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In an effort to placate those who felt hard done by after General Motors cut both Apple CarPlay and Android Auto from its cars, the automaker has announced that "Apple Music is coming natively to GM vehicles." 2025 and newer Cadillac and Chevrolet models will get the app over the coming weeks and months, so don't expect it in every vehicle just yet. Other GM brands - Buick and GMC - will follow in due course. For the vehicles that do get access, some also get access to Apple Music's Spatial Audio and Dolby Atmos tracks, promising a more immersive listening experience, and to make things as easy as possible, GM also announced that audio streaming will be standard through OnStar Basics for all 2025 and newer vehicles in both the U.S. and Canada. This means an eight-year no-cost connectivity package for new vehicle purchases. Which GM Vehicles Get Access to Apple Music? General Motors The full list of Apple Music-supported General Motors vehicles (as of December 2025) is as follows: 2025 and 2026 Cadillac CT52025 Cadillac Escalade IQ2026 Cadillac Vistiq (with Spatial Audio and Dolby Atmos)2025 and 2026 Chevrolet Blazer EV2025 and 2026 Chevrolet Equinox EV2025 and 2026 Chevrolet Silverado EV2026 Chevrolet Corvette2026 Chevrolet Suburban2026 Chevrolet TahoeAdditional Cadillac, Buick, GMC, and Chevrolet vehicles will be added in due course, including the 2027 Bolt. The Apple Music feature is a native one, allowing users to begin streaming from the moment they enter the vehicle. They can also use their voice assistants to control the system hands-free, but for those who are accustomed to Apple CarPlay or Android Auto, this may seem like a weak solution. So why are we here in the first place? Why GM Abandoned Third-Party Smartphone IntegrationRelated: Study: Over Half Of Drivers Say Losing CarPlay Is A "Deal Breaker" Late last year, GM reiterated that it would be cutting Apple CarPlay and Android Auto because it believes that its own infotainment software is more than good enough, but the real reason, as always, comes down to money. Long-term, GM wants its vehicles to sit upon "software-defined platforms," and to make these as efficient as possible, working around a third-party smartphone integration system is not feasible. Initially, General Motors planned to only cut CarPlay and Android Auto from EVs, but in October, it was announced that all future GM vehicles would lose the systems. Not long after, GM clarified that CarPlay and Android Auto would remain in gas-powered vehicles for the time being, with its own infotainment system with Google's Gemini AI planned for a 2028 rollout. Despite plenty of evidence to suggest that the loss of CarPlay and Android Auto would be a dealbreaker for many buyers, GM wants to monetize in-car services through subscriptions, and it can't do that if customers are happily streaming content and using navigation systems through Apple and Android. General Motors View the full article

Unreal Adventure is back and we’ve got Part 6 below! Don’t worry, if you missed the previous videos we’ve got links to those as well. In the last episode, drivers and crews learned what Washington’s hardcore trails like to do to fullsize rigs, and in this episode they are crossing the Columbia river on more Washington trails in order to get back to Oregon. We’re super excited to see how the 2025 edition of Unreal Adventure will play out, because the 2024 edition was awesome! I want to build a rig to take so bad! I need another project like a hole in my head, but 2026 is going to be the year where I get a bunch of my stuff up and running so maybe 2027 is the year I build my dream off-road rig. Just you wait. Until then, I’m going to watch Unreal Adventure videos and be jealous of my off-road friends. Watch. CLICK HERE TO SEE THE PREVIOUS VIDEOS FROM UNREAL ADVENTURE 2025! Video Description: After another epic camp night in the trees, the gang hits the trail for one final push to the finish line! In Unreal Adventure Episode 6 presented by Skyjacker Suspension we pick up with the crew after a second camp night and immediately tackle a creative way to get back to town via an epic overlook and one final view of the Liberty area before hitting town for some fuel, exploring an epic river gorge, and making time back to Oregon for the finale of this journey. We get to experience some epic views, get all the details on several different rigs, and generally get the miles down for our final destination, which might prove to be the most epic ‘wheeling of the trip so far. There’s breakdowns, walkarounds, and a whole lot more in store! The post Unreal Adventure 2025: Unreal Adventure Hits The Pacific Northwest! Episode 6 – Crossing The Columbia On Washington’s WILD Trails Back to Oregon appeared first on BangShift.com. View the full article

