was a car in the other lane, I probably would’ve crashed. “I ended up talking to Don [Prudhomme] about it, he’d actually come over after about every run to speak with me about what happened, what I thought, etc. It was really helpful. He told me that I should try going out there and just shutting it off early, who cares if it kills your ET, just get it shut down, get the ‘chutes out on time, and you’ll be fine. And that’s what I did.” [dropcap]E[/dropcap]ven without a car to prepare, parts to order, or people to oversee, when the doors swing open at the family race shop in Orange, California, where Worsham spent nearly every waking moment of the past 20 years thrashing on a Nitro Funny Car, he shows up for work. His dad, along with lifelong friend and noted chassis builder, Grant Downing, remain busy, building Funny Cars and doing repairs. The somewhat harsh reality that they’re no longer out racing together, as a family, has weighed heavily on the entire Worsham clan, but they’re still excited about the future. Worsham, who has made enough high-speed passes down the drag strip that the thrill of simply going fast has assuredly faded, ponders for a moment what makes him want to keep doing this, especially in such a different capacity. “I love to win, man. When you cross the finish line in a final round and you see that win light come on, or even in the old days and you didn’t know. You’re making the turn and you’re trying to look around and see which way the cameras are facing, and to get out, and to be the winner, it’s exhilarating. That’s what it’s about. You really feel alive, like you’ve truly accomplished something.” The next day, while following Johnson up the steps onto a plane back to Indy for the U.S. Nationals, Worsham can still hardly believe the situation he finds himself in. Once again, he has to remind himself that this is really happening. Thinking about his commanding 136-point lead going into the final race of the 2011 Full Throttle NHRA Drag Racing Series regular season, he asks himself again, “Are you kidding me?” The post DI Classic: A Day In The Life With Del Worsham first appeared on Drag Illustrated. View the full article

A possible, sudden loss of engine power could make riders have a very bad day, indeed. This November 2025 recall includes all ZX-6Rs included in a previous similar recall as well.View the full article

A new 550-mile ride along California's Lost Coast is the latest ADV loop ride from the Backcountry Discovery Routes.View the full article

2026 BMW F 450 GS Gallery See the full run down on the new model here: BMW unveils learner-legal F 450 GS with optional centrifugal clutch 2026 BMW F 450 GS Specifications Specifications Engine Water-cooled, two-cylinder, four-stroke Timing DOHC, 135-degree crankshaft journal offset Displacement 420 cc Compression 13:1 Bore x Stroke 72 x 51.6 mm […] The post BMW F 450 GS feature pictorial as new images released appeared first on MCNews. View the full article

Bitubo Australia’s Black Friday Suspension Sale To celebrate its outstanding 2025 season, Bitubo Australia is launching a Black Friday Sale featuring significant discounts across key suspension products, including shocks, fork cartridges, steering dampers and more. The sale will be available through the official Bitubo Australia website and provides riders with an ideal opportunity to upgrade […] The post Big savings with Bitubo Australia’s Black Friday Suspension Sale appeared first on MCNews. View the full article

WorldSBK Jerez Test November 26-27, 2025 Most of the 2026 WorldSBK contingent were on track for two days of testing at Jerez this week, but absent from this outing were the likes of Ducati riders Nicolo Bulega and Iker Lecuona. While the GYTR squad were in attendance with Stefano Manzi, they were without Remy Gardner, […] The post Recapping this week’s two-day WorldSBK Test at Jerez appeared first on MCNews. View the full article

The post Royal Enfield | Introducing Mana Black appeared first on MCNews. View the full article

In 2023, as part of a push to minimize the expensive exercise of filling every possible niche, Mercedes-Benz combined the E-Class and C-Class coupes, creating the CLE. As we come to the end of 2025, the CLE is now reaching the middle of its lifecycle, and in 2026, a facelift will be necessary to keep its styling and capability in line with that of other, newer Benzes, like the all-new CLA. That means stars in its eyes (headlights), and some tech updates. Our spies have spotted a prototype of the new two-door testing on public roads, and although the changes are minor, at least at this stage, they're worth a quick look. An Unchanged Rear End? SH Proshots/Autoblog View the 2 images of this gallery on the original article The early test mule caught by our spies has a fully camouflaged front end with no obscurity for the rest of the design, but that may not be indicative of the final product. Mercedes may yet swap out the taillights for ones with star-shaped daytime running lights, or it may decide that the existing look is still good enough, but we'd put our money on the former. Moving to what we know will change, the new front fascia will get an enlarged grille with revised mesh that will likely mirror that of the aforementioned CLA. Related: Mercedes Tells Dealers How It Plans to Beat BMW in America In addition, the headlights, which appear to be more recessed, with a sort of brow above them, will get those star-shaped LED details, and lower down, we expect some minor revisions to the shape of the lower side intakes. Some black tape over the mirrors might suggest a mildly redesigned turn signal indicator setup, too. CLE To Gain AI-Focused Tech Inside SH Proshots/Autoblog View the 2 images of this gallery on the original article Customers don't want to just look like they're in a brand-new car; they want to feel it, too, and the 2026 CLE will aim to satisfy with more CLA influence. Our spies haven't yet caught a look at the cabin, but the latest, fourth-generation MBUX infotainment setup with voice control will find its way there, which features a new MB.OS operating system; this is the "first in-car infotainment system ever to integrate AI from both Microsoft and Google," Mercedes proudly proclaims. Buyers can expect dealership salespersons to push them toward the optional Superscreen, which combines a 10.25-inch driver display with a 14-inch central touchscreen and a 14-inch passenger display. As for what they'll find under the hood, we expect the 2.0-liter turbocharged four-cylinder of the current CLE 300 (255 horsepower) and the 3.0-liter turbocharged straight-six of the CLE 450 (375 hp) to carry over, potentially with mild bumps in output. We'll know more as further prototypes hit the road. SH Proshots/Autoblog View the full article

Man, what a year 2025 has turned into! It’s Thanksgiving Day, where food, drink, family and fun take center stage. And while many of you will be frying, roasting, or smoking a big bird, and watching football, we can’t forget that this day is all about giving thanks. I am incredibly thankful for the good fortune I have had this year and, on behalf of myself, the amazing BANGshift contributors, and their families, want to wish our BangShift family a Happy and Healthy Thanksgiving. It certainly has been a tough one for many of you, and I can relate, but I’m thankful for what we have and what we are able to do this holiday season. Whether it’s something big that happened in your life this year, or the little things like the smiles from your family, it’s all worth being thankful for. So join us in being thankful this year, as we share the things we are thankful for in 2025. BANGshift couldn’t have made it seventeen years strong without all of you, your kind words, and your support. Thank you for being a part of BangShift.com. I promise that we will keep jamming out great content each and every day for you to enjoy, whether it’s something fun, funny, informative, or inspiring. And we promise that we will continue bringing you more and more live streaming video in 2026 and beyond. We live and breath this stuff just like all of you BangShifters out there, and I’m very fortunate to call this my career. We know that, and will try to never take it for granted. And thank you again to all of our great contributors, new and old, here at BangShift. We have the most dedicated, talented, and die-hard guys and gals out there helping us each and every week, and it is truly overwhelming that all of you have wanted to help us in such a way. Your photos, stories, goodwill, and enthusiasm are second to none. No other media staffers, regardless of pay, can compete with what you fine folks bring to the table here at BangShift. Thank you so much. I tell you all each and every year how much I appreciate the help, and each year you tell me how much it means to you to see your name on the site. Well, we couldn’t have done it without you. So thank you again. Seriously, thank you. I’m also very thankful for the unbelievable support and enthusiasm we share with the greatest sponsors in the industry. We are always very transparent around here about the relationships that we have with the companies that support BangShift.com so we can keep bringing you all this content, and the reason is that we believe in them as much as they believe in us. And while the number of sponsors is growing, and will continue to do so through the end of this year and into the spring, we have to give thanks to BangShift’s 2024 Sponsors one and all. All you BangShifters out there, please remember these guys when it’s time to buy parts for your latest project. Now get out there and do a burnout in your hot rod (we want video!), enjoy your family, your friends, great food and drink, and whatever else it is you and yours do this holiday. And thank you, thank you, THANK YOU, for all that we have to be thankful for. Happy Thanksgiving from BangShift to you and yours. Special thank to Jerry Fuchs, for the cool Hot Rod Turkey graphic that we use every year. You can check out more of his stuff at FOOKSIE.COM And check out his cool dancing turkey below. The post Happy Thanksgiving! BangShift.com Wishes You A Wonderful Day With Friends And Family! appeared first on BangShift.com. View the full article