Ford has come to learn that not everyone wants an EV, shocking, we know. With demand declining and sales falling short of early expectations, the Blue Oval appears to be searching for "creative" ways to rein in costs. Instead of replacing plush leather with scratchy plastics, Ford now stands accused of shortchanging its own dealerships. A new lawsuit claims two franchised dealers were left severely out of pocket after completing EV battery replacements, with a gap of roughly $20,000 per vehicle that Ford allegedly refused to cover. To make things even more awkward, Ford just confirmed that production of the fully electric F-150 Lightning will end later this year, underscoring just how quickly its EV ambitions are being reassessed. Ford Reimbursed Less Than 3% per Battery Ford According to the lawsuit, two New York dealers, Patchogue 112 Motors and Jericho Turnpike Auto Sales, carried out multiple full battery replacements on Ford electric vehicles starting in early 2024. Each replacement reportedly costs around $22,600 once parts and labor are factored in. Ford, however, is accused of reimbursing just $600 per job in most cases. One dealership says it completed 15 battery replacements. Thirteen were reimbursed at $600 each, with the remaining two paid at approximately $13,000 per battery. Even with those higher payments, the dealer claims it was still left short by about $286,200. The second dealership reports a similar experience, stating it was paid roughly $20,000 less per battery than the actual cost. Legislation and Ethics Getty Ford has been vocal about redesigning dealer spaces to simplify the car-buying process. On the showroom floor, the experience may indeed be smoother, but behind the scenes, it seems as if dealerships are left navigating costly repairs with limited manufacturer support. Under New York law, automakers are required to reimburse dealers for warranty repairs at rates comparable to non-warranty retail work, including parts pricing and reasonable labor markups. The lawsuit argues that Ford ignored these requirements by applying flat-rate reimbursements that bear little resemblance to real-world costs. While EVs are generally cheaper to maintain day to day, battery replacements can run as high as $25,000, making underpayment especially damaging. In essence, by limiting reimbursement, Ford effectively lifted the financial burden away from itself and dropped it onto individual dealers. Two Dealerships For Now Getty The case, titled 440 Jericho Turnpike Auto Sales LLC v. Ford Motor Company, was filed on December 5, 2025. For now, it involves only two dealerships, but there's still a chance that similar actions may follow in other states, especially considering the decline in the EV sales. Whether this was a deliberate act of cost-savings or an oversight remains to be proven. Buying a Ford may be getting easier, but being a Ford dealer, it seems, is becoming far more complicated. View the full article

Drag racing has always been powered by emotion. Passion built this sport, sustained it, and in many ways protected it when no one else cared. But passion, unchecked, has also been responsible for some of the most damaging cycles in our history. Time and again, when faced with moments of change or conflict, we don’t slow down – we dig in, pick sides, and start fighting shadows. That’s why Mark Twain’s line feels so painfully appropriate right now: history doesn’t repeat itself, but it often rhymes. Drag racing doesn’t just rhyme – it sometimes seems trapped in the same verse. We love to talk about tradition, and rightly so. Few motorsports can match drag racing’s lineage, its multi-generational families, or the way tracks feel like home rather than venues. But tradition without direction eventually becomes inertia. As much as I love this sport, I don’t believe we’re anywhere near the ceiling of what drag racing could be. In fact, I’d argue we’re still arguing about the floor while the ceiling remains untouched. Every few years, drag racing convinces itself that a single move – a transaction, a purchase, a realignment of power – is going to fundamentally change everything. That this time is different. That this moment will finally reshape the landscape. Sometimes disruption is healthy. Sometimes it’s necessary. But more often than not, what we’re witnessing isn’t transformation – it’s turbulence. Motion without momentum. Noise without progress. We’ve seen organizations change hands repeatedly, rebrand, relaunch, and reposition themselves as the future of the sport. We’ve also seen one institution endure for three-quarters of a century, weathering cultural shifts, economic downturns, internal criticism, and relentless external pressure. That contrast isn’t an insult or a compliment – it’s a reality check. Stability matters. Scale matters. Trust is built over decades and can be undone in weeks. And despite the volume of recent rhetoric, no one is pushing a 75-year institution to the brink. That idea might be emotionally satisfying to some, but it’s not grounded in reality. What’s more concerning than any individual decision is the framing around it. Drag racing fans are loyal, yes – but they are not children. Racers aren’t either. They understand competition. They understand business. They understand that ownership and sanctioning are not abstract concepts, and that long-standing relationships don’t exist in a vacuum. When narratives ask people to pretend those realities don’t matter, or to believe that history can simply be hand-waved away, it doesn’t unify the sport – it fractures it further. This is where drag racing consistently hurts itself. Not through competition, but through conflict dressed up as righteousness. Not through change, but through spin. Not through ambition, but through ego. The sport has paid a steep price for decades of fragmentation, and yet we continue to act as if this round of division will somehow be different from the last dozen. Competition is healthy. It always has been. Rivalries, when handled correctly, elevate everyone involved. But competition without honesty is corrosive. It erodes trust among racers, fans, and tracks – the very people who keep the lights on. When press releases become proxies for confrontation and statements are crafted more to score points than to provide clarity, the entire ecosystem feels the strain. What gets lost in moments like this is the bigger conversation drag racing should be having with itself. Not about who owns what, or who moved where, or who said what first – but about where we’re actually going. How do we grow beyond the same insular audience? How do we tell better stories? How do we create stars that resonate beyond the pits? How do we provide consistency for racers who are investing hundreds of thousands of dollars (if not millions) into their programs? How do we protect tracks not just as assets, but as cultural landmarks? Drag racing doesn’t need to be rescued. It needs to be matured. It needs leaders who understand that short-term leverage can come at a long-term cost, and that winning a moment is not the same as building a future. It needs fewer public standoffs and more quiet alignment around shared goals. It needs less tribalism and more accountability. History may not repeat itself, but it keeps rhyming because we keep reaching for the same answers. If this sport is ever going to break that cycle, it will require something drag racing has historically struggled with: restraint. Perspective. And the willingness to admit that not every battle is worth fighting, and not every decision needs to be framed as a referendum on the soul of the sport. Drag racing is stronger than any single organization, any single facility, or any single moment of controversy. But it is not immune to self-inflicted damage. If we truly care about where this sport is headed – not just next season, but a generation from now – then clarity, honesty, and long-term thinking have to outweigh theatrics and scorekeeping. The sport deserves that level of seriousness. The racers deserve that level of respect. And the fans, who have stuck with drag racing through every rhyme of its history, deserve to see us finally write a new verse. This story was originally published on December 16, 2025. The post OP-ED: History Doesn’t Repeat Itself – But Drag Racing Keeps Rhyming first appeared on Drag Illustrated. View the full article