Earlier this year, the European New Car Assessment Program (Euro NCAP) said it would introduce an overhauled safety testing program that would require at least a few physical controls for key functions. This move is a response to overly minimalist, touchscreen-heavy car interiors that are, in some cases, deemed to contribute to distracted driving. Euro NCAP has now detailed its revised scoring system, set to be implemented next year. This update aligns with modern driving conditions and is the most significant revision since the organization’s overall rating system was introduced in 2009. We expect some or all of these changes to be implemented by other safety regulatory bodies over time—including right here in America. This could make achieving a five-star rating much harder than it has been until now. Related: New Safety Rules Will Reward Physical Buttons Over Distracting Touchscreens Four Stages of Safety E Euro NCAP says the new rating system to determine an overall star rating will be divided into four stages of safety: Safe Driving. This category relates to technologies that assist in providing a safer drive.Crash Avoidance. Here, crash avoidance systems are evaluated for their ability to prevent accidents.Crash Protection. Often the main area of focus when someone buys a new car, this category focuses on actual crash protection when an accident occurs.Post-Crash Safety. After a crash occurs, assistance systems can reduce the severity of injury or the post-crash risk to occupants by working with first responders. These systems will be evaluated.“Every three years, we re-examine our star rating criteria with the simple aim of reducing vehicle-related deaths and serious injuries,” said Dr. Michiel van Ratingen, Secretary General, Euro NCAP. “The updates to protocols ensure that Euro NCAP’s testing, analysis, and ratings remain the definitive guide for consumers who value an impartial guide to the safety of the latest cars.” Regarding the integration of physical buttons specifically, this falls under the first stage, which is Safe Driving. Based on consumer feedback, Euro NCAP says these controls can reduce distraction. The safety body also wants to see better driver monitoring technologies, even going so far as awarding extra points for systems that can identify drug or alcohol impairment. For the first time, verification of speed-limit information accuracy will be assessed, too. Related: The Safest Cars of 2025: IIHS Top Safety Picks All Eyes on Electric Door Handles and EV Battery Isolation Tesla A major safety issue that has been prominent this year relates to electric door handles, which can trap occupants in a car following a crash. A family recently sued Tesla over a Model S that trapped occupants inside during a fire, and the common complaint is that the manual override handles are often poorly labeled or difficult to access in such a scenario. Other automakers, such as Xiaomi, have also been implicated in fatal incidents involving these door handles. In the Post-Crash Safety category, Euro NCAP will require these doors to remain operable following a crash. Another requirement in this category will be for EVs to effectively isolate their high-voltage batteries, and any fire risk must be adequately communicated to the driver. Here are other key additions being added to Euro NCAP’s testing protocol next year: Assessment of annoying or intrusive driver-assistance systemsMore occupant body sizes will be evaluated in crash testsSmoothness and intuitiveness of lane support systems will contribute to scoringMore stringent testing for vehicles to identify powered two-wheelers and cyclistsIncreased focus on pedestrian-injury risk“The intended outcome is improved protection for vehicle occupants and all road users through more effective driver assistance, robust accident prevention, enhanced crash protection, and improved post-crash management,” said van Ratingen. Related: Top 5 Vehicles with the Most Standard Safety Features in 2025 Why It Matters IIHS/YouTube Euro NCAP is highly regarded for assessing vehicle safety, with its protocols often mirrored by other safety bodies around the globe. We expect similar changes to be implemented by local testing authorities, including the National Highway Traffic Safety Administration (NHTSA) and the Insurance Institute for Highway Safety (IIHS). The IIHS has already adopted tougher testing procedures, including those that focus on distracting technologies and the effectiveness of driver monitoring systems. However, pushback from automakers has led to the NHTSA delaying tougher tests until 2027. For automakers, these more stringent crash tests will make attaining a now-expected five-star rating more challenging. View the full article

Skids, All Day LongThis new business venture in Sacramento is looking real good for California residents, specifically enthusiasts. We’re talking skid pads here, ladies and gentlemen, a dedicated facility located on Jackson Highway for legally burning rubber. CBS News Let’s get some things straight—we do enjoy slides, but not on public roads. However, not everyone shares the same sentiment. Thanks to a few bad actors, the local police and even the governor are cracking down on sideshows together by increasing penalties, impounding cars, and putting the miscreants in jail. Truth be told, the activity puts a lot of lives at risk, and it’s better that we do it responsibly, somewhere safe. Come to think of it, it’s really a win-win for everyone. Petrolheads get to appreciate the craft and hone their skills, while the locals can enjoy some well-earned peace and quiet. No resident wants to wake up to smoke and hear screeching tires first thing in the morning. The skid pad owner gets to profit from the exercise as well, which brings us to Flora Harding—an enterprising individual who understands racing and the business behind it. She created this acre of asphalt to legally entertain what is essentially an illegal activity—when you perform on public roads, that is. $100 and a Helmet Required​Harding told CBS News, “Lately, there’s been a lot of sideshows, and it’s affecting businesses and our streets… It’s affecting a lot of stuff.” She adds, “So we decided… to give these people a safe place to do this so they don’t get into trouble or hurt themselves or other people.” Harding charges $100 as the entry fee, giving enthusiasts full-day access to the track along with an EMT on standby. CBS News Flora Harding summarises the business as, "It's kind of… like let's get these kids off the street and let's help our local police officers that have to deal with this every day." Matthew Gershey, one of the drivers who paid the ticket price, said, "It's a legal spot to do it, and you don't have to worry about risking your driver's license on the streets or anything like that." So if you live in the area and enjoy drifting, make sure to check the place out. View the full article

A screen-used Back to the Future Part II police cruiser, one of only two ever built for the 1989 film, is now up for auction at Bonhams, where it’s expected to sell for $80,800 to $115,444. Designed by concept artist Tim Flattery and hand-built by legendary Hollywood fabricator Gene Winfield, this full-size prop is the only version constructed on a Pontiac Fiero chassis with a functioning engine and drivetrain, allowing it to move on its own during exterior shoots. Its arrival on the auction block follows a growing trend of high-profile film vehicles coming up for sale. Among them, this cruiser stands out as one of the most recognizable non-DeLorean cars in the entire trilogy. View the 3 images of this gallery on the original article A Rare, Fully Functional Prop From the “Hill Valley 2015” SequencesAccording to the Certificate of Authenticity signed by Gene Winfield, this cruiser appeared in the “Hill Valley 2015” scenes of Back to the Future Part II. Winfield sculpted the car in his Mojave workshop, shaping a fiberglass body over the Fiero platform with enclosed canopy glass, integrated future-styled light bars, and aircraft-inspired contours that defined the movie’s retro-future aesthetic. While most screen vehicles are static shells, this example is the only one from the film built with a running powertrain, giving it the ability to drive for camera setups and exterior shots. After filming, the car remained in Winfield’s personal collection for decades before receiving a cosmetic restoration for the film’s 30th anniversary in 2015. It later spent time on display at the Petersen Automotive Museum in Los Angeles as part of the Hollywood Dream Machines exhibition, showcased alongside other iconic film machines. View the 3 images of this gallery on the original article Condition, Ownership History, and What’s IncludedThe police cruiser is being sold on a bill of sale, as it isn’t road legal and was never intended for use outside controlled sets. Bonhams notes that the vehicle would benefit from cosmetic and mechanical attention, but still retains its original production fiberglass bodywork, filming-period decals, and lighting systems. It’s now offered by Movie Cars Central, the same group known for curating high-profile entertainment vehicles. Screen-used props with this level of provenance have steadily become more desirable, just as other collector segments, from classic muscle cars like the 1965 Ford Mustang to wild track builds such as the 1977 Porsche 911, continue to surge in value. View the 4 images of this gallery on the original article Why It MattersFew movie props have the combination of on-screen use, one-off engineering, and direct provenance from one of Hollywood’s most influential car builders. As Back to the Future remains one of the most enduring sci-fi franchises of all time, vehicles tied to the trilogy rarely surface, and almost never with functional drivetrains. For collectors of film memorabilia, custom cars, or late-80s pop-culture artifacts, this police cruiser represents a genuine opportunity, for you to own a screen-verified, museum-displayed piece of cinematic history, built by one of Hollywood’s greatest fabricators and preserved largely in its original form. View the full article

From All-Electric to ElectrifiedIt wasn't long ago that Lotus was talking about becoming a fully electric brand. The plan in 2021 leaned heavily on new factories, new architectures, and a clean break from the company's lightweight, analog past. The message at the time was that internal combustion engines were on borrowed time and the next wave of Lotus models – from the Eletre to the Emeya – would define a battery-powered future. That direction has now shifted. Luxury EV sales haven't grown the way the company expected, and momentum has been especially uneven in markets where Lotus hoped to scale quickly. So the brand is adjusting. The first step is a plug-in hybrid version of the Eletre, set for a global debut early next year. More models are already in the works, including a smaller SUV projected for 2027. Phased Rollout Depending on the RegionLotus CEO Feng Qingfeng revealed the plans during the company's recent earnings call, Autocar reports. The upcoming Eletre plug-in hybrid will be the forefront of Lotus' shift in strategy. The automaker aims for substantial output by combining electric motors with a high-output turbo engine and the brand's usual emphasis on chassis engineering. The company refers to the setup as part of its "Hyper Hybrid" strategy, built around a 900-volt electrical system meant to deliver quick charging and solid performance. Of note, China gets the model first in early 2026, which makes sense given the market's size. Europe follows later in the year, while other regions come after, with a priority given to markets where the EV transition has been sluggish. It's unclear where America is positioned in this strategy, but we're likely getting an early taste of it given the overall popularity of hybrids among US customers. Lotus said three PHEVs are coming, and we won't be surprised if they use platforms from its parent company, Geely. One of them is a new, smaller SUV, slotting below the Eletre. Lotus A Shift in Strategy We All ExpectWe're not actually surprised by this move. Lotus already confirmed its push toward hybrids late last year, with the Emira sports car reportedly set to be one of the first to gain a plug-in hybrid version in 2027. With this recent announcement, the automaker is pulling the timeline, likely because the brand's current status isn't looking well. Sales have softened, exports have been disrupted, and the company continues to post significant losses while cutting costs and relocating parts of its operation. In fact, with the exception of China, Lotus posted significantly fewer vehicle deliveries globally during the first nine months of 2025, moving only 4,612 units, down 40% from the same period last year. That said, plug-in hybrids will be the bridge between the brand's EV ambitions and the reality of its balance sheet. After years of talking about an all-electric future, Lotus is pivoting hard toward plug-in hybrids as its next foundation. Lotus View the full article