Quarter-Max debut Bubba Stanton's new Pro Mod at PRI. This Camaro is packed with the latest features from the Quarter-Max team.View the full article

New Complaints SurfaceThe National Highway Traffic Safety Administration (NHTSA) is reopening an investigation into a rear coil spring defect affecting more than 330,000 Jeep Grand Cherokee and Grand Cherokee L models. Interestingly, the issues with these SUVs were supposedly resolved through a recall in 2023. According to the report, at least 20 owner complaints have been filed, raising concerns that the original safety campaign may not have fully addressed the problem. For context, Jeep previously recalled 114,302 units of the 2022–2023 Grand Cherokee and 217,099 units of the 2021–2023 Grand Cherokee L after determining that some vehicles may have been built with rear coil springs installed out of position. If misaligned, these springs could detach from the vehicle, increasing the risk of a crash and potentially creating road debris that could endanger other motorists. Stellantis Safety Risks Could Be SevereUnder the original recall, Jeep instructed dealers to inspect the rear coil spring assemblies and repair them if necessary. At the time, the automaker maintained that the issue was the result of an assembly-related error, not a defect with the coil spring component itself. However, the emergence of post-remedy complaints has prompted the Office of Defects Investigation (ODI) to open a recall query, a formal step that evaluates whether an earlier safety campaign was effective. None of the 20 reported complaints has resulted in injuries or fatalities. A recall query is largely precautionary, but it carries added weight given the size and mass of the vehicles involved. The Grand Cherokee L, in particular, features a longer wheelbase and a third row of seating, placing greater demands on the rear suspension. A properly functioning suspension system is critical for safely supporting the vehicle’s weight, especially on uneven or bumpy roads where the rear coil springs – supplied by Daewon Kang Up Co., Ltd. – can be subjected to repeated stress. Stellantis Back on the Safety RadarThe investigation will focus on identifying additional contributing factors that may not have been addressed during the original recall process. Regulators will also assess whether further corrective action, including a revised remedy or expanded recall, is warranted. While awaiting the findings of the investigation, Jeep is also dealing with a separate safety-related issue involving the Grand Cherokee’s plug-in hybrid lineup. The automaker has recalled more than 36,000 units of the 2023–2025 Grand Cherokee 4xe, citing potential sand contamination introduced during the engine casting process. According to regulators, this defect could result in a vehicle fire or an unexpected loss of propulsion. Stellantis View the 3 images of this gallery on the original article View the full article

Tesla has quietly put what appears to be a production-ready Cybercab on display at its Santana Row showroom in San Jose, giving the clearest public look yet at the dedicated robotaxi it wants on the road in 2026. The upright, two-box EV is being shown with production-style lights, glazing and trim, and it arrives at a moment when Tesla is trying to reset its narrative around autonomy and services after a stretch of weaker demand and pricing pressure. View the 3 images of this gallery on the original article Cybercab looks closer to a real product than a conceptThe Cybercab keeps the cab-forward shape and very short overhangs seen at its original reveal, but the Santana Row car looks far more like a roadgoing vehicle than a design study. The front bumper and lighting units are more conventional, panel gaps appear closer to production spec, and the side glass and mirrors look ready for homologation rather than hand-built display duty. Inside, the cabin is a minimalist two-seat layout with a flat floor, a large central touchscreen and more finished materials than earlier mockups, signalling that Tesla is close to freezing design and starting tooling for low volume builds. Tesla has already said that it sees robotaxis and software as key profit drivers, even as it juggles short term pricing tactics such as delaying planned lease increases until after the holidays. Putting a near-production Cybercab in a high profile California store helps shift the conversation from discounts and quarterly deliveries toward what comes next. Designed from day one as a robotaxiUnlike a modified Model 3 or Model Y, the Cybercab has been conceived from the start as a dedicated robotaxi, with a simple interior that is easy to clean, wide door openings and packaging aimed at maximizing passenger space inside a small footprint. Tesla positions it as the hardware that will eventually run on its full autonomy stack for a future ride hailing network, while interim services are expected to rely on human backup drivers and adapted versions of existing cars. The company is already running limited experiments with vehicles like the Model S in supervised taxi style roles From a regulatory perspective, the Cybercab display does not mean full autonomy approvals are imminent, but it does show that Tesla is serious about having a purpose built vehicle ready if and when the software and legal environment line up. For now, the Santana Row car is a physical reminder that Tesla’s robotaxi ambitions are tied to specific product planning, not just software updates on existing models. View the full article

19-year-old Connor Zilisch will be racing at Daytona next year a few weeks before his Daytona 500 debut. The Trackhouse star will take part in the Rolex 24 Hours at Daytona for the third time in his young career, Zilisch will drive the No. 31 Action Express Racing Cadillac V-Series.R as a co-drier to Jack Aitken, Earl Bamber, and Frederik Vesti. The teenager won in his very first Rolex 24 ...Keep readingView the full article

New Plug-In FormulaWith the European Union reportedly preparing to loosen the 2035 ban on new gas-powered cars, Jeep’s multi-energy strategy in Europe is starting to look increasingly well-timed. The American marque’s latest move in that direction is quietly introducing a new plug-in hybrid electric vehicle (PHEV) variant for the Compass. This setup is notably different from the more familiar 4xe PHEV system offered on U.S.-spec models such as the Wrangler and Grand Cherokee. Instead of chasing outright performance and off-road capability, the Compass adopts a less powerful but more accessible PHEV configuration, allowing more buyers to experience EV-like driving without the typical range anxiety. Like other PHEVs, it can be plugged in for electric driving while still relying on a conventional gas tank for longer trips. Stellantis Different Take on ElectrificationThe 4xe option – which previously delivered 240 horsepower and came standard with a four-wheel-drive system – does not appear in the online configurator for the latest third-generation Compass in the region. Instead, the new Compass PHEV e-Hybrid uses a 1.6-liter inline-four gasoline engine paired with an electric motor, which, when combined, produces 225 horsepower. Power is sent exclusively to the front wheels through a 7-speed automatic transmission. In all-electric mode, the Compass PHEV e-Hybrid can travel up to 92 kilometers (57 miles) based on the WLTP test cycle. When operating with both the electric motor and combustion engine working together, the total driving range stretches to as much as 983 kilometers (611 miles). Charging can be completed in under three hours when connected to a 7 kW AC charger. Stellantis America Still AwaitsIn Europe, the Compass PHEV e-Hybrid is sold alongside two other electrified variants. The mild-hybrid version pairs a gasoline engine with a 21-kW electric motor for a combined output of 145 horsepower. In contrast, the fully electric Compass delivers 230 hp and offers a WLTP-estimated driving range of up to 650 kilometers (404 miles). As of this writing, the all-new Compass has yet to arrive in the U.S. market, with reports suggesting it may not come until the 2028 model year due to production and supply-chain challenges. In the meantime, American buyers continue to get the second-generation Compass, a model that has been on sale for nearly a decade and currently serves as Jeep’s entry-level offering, with a starting price of $28,995. Stellantis View the 3 images of this gallery on the original article View the full article

After eight days of a bitter trial, NASCAR leadership finally settled and the lawsuit filed by 23XI Racing and Front Row Motorsports was settled. It was a highly contentious legal battle, and several eyebrow-raising comments were unsealed as a result of it. The result of the settlement will grant better terms for the race teams, and will lead to the introduction of permanent ...Keep readingView the full article

A one-off 1981 Ford Capri 3.0S Janspeed Turbo prototype that was nearly scrapped in the late 1990s is now for sale in the U.K., giving collectors a shot at what might be the ultimate “what if” fast Ford. Priced at £59,995 and listed by Fisher Performance Cars on PistonHeads, the car is believed to be one of four Capri 3.0S test cars Ford sent to Janspeed in period to evaluate a factory-backed turbo model, and it is widely thought to be the only survivor. It sits at the opposite end of the Ford spectrum from modern specials like the 770-horsepower F-150 Shelby Super Snake. View the 3 images of this gallery on the original article The Capri Turbo Ford Never BuiltUnder the hood is a 2,994-cc Essex V6 fitted with an early Janspeed turbo kit, complete with Janspeed-badged plenum, turbocharger and carb setup. The drivetrain pairs that boosted V6 with a four-speed manual and rear-wheel drive, backed up by a Salisbury limited-slip differential and period suspension upgrades including Bilstein dampers and a twin-exit Janspeed exhaust. Visually, the car wears a distinctive two-tone beige and Roman Bronze paint scheme with gold pinstriping, plus a prototype rear spoiler and 3.0S-style trim. Inside, it keeps the familiar Capri 3.0S Carla-check fabric and period plastics, right down to a quirky double-carpet arrangement that has been preserved during restoration. In period, these Janspeed test cars were said to outpace contemporary performance benchmarks, but Ford ultimately chose to pursue the Capri 2.8 Injection instead of launching a factory turbo special. View the 4 images of this gallery on the original article Scrapyard Find Turned Six-Figure-Feel PrototypeThis particular Capri’s second life began when a Ford enthusiast spotted it in a London scrapyard in the late 1990s while hunting for parts. A worker mentioned that it was a “turbo” with a Janspeed badge under the hood, which prompted a closer look and eventually a full rescue. The car was dry-stored for roughly a decade before undergoing a sympathetic restoration in the late 2000s and early 2010s, including rebuilt turbo pipework, a freshened body that needed only light welding, and a respray in its original two-tone colors. Janspeed paperwork shows a full engine rebuild and kit work totaling more than £5,000 in period money, and the Capri later appeared in Classic Ford magazine in 2015. With a little over 70,000 miles showing, this is not a delivery-mile time capsule, but the seller backs it with extensive documentation, Janspeed invoices and long-term history that tie it back to Ford’s aborted turbo program. In Ford collector terms, it occupies similar “prototype that nearly was” territory to other halo projects and sits alongside blue-chip muscle. View the 2 images of this gallery on the original article Where It Fits Among Fast Fords TodayAt just under £60,000, this Janspeed Capri is priced at the very top of the Mk3 Capri world, above many road-going 2.8 Injections and close to some full race builds. The argument in its favor is that you are buying a one-off development car with direct Ford links rather than a regular production model, plus the story of a scrapyard save, a long restoration and a paper trail that is hard to repeat. It also highlights how broad the Ford performance story has become. Today, buyers can walk into a dealer and look at everything from three-row family crossovers such as the Explorer, to factory-built trucks and V8 coupes with more power than most period race cars. View the full article