One of the most exciting times of year is when the BACONSHIFT SALE starts at American Powertrain! With $250 in savings on your favorite 5 and 6-speed kits, there is no doubt this is the perfect holiday sale, but when you throw in the Benton’s Bacon it becomes even perfecter! So if you like bacon, and who doesn’t, and you like rowing your own gears, and who doesn’t, then you need to check out BACONshift because you can save real money on the best 5 and 6-speed kits around and also eat well. Win, win… Bacon is BACK. Just in time to lift your spirits for the holidays and get your project back into Overdrive. Starting Nov 25th till Jan 9th – Get $250 off all Pro-Fit 5 or 6-Speed kits! 931-646-4836 Plus all all orders over a $1000 gets TWO POUNDS of Benton’s Famous Bacon! Online or via phone 931-646-4836. Or go here to get quick quote on a kit today! American Powertrain, the nation’s leading TREMEC® distributor, announces the return of the company’s annual #BaconShift promotion that accompanies a Christmas sale of their ProFit 5 or 6-speed manual overdrive transmission kits. Now through January 9th, American Powertrain is offering a $250 price reduction on the kits and pitching in two pounds of Benton’s Bacon from Madisonville, Tennessee. With the moniker “The Best Bacon on Earth,” American Powertrain’s annual BaconShift promotion has become a huge hit. Now in its 7th year and always near the Thanksgiving and Christmas holidays, the #Baconshift promotion is one of the company’s most popular promotions for the year. Graves says “If you have been thinking of buying a ProFit 5 or 6 speed manual transmission, now’s the time. We are selling at the lowest price for the year. We can help you Save the Stick and have a delicious breakfast all at the same time.” To take advantage of the ProFit Transmission Kit sale and the BaconShift promotion, orders can only be made by calling American Powertrain direct at (931) 646-4836. World-renowned chefs use Benton’s Bacon and Country Hams and the bacon has been featured on the PBS show Mind of a Chef, in Garden & Gun magazine, as well as other major food programs and publications as it is largely considered the best bacon and country ham in the world. American Powertrain’s Marketing and Sales Manager, Matt Graves, says, “Everyone loves this promotion and asks about it frequently. It garners a lot of attention online. This is a win-win opportunity for anyone that has a 5 or 6 speed overdrive transmission kit on their wish list.” For more information about American Powertrain’s BaconShift promotion, visit americanpowertrain.com. To speak with one of American Powertrain’s highly qualified sales technicians, call 931-646-4836, or to request an online quote go to https://americanpowertrain.com/quote/. The post THE BACONSHIFT SALE IS ON!!! FREE BACON IS BACK, Plus $250 Discounts! It’s The BACONSHIFT Sale At American Powertrain And It Ends January 9th! appeared first on BangShift.com. View the full article

Luxury and IndividualityTrue automotive luxury is never "you get what you see." At the upper echelons of luxury, individuality is about customers who seek to make personal statements or stand out from the rest. This is why major automakers offer bespoke, custom-made experiences for prospective buyers. In fact, if the buyer's vision is good enough, the automaker is inclined to show off the model, just like the recently commissioned Porsche Panamera Sonderwunsch. Sonderwunsch Embodies Attention to DetailAs mentioned, the Porsche Panamera Sonderwunsch is a one-of-a-kind build, the realization of an individual's dreams and ideals for a perfect car. That's why this car was chosen to be part of the Porsche festival in Dubai. While the vehicle's key highlight is certainly the striking exterior, Porsche is shifting the focus to the even more impressive interior. According to Alexander Fabig, Vice President Individualisation and Classic, “The interior of the Panamera Turbo 'Sonderwunsch' embodies our passion for making every customer's personal dream a reality with the utmost precision and attention to detail.” He went on further by saying, “Gradients and contrasting colours echo the look of the exterior and create an interior that combines elegant design and the highest level of craftsmanship.” Before we get to the showstopping interior, let's delve a little into the design. The exterior of the Sonderwunsch is painted in Leblon Violet Metallic, which blends with a solid black lower third. Flakes of gold in the clear top coat create a high-quality effect that has depth. Beauty is Skin DeepAs striking as the paint scheme is, the true party piece of the Panamera Turbo Sonderwunsch is the interior trimmings. The interior color scheme ties into the exterior theme with a subtle gradient from black to the metallic Sunset Red. This color can be found on the seat centers, the parcel shelf, and the vehicle document folder. The Avium Metallic also used was a special one-off color made for the Sonderwunsch project. You can find these contrasting colors throughout the interior, on the Sonderwunsch lettering on the centre console trim, the switches there, and the Sport Chrono details. The Drive Mode switch door handles, the speaker grilles on the door panels, and the piping on the seats are also Avium-coloured. Around the interior are also some very unique touches, like the badges on the front seats that pay homage to the Porsche locations where the Panamera was developed and produced; they bear the geographical coordinates of Zuffenhausen. It isn't all about colors and badges, though. In a truly luxurious move, the owner installed a cigar humidor complete with a cutter and lighter, and a champagne cooler with glasses, giving this sports sedan a touch of modern limousine vibes. View the 8 images of this gallery on the original article View the full article