I’ve wanted to buy a giant old vise and restore it for years. A new big vise is super expensive, and as much as I’d worship a Fireball Tools Hardtail vise for my shop, I can’t afford them. They do have some other reasonably priced options, and I’ll probably get one at some point, but the idea of restoring something big and old still appeals to me. What do you guys think? Would you restore an old vise for your shop? Or is it just easier to go buy something and call it a day? Video Description: I didn’t have a vise in the new workshop, but thanks to ‪@RobinsTools‬ , I got my hands on this really old Garant L vise in good condition. So I restored it to its former glory and upgraded it to be the nicest vice ever! The post Here’s What Happens When An Engineer Gets His Hands On An Old Bench Vise And Proceeds To Restore It appeared first on BangShift.com. View the full article

Custom plates are a thing, but sometimes they can get out of hand, depending on who you ask, that is. Everyday words and phrases doubling as car puns and innuendos are, for the most part, harmless and usually pass off as funny or creative. But some folks are just too boring and find trouble handling a decent joke or two. Some of the said people work at Ohio’s Bureau of Motor Vehicles, evidenced by their rejection of 891 requests for vanity license plates just this year. While you may question it as censorship, and you may be right to some extent, certain creative minds have stepped too far, we reckon, that rejecting those made absolute sense. For instance, plates like "ON METH," "LUVMETH," and "NO METH," don’t necessarily paint the right picture, so do “FKMKIDS," "FTHMKDS," "FKDEMKD," and "FTHMKDZ." More PG-13 items include but are not limited to "BOOBEE," "8OO8YS," "8OO8IE5," "BOO8ES," and "4BOOBIE," in addition to "TJ B1TCH," "PHKN L8," "FAST ASS," and "HEROIN." That being said, some of the requests were outright hilarious. “FST AF BY,” "L8 AF AGN," "IHAVE2P," "HV2POOP," and “DE5 NUTS,” are funny and tasteful—definitely got a laugh or two from us. What may seem surprising is that some mundane requests were also turned down. We sort of understand "VW MAFIA" and "KILR WGN," but honestly, what’s really wrong with "KIABOY5" and "WRXXX”? Enquirer Ones with sexually-explicit tones like “UMOIST” and “LEGZZUP” did not make the cut either, for good reason, of course. Other attempts at skirting the lines of profanity were “BADAS4S,” “W4NK3R,” “HAULN A,” and “FKN JNK.” Also, stuff like “N PLEASE,” for instance, isn’t something you’d want to go to the trouble of approving. There is an element of censorship involved, but it’s all part of maintaining civility. Here’s the thing: some people find these plates not-so offensive or vulgar enough to warrant such scrutiny. However, there is a whole other camp of individuals who may find these rude and inappropriate, so it’s important that authorities remain diplomatic. If you’re interested in checking out the entire list of Ohio plates rejected in 2025, here you go. View the full article

ProCharger has put some work into its F-4x-140-1 supercharger. The blower has been updated with a fresh impeller and much more. View the full article

So It BeginsSmart has officially begun real-world testing of the #2, an in-development small electric vehicle that takes inspiration from the iconic Fortwo. At this stage, the automaker is putting its all-new Electric Compact Architecture (ECA) platform through its paces, with test mules currently wearing a Fortwo body as a stand-in. The Fortwo exited the U.S. market in 2019, so some buyers may no longer be familiar with it today. As a refresher, the model was a tiny, hatchback-style city car that arrived stateside in the late 2000s. However, it never truly gained traction in the U.S., likely due to American buyers’ preference for larger vehicles like the Ford F-150. The Fortwo later transitioned to an all-electric model in 2018, but the rise of long-range EVs from brands like Tesla made it increasingly difficult for Smart's short-range city car to remain competitive. Smart Reinventing the FormulaNow, Smart is effectively reinventing the Fortwo formula with the upcoming #2, which the company says will “stay true to the original’s ultra-compact dimensions,” according to its press release. The model is currently undergoing testing in China, where engineers are fine-tuning key areas, including handling, ride quality, software integration, and overall driving performance, to ensure the platform meets modern expectations. While the Fortwo body is merely a placeholder during this testing phase, Smart confirmed that Mercedes-Benz is responsible for the exterior and interior design of the #2. Mercedes has been involved with the Smart brand since its founding in the 1990s, with the Fortwo debuting in 1998 and remaining a defining product until its global discontinuation in 2024. Smart Adapting to Market TrendsThe #2 remains on track for a debut in late 2026. Given its subcompact nature, it is expected to compete with small urban EVs such as the Fiat 500e, which currently starts at around $30,000 in the U.S. Political openness toward smaller vehicles – such as kei cars in Japan –could also improve the model’s overall market appeal. For now, however, Smart has confirmed that China, Europe, and selected global markets will receive the #2 once production begins. When it joins the lineup, the #2 will be sold alongside Smart’s expanding range of crossovers and SUVs, including the #1, #3, and #5. The brand is also planning an all-new sedan called the #6 – a move that may seem counterintuitive in the U.S., where brands like Ford and Chevrolet have largely abandoned sedans, but one that still makes sense in markets such as China. Together, these models show how Smart is reshaping its portfolio to meet evolving market demands rather than sticking to its former city-car-only niche. Smart View the 4 images of this gallery on the original article View the full article

There was a lot to see at the PRI Show in Indy this past week, and we got tons of photos as we wandered around talking to sponsors, advertisers, racers, friends, and more. There was a LOT going on, and we loved it, but it’s also cool to come home and see what other folks thought were the best parts of the 2025 PRI Show. I’ll be honest, I know I didn’t see it all. I just couldn’t get everywhere while doing all that we were doing. But that’s okay, because thanks to channel’s like Billy’s I can see what I might have missed. CLICK HERE TO SEE ALL THE PHOTOS WE’VE POSTED SO FAR FROM THE SHOW! Video Description: Get ready for the ultimate motorsports and performance racing recap! We’re diving into the absolute Best of PRI Show 2025—the world’s largest gathering of racing professionals in Indianapolis, Indiana. This video is packed with exclusive interviews with top automotive influencers and racing personalities, showcasing the latest technology and new parts from over 1,000 exhibitors. ​ See stunning race car builds, cutting-edge aftermarket innovation, and the biggest performance trends shaping the 2026 season. We cover everything from drag racing and circle track to hot rod and off-road engineering. Don’t miss the reveal of the next generation of engine management (ECU), high-performance suspension, and electric vehicle (EV) racing advancements. Whether you’re a seasoned racer, a professional builder, or a devoted car enthusiast, this is your must-watch summary of the Performance Racing Industry trade show. The post The Best of PRI Video: Muscle Cars, Hot Rods, Race Cars, And More From Billy’s Adventures At The PRI Show In Indy appeared first on BangShift.com. View the full article

A Re-RecallLast year, Stellantis issued a recall for Dodge Hornet and Alfa Romeo Tonale hybrids that had faulty brake systems. Specifically, the brake pedals could snap while in operation. A total of 21,000 vehicles were affected – 17,000 of which were Hornets, while the other 4,000 were Tonales. It has just come to light that the issue continues to persist – and this time, with an additional number of affected vehicles. That's according to a recall safety report, freshly published by the National Highway Traffic Safety Administration (NHTSA) last week. Additional 6,000 Affected UnitsAccording to the NHTSA, there are an additional 6,000 units on the affected list of vehicles with snapping brake pedals. Specifically, 2,688 Tonales and 3,286 Hornets, and again, like before, are limited to the PHEVs, bringing the total affected cars to 27,000. According to the report, both the Tonale and Hornet PHEV units built for the 2024 model year "may have been built with a brake pedal assembly that may collapse while braking." Those were their exact words, not ours. The NHTSA further describes the issue as: "A brake pedal arm that collapses during normal braking may prevent the driver from being able to activate the service brakes." The suspected period of the issue began on February 23, 2023, when the first 2024 models were built for the US market. To determine the number of affected models, the supplier and vehicle production records were used. Built-in SafeguardsAs scary and precarious as "snapping" brake pedals sound, the NHTSA listed possible things to do in case it happens to owners. One of the suggestions is to use the (hopefully not defective) electronic parking brake to slow down the vehicle. In some extreme situations, they claim that the Automatic Emergency Braking system should kick in if the car detects the possibility of an accident, provided, of course, that feature isn't disabled (please don't do that). The report also highlights that as of November 24, 2025, there is only one report of an accident related to the issue, but the tally for injuries remains at zero. As for the fix itself, the report says, "The remedy will be to reinforce the brake pedal arm by adding a bolt and a nut." This will be done by dealers for free, of course. James Riswick View the 2 images of this gallery on the original article View the full article

Kengo Kimura commemorates Heiwa MC's 20th year with an award-winning 1965 Triumph TR6 café racer.Even if you're a one-man army, running a custom motorcycle workshop is a team sport. Every custom builder has their go-to suppliers, friends that drop by to offer moral support, and, most importantly, cu... View the full article