A Range Anxiety Solution That Makes SenseBYD quietly launched the Atto 2 DM-i PHEV in Europe, a remarkable plug-in hybrid crossover also available as a pure electric. It promises over 620 miles of combined range, from both a battery and a 1.5-liter four-cylinder gas engine working together. The WLTP testing cycle rates it for up to 56 miles of pure electric range in the top Boost trim before the combustion engine kicks in to generate power. Most PHEVs targeting American buyers sit in premium segments with premium prices to match. The Atto 2 starts at roughly $36,000 in Spain before any subsidies, making it one of the most affordable ways to get serious range without range anxiety. BYD View the 2 images of this gallery on the original article Specifications That Hit The Spot BYD offers the Atto 2 in two configurations with BYD's acclaimed Blade Battery. The Active version packs a smaller 7.8 kWh battery producing 164 horsepower with about 25 miles of electric range and around 580 miles total. The Boost model steps up with an 18 kWh battery pushing 209 horsepower, hitting 60 mph in 7.5 seconds with a top speed of 112 mph. That 56-mile electric range means most daily driving happens without burning gas, while the total 620-mile capability handles weekend road trips or vacation drives without stress. BYD says the Atto 2’s efficiency can push as high as 117 mpg! BYD View the 2 images of this gallery on the original article The Market Says It Wants More Affordable HybridsPlug-in hybrids and range extender hybrid solve a fundamental problem that pure electric vehicles still struggle with. Charging infrastructure is still patchy in many areas, and fast charging still takes significantly longer than filling a gas tank. PHEVs let drivers enjoy the smooth, quiet operation of electric vehicles for daily use, while keeping a backup plan for longer trips. BYD Scout Motors learned this firsthand. The upcoming Terra pickup and Traveler SUV were offered in both pure electric and range extender versions. The market response was overwhelming: over 80 percent of the 130,000 reservations were for the range extender model. The appeal of more versatile hybrids extends beyond work vehicles, though. Families taking road trips and anyone who occasionally drives beyond the scope of charging networks all benefit from having the range capability that comes with a PHEV or range extender. View the full article

It's been almost a decade since Federal Motor Vehicle Safety Standard 111 began a phased-in compliance schedule that mandated rearview cameras for vehicles with a gross vehicle weight rating of 10,000 pounds or less, but in 2025, several automakers have been struggling with the law. Among those that have issued recalls for faulty backup cameras has been Hyundai, and now the problem is affecting 2024 and 2025 Santa Fe models (including the hybrid version), with some 143,472 vehicles potentially at risk of failing to meet FMVSS 111. Unlike Toyota's recall for a million vehicles, which was down to software issues, the problem here is down to poor installation. Santa Fe SUVs May Have Damaged Wiring Hyundai According to the recall submitted to the National Highway Traffic Safety Administration, "the rearview camera may not have been installed properly, which can damage the wiring harness and cause the rearview camera image not to display." The recall report states that 106,049 combustion-only Santa Fes are impacted, and 37,423 hybrids. Interestingly, although an installation problem suggests an issue at the factory, the report says that the camera's main wire harness was improperly assembled by the supplier, causing increased tension and wear in the cable's shield line. This causes bad contact between the terminal and the camera. Related: Hyundai and Kia Beat Toyota and Honda in Toughest Safety Tests Yet Fortunately, it's a relatively simple fix: a new harness felt material that provides increased flexibility will be used to replace the faulty wiring, which will also be repositioned. Unfortunately, that means a trip to the dealer, and although customers can already use their VINs to see if their vehicle is among those recalled, dealer and owner notifications will only go out on January 19, 2026. Until that no-charge fix is provided, these vehicles face an increased risk of a crash. Rearview Cameras Have Been A Thorn In OEMs' Sides Kristen Brown/Autoblog As we alluded to at the outset, rearview camera recalls aplenty have afflicted all sorts of automakers. Ford recalled over 1.9 million vehicles over the issue in September and another 1.5 million in October. For the Blue Oval, the problem has been so prevalent that it felt the need to offer a new warranty to cover owners whose vehicles may be as much as 15 years old. Stellantis has also suffered this year, with 219,000 vehicles recalled nearly three months ago, and Alfa Romeo alone recalling 62,000 cars last month. Even Volvo, which prides itself on safety, recalled over 430,000 cars in May. Still, at least it's a problem that there's an infallible redundancy in place for - the rearview mirror. View the full article