Europe’s hard 2035 cutoff for new internal combustion cars is being reshaped into something more flexible, turning a headline “ban” into a strict emissions cap that still leaves room for gas and hybrid models. As per Reuters, European People’s Party leader Manfred Weber says the technology ban on combustion engines is now “off the table,” as Brussels moves from a 100 percent tailpipe CO₂ reduction target in 2035 to a 90 percent fleet cut instead. That shift still forces automakers to sell mostly zero-emission vehicles, but it opens a path for a minority of plug-in hybrids and highly efficient combustion cars to survive past that date, a possibility previewed earlier in the month. View the 2 images of this gallery on the original article From Hard Ban to Tight Emissions CapUnder the original rule, new light vehicles registered in the EU from 2035 had to hit a 100 percent CO₂ reduction compared with 2021, which in practice meant battery electric and hydrogen fuel cell models only. The revised plan keeps 2035 as a pivot year but replaces that absolute target with a 90 percent fleet reduction, leaving roughly 10 percent of sales available for non-zero-emission powertrains. That headroom is expected to be filled by plug-in hybrids and vehicles that can run on certified CO₂-neutral e-fuels or advanced biofuels, rather than traditional gas cars in large numbers. The change is part of a broader package that also makes 2030 rules more flexible, allowing automakers to average their emissions over several years and slightly easing van targets. Politically, it is being framed as a way to protect industrial jobs and keep European brands competitive against lower-cost EVs from China. It also confirms the direction hinted at in earlier reporting. What it Means for Future Gas EnginesIf the proposal is approved by EU governments and the European Parliament, most new cars sold after 2035 will still need to be electric to meet the 90 percent reduction target. The difference is that automakers will now have a regulatory niche where they can keep building some form of combustion sports cars, performance sedans and high-end SUVs, provided those vehicles are efficient enough or compatible with low-carbon fuels. That helps explain why companies are still investing in advanced combustion tech, such as Ferrari’s experimental oval-piston engine concept. For buyers, the likely outcome is a market where mainstream models go overwhelmingly electric, while a small slice of enthusiast and high-margin vehicles continues with combustion for as long as it makes financial and regulatory sense. The original “no new gas cars after 2035” headline may be gone, but the pressure to electrify most of the lineup remains, and the next decade will show whether this compromise keeps both lawmakers and car enthusiasts happy. View the full article

We’re just a few weeks away from 2026, yet the majority of 2024 Dodge Hornet plug-in hybrid inventory is still sitting on dealer lots. According to a study of 2.6 million new car listings, supply of the electrified Dodge crossover has comprehensively outstripped demand, with 82.1% of 2024 Hornet PHEV inventory still available, as of December 2025. The compact Dodge’s pricing has been a problem from the start, as has the impact of tariffs. With so many 2024 models still unsold, how much time does the SUV have left? Related: New Tariffs Threaten to Kill Dodge's Most Affordable SUV High 2024 Inventory Remains S According to a study of vehicle inventory by iSeeCars, the 2024 Dodge Hornet PHEV’s available inventory is still sitting at an astonishingly high 82.1%. The industry average for all 2024 models is 0.4%, so the Dodge’s number stands out like a sore thumb. Another two Stellantis models, the Jeep Grand Cherokee and Alfa Romeo Tonale Hybrid (the Hornet is ultimately a rebadged Tonale), also have high 2024 inventory levels remaining, at 70.8% and 46.8%, respectively. According to the latest sales figure from Stellantis, total Dodge Hornet sales for 2025 are down by 45% this year, with 8,486 units sold. That figure includes sales for both hybrid and non-hybrid derivatives. Dodge’s website does not list the 2026 Hornet yet, despite most models across the industry having switched over, adding to rumors that the model may not make it to the 2026 model year at all. Steep Pricing To Blame S The base Dodge Hornet GT is quite a sporty package for the price. It starts at $29,995, yet has a lot more punch than rivals, with its turbocharged Hurricane engine producing 268 horsepower and 295 lb-ft of torque. It’s a totally different story for the Hornet R/T PHEV, which starts at $41,645 for 2025. This electrified model has a 1.3-liter turbo four-cylinder engine and electric motor pairing. This combination gets you 288 hp and 383 lb-ft, along with a swift 0-60 mph time of just 5.6 seconds. Not only is it quick, but you can drive for 32 miles on electric power alone. But at comfortably over $40,000, the Hornet GT finds itself priced within the range of more luxurious rivals like the BMW X1 and Mercedes-Benz GLA-Class. Final Thoughts S With so many 2024 Hornet PHEVs still unsold, Dodge has a major problem on its hands. If it can’t get the price down significantly, it’s hard to see the electrified SUV surviving. While it’s easier to make a case for larger and pricier PHEVs, the complex powertrain complicates the value proposition in smaller models. Even the Toyota RAV4 PHEV’s sales accounted for a mere 4.7% of total RAV4 sales across the first three quarters of the year; like the Dodge, the price gap between the RAV4 PHEV and other RAV4 models is huge. View the full article

A supplier used incorrect fasteners due to a shortage in materials, but they could cause the bike to abruptly lose propulsion in motion.View the full article