An Art Deco Restomod That Stands OutRestomods have become a whole scene of their own, with countless builders remixing vintage silhouettes into something more usable today. There’s a lot of talent out there, but only a few projects really manage to rise above the noise. Every so often, one lands with a presence that doesn’t feel forced or overly modernized. That’s the case with a new speedster restomod unveiled by Iconic Auto Sports. The company already has a reputation for painstaking craftsmanship and award-winning recreations, and now it has turned its focus toward reimagining a 1930s icon. The result is a car that taps into Art Deco curves, old-school proportions, and a level of attention you normally associate with coachbuilt specials. The shape, the stance, and the overall attitude – this classic speedster restomod immediately sets itself apart as one of the most striking restomods in recent memory. Iconic Auto Sports A Modern Tribute to a 1930s IconThe car is called the SP40 Restomod Speedster, and it was designed as a modern tribute to Edsel Ford’s 1934 Model 40 Special Speedster. Iconic Auto Sports reinterpreted the original’s hand-formed aluminum look using a full carbon fiber body. The familiar long-hood, low-profile form is still there, but now executed with sharper surfacing, aircraft-inspired aluminum accents, and a slimmer, more sculpted boattail. Underneath, a tubular spaceframe chassis provides the rigidity the original never had. Suspension is a modern double-wishbone setup with adjustable coilovers, while Brembo brakes and forged wheels round out the performance hardware. Inside, the SP40 takes the analog spirit seriously. The instrument layout is deliberately simple, with machined switchgear and a focus on tactility. Owners can choose from rich leathers, walnut trim, or carbon fiber, depending on how classic or contemporary they want the cabin to feel. Hidden conveniences like wireless charging and climate control are tucked neatly into the design. Iconic Auto Sports Extremely Limited ProductionPower comes from a Ford Coyote V8 producing more than 480 horsepower, paired with a Tremec 5-speed manual. With the carbon body and lightweight chassis keeping weight at just under 2,646 lbs, the car promises a driving experience much sharper than the original ever offered. As expected, production is extremely limited. Each SP40 is built to order, and no two cars are configured the same way. That said, pricing depends on the customer’s configuration, though we expect a huge asking price with the use of exotic materials. The good news is, Iconic Auto Sports has set up a North American office in Miami, making the model available to US buyers. Iconic Auto Sports View the 5 images of this gallery on the original article View the full article

Pre-orders are open for the Shoei GT-Air Smart helmet, which uses augmented reality technology from EyeLights to make phone mounts a thing of the past.View the full article

Cars Aren't Getting Any CheaperHow much is the average price of new cars these days, you ask? It's now at over $50,000, which is a huge jump from about five years ago. It's mainly driven by EVs and the barrage of new models from luxury automakers, but the additional standard features are also a factor here. We're admittedly spoiled for equipment these days. We were all content with Bluetooth connectivity, but we now live in a time where people scoff at the lack of wireless CarPlay and the like. We also get far more advanced safety systems that were once reserved for plutocrat sedans, along with more convenience features that have become the norm. But the more stuff we put in cars, it inevitably drives up prices. Now, the government wants to step in to curb the rising MSRPs. Safety Mandates Hurt Affordability, Says the SenateIn a report from The Wall Street Journal, a Senate committee has been tasked with challenging the mandates currently set in place. The hearing will be held in January, with Senate Republicans questioning the need for features such as rear occupant reminders and autonomous emergency braking. The hearing will be held on January 14, 2026, by the Senate Committee on Commerce, Science, and Transportation. There, the panel will ask key automakers why cars are getting more expensive. The CEOs of Ford, General Motors, and Stellantis have been summoned for the hearing, as well as a senior executive from Tesla. The ArgumentPer WSJ, the committee argues that new safety tech doesn't offer as much benefit compared to seatbelts and vehicle crashworthiness. They also argue that the sensors used for advanced driver-assist systems are expensive to repair. Autonomous emergency braking systems were also called out, as they could allegedly cause more rear-end collisions than without them. “Americans have been clear that they are hyper-focused on affordability,” said Sen. Ted Cruz (R., Texas). Reducing the number of features in cars will lower costs, for sure, but safety groups and advocates have stated some counterpoints. Volvo CounterpointsA spokesperson of the Insurance Institute for Highway Safety (IIHS) said, "Regulation is the best way to make sure everybody’s got this technology that’s highly effective." The agency not only rates crashworthiness but also the performance of advanced driver-assist systems. It's no secret that automakers and regulators don't always see each other eye to eye. That said, these features have helped prevent accidents from happening in the first place and have the potential to do so in the future. A study conducted by the AAA Foundation for Traffic Safety estimates that about 37 million crashes, 14 million injuries, and 250,000 deaths could be prevented by 2050. It will be interesting to see how the hearing goes. So far, only the US has questioned the safety of advanced driver-assist systems, while the rest of the world has adopted them. That said, there is a fine line between assists and relying on them so much that it diminishes driver accountability. Insurance Institute For Highway Safety View the full article

Audi has announced several key hardware, software, and feature updates for five models. The group includes the A5, Q5, A6, A6 e-tron, and Q6-etron. Although these updates apply to the German market for now, all five of these models—including both combustion and all-electric powertrains—are sold in the United States, so we expect to see most, if not all, of these upgrades reach our shores in the near future. Some of these updates are a surprise, if only because they’ve been applied to still-fresh models, such as the A6, which debuted just a few months ago. Sportier Driving Mode and Smarter Driver-Assistance Features New Audi drive select mode ‘Dynamic Plus’ A View the 3 images of this gallery on the original article With this round of updates, Audi is keen to demonstrate that both its Premium Platform Electric (PPE) and Premium Platform Combustion (PPC) platforms can be continuously optimized over time, keeping the vehicles updated throughout their life cycle. The first new feature is a Dynamic Plus driving mode for the gas-powered S5 and electric S6 e-tron that perfectly demonstrates this. Aimed at sportier, more responsive driving scenarios, this mode delivers sharp responses from the throttle, enhanced traction, and controlled drifts. Both models utilize brake torque vectoring in this mode, which works with the quattro sport differential in the S5 and electric quattro AWD system in the S6 e-tron. A unique driver’s display shows shift lights and a round tachometer when Dynamic Plus is selected. A For safer everyday driving, Audi will introduce an improved adaptive cruise assist system and better parking assistance. This system now supports driver-initiated lane changes on the highway by automatically steering the car into the desired lane. In city traffic, the car will also be able to identify traffic signs for speed and hazards, and adjust accordingly. If you prefer to let the car handle parking duties, there’s an expanded park assist pro system. Reverse assist can steer the car for the last 50 meters when reversing, and a “trained parking” function can recognize and save five unique parking maneuvers of up to 200 meters, then perform them autonomously. This is a great feature if your home parking spot is awkward for some reason. A new garage parking function via your smartphone will also be available. Related: Audi Adds Luxury to the 2026 Q7, But the Q9 Can’t Come Soon Enough A6 Gets New Headlights and Seats Digital Matrix LED headlight - Audi A View the 2 images of this gallery on the original article The 2026 Audi A6 now costs $4,200 more than its BMW 5 Series rival, but in our analysis, it looks to be worth the extra cost. For this round of updates, the midsize luxury sedan gets new digital matrix LED headlights with micro-LED technology. Not only do they provide exceptional illumination in poor-visibility conditions, but they can be customized with a unique lighting signature when entering and exiting the car. Unfortunately, this headlight tech is still illegal in the United States, despite their proven benefits. America's antiquated regulations remain a major frustration for automakers like Audi. Inside, the gas-powered A6 gets new contoured front seats that are claimed to improve comfort and lateral support. Multiple Tech Enhancements—And Physical Buttons Return Audi's new MMI interface A View the 3 images of this gallery on the original article Various infotainment functions have been updated for all models mentioned. These include the following: New, more intuitive user interface shared with Q3Improved Audi assistant with artificial intelligenceHigh-resolution dashcamNew “experience worlds” tailored to different moodsUpgraded in-car gaming experienceMore physical controlsIt’s that last point we’ll start with. As with Volkswagen, Audi has been criticized for its over-reliance on touch-sensitive controls, but these latest models have a new steering wheel and some physical controls have returned. For the user interface, Audi has reduced the number of icons and created a clearer structure. The Audi virtual cockpit has three modes, including for classic rounded instruments that many find easier to read at a glance. The enhanced Audi assistant can handle more commands and answer more detailed questions about the vehicle, assisted by ChatGPT integration. An optional dashcam is new, which can capture 4K videos to be saved and accessed on an SD card. A Much like Lincoln's Rejuvenate system, Audi's new “experience worlds” combine interior lighting, sounds, climate control settings, and massaging seats to create unique atmospheres depending on the driver’s mood. Relaxing, Activating, and Harmonizing modes will be available initially, and each lasts between 10 and 20 minutes. There’s even a Power Nap mode for the EVs, tailored to tired drivers who want to take a short break. Finally, Audi is adding Bluetooth controllers for certain in-car games, making them even more enjoyable to play. Wireless headphones will also be available, which is perfect for passengers who can enjoy gaming without disturbing the driver. Related: In-Car Video Streaming Is Becoming a Fad — and Audi Wants In With Disney+ Final ThoughtsConsidering that many of these five models are still fresh, this is a comprehensive update from Audi. More than just an over-the-air upgrade, more permanent changes like the reintroduction of physical controls demonstrate that Audi has been listening to customer concerns. We expect most of these updates to be available in US-spec models, as they will start rolling out to German cars now. The only question mark are the new headlights for the A6, which will likely remain missing from local models until regulations are updated here. View the full article

Yamaha FZ750 0U45 Eddie Lawson’s 1986 Daytona 200 win When the chequered flag fell at Daytona in March 1986, it didn’t just signal another Eddie Lawson masterclass. It marked the moment Yamaha’s bold Genesis concept came of age, delivered by a factory-built Superbike that remains one of the most fascinating works machines the company ever […] The post Eddie Lawson’s Daytona 200 winning Yamaha FZ750 – Feature Story appeared first on MCNews. View the full article