Altima Gets Another YearRumors have been swirling for months that the Nissan Altima was on its way out, with dealers and enthusiasts both expecting the axe to fall after this model year. Sedans just aren’t the hot ticket anymore, and Nissan even hinted that both the Altima and the smaller Versa could be dropped – but that’s not happening yet. Nissan just confirmed the Altima will return for 2026 with a trimmed-down lineup. Rather than keeping four or five trims, the 2026 Altima shifts to just SV and SR trims, each offered with front-wheel drive or Nissan’s optional Intelligent All-Wheel Drive. The turbocharged 2.0-liter engine that once gave the Altima some pep didn't return after leaving the lineup in 2025, which means the 2.5-liter four-cylinder is once again the sole powertrain for 2026. Safety tech and infotainment carry over in familiar form, and the car stays squarely on the affordable side of the segment. Nissan What’s Available in 2026?The Altima SV comes well-equipped out of the box: 17-inch alloys, an 8-inch touchscreen with Apple CarPlay and Android Auto, remote start, and Nissan’s full Safety Shield 360 suite. That means you get automatic emergency braking, blind-spot warning, rear cross-traffic alert, and lane departure warning as standard. If you want more, the SV Special Edition and SV Premium packages add bigger screens, dual-zone climate, heated seats, and ProPILOT Assist. Meanwhile, the SR trim gets a bigger set of 19-inch wheels, paddle shifters, a sport-tuned suspension, and contrast-stitched sport seats. The 12.3-inch infotainment screen with wireless Apple CarPlay and Android Auto is now standard here. Want something bolder? The new SR Midnight Edition brings blacked-out trim, dark badges, black wheels, and a two-tone roof, giving the Altima a more aggressive look without bumping it into luxury-territory pricing. Here’s how the 2026 Nissan Altima trims and pricing break down: Altima SV FWD $28,825 Altima SV AWD $30,225 Altima SR FWD $30,325 Altima SR AWD $31,725 These figures don’t include destination and handling, which adds roughly $1,245. Even with destination, the base Altima stays under $30,000, and the SR with AWD lands just above $31,000. Steven Paul Pricing Context Versus Midsize RivalsStacking the Altima up against its main rivals paints a picture that favors Nissan. The 2026 Toyota Camry is hybrid-only, starting at about $30,195 for the base model and climbing into the mid-$30,000s for higher trims. That’s a bit pricier than the Altima’s entry point, but you do get hybrid efficiency and plenty of standard tech for the money. Honda hasn’t dropped full 2026 Accord pricing yet, but early estimates put it in the low $30,000s, too. Expect it to line up with, or maybe just edge above, the Altima once you factor in destination and options. Nissan View the 4 images of this gallery on the original article View the full article

Baja Designs' Reflex Light Actuator takes regular ditch lights and turn them into on-the-fly adjustable ditch lights, illuminating whatever you need lit.View the full article

Honda announced a series of updates to the three-row Pilot last month. An important model for the brand, the Pilot competes against newer and edgier rivals like the Hyundai Palisade and upcoming Kia Telluride. We covered the 2026 Pilot’s changes in November, and now Honda has released pricing as the crossover starts arriving at local showrooms. Whereas the 2025 version started at $40,200, the refreshed 2026 Pilot has a base MSRP of $42,195, making it one of the more expensive vehicles in its segment. Base Trim Gets Biggest Price Hike The base price for the Pilot applies to the Sport trim in front-wheel-drive form. Here’s a look at prices for the entire 2026 Pilot lineup: Sport 2WD: $42,195Sport AWD: $44,295EX-L 2WD: $44,495EX-L AWD: $46,595Touring AWD: $51,095TrailSport AWD: $50,395Elite AWD: $53,495Black Edition AWD: $54,995These prices all exclude a destination and handling charge of $1,495, and the biggest price increase has been applied to the base trim. Looking at key rivals from Hyundai, Kia, Mazda, and Toyota, all have a base MSRP that’s lower than the Honda’s: Hyundai Palisade: $39,435Mazda CX-90: $38,800Toyota Grand Highlander: $41,360Kia Telluride: $36,390 (outgoing generation)Jeep Grand Cherokee L: $39,635Unlike most of these rivals (and the upcoming Telluride), the Honda Pilot lacks a hybrid option. Its 285-horsepower V6 is solid, but this is now a rather glaring omission for the Honda. The Hyundai Palisade also looks more upmarket, while the Mazda is the segment’s fun-to-drive champ. While the Honda does everything well, it’s difficult to pinpoint one area where it trumps its competition. Related: 2026 Hyundai Palisade Hybrid First Drive, Here's My Honest Review What’s New For The Honda Pilot? We covered all the updates extensively in our November report, so we’ll take a look at just a few of the highlights here. The 2026 Pilot has a more rugged look with a bigger grille, new wheels, and a few new colors. Noise levels have been reduced inside and Honda claims interior quality has been enhanced. All models get an infotainment update, with a 12.3-inch touchscreen and a 10.2-inch digital gauge cluster across the range. Apple CarPlay and Android Auto are wireless for all variants, and the Touring receives a new surround-view camera. Although the V6 stays the same, Honda has retuned the electric power steering to improve precision and feel. We’ll have to wait to get behind the wheel to see if the difference is noticeable. Related: 2025 Honda Pilot Vs. 2026 Acura MDX: 5 Key Differences Final ThoughtsIt would be unfair to judge the 2026 Honda Pilot before we’ve driven one, so watch out for a first drive imminently. On paper, though, the 2026 model will have to do a lot to justify that price premium, especially when matched up against several all-new rivals. The Hyundai Palisade stands out as the more appealing prospect right now. View the full article

Recent patents show that Honda is working on a new V4 engine, with a focus on improved performance and efficiency.View the full article