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Europe's foremost vehicle safety organisation, Euro NCAP, functions much like America's NHTSA and IIHS, which independently crash tests new cars and rates them on a scale of one to five stars so buyers know what they're actually getting into. Euro NCAP technical director Richard Schram told Drive that some brands are deliberately targeting fewer than five stars to keep costs down. The clearest example he gave was Dacia, a budget-focused brand that clearly doesn't aim for five stars. Instead, it targets around three stars, wanting to remain competitive at the affordable end of the market. The point Euro NCAP is trying to make is not that these companies can't hit the top mark. It's that hitting a 5-star safety rating doesn't fit the price point they're selling at. Dacia View the 2 images of this gallery on the original article Safety as an Upgrade, Not a StandardThe uncomfortable truth buried in all this is how it fits into the automotive industry's favourite habit of tiered trim levels. Euro NCAP has highlighted the growing use of dual ratings, where certain vehicles achieve different safety scores depending on the trim level or optional safety pack fitted. Honda and Kia follow this approach, with the Honda HR-V and CR-V only achieving five-star scores in higher-spec configurations, while the Kia K4 received a four-star rating in its base form. Features that can genuinely save lives, such as advanced collision avoidance, extra radar sensors, and smarter lane assist, are locked behind the paywall of higher-spec variants. Meanwhile, Euro NCAP secretary general Dr Michiel van Ratingen pushed back on the idea that safety technology is what's making new cars expensive, arguing that there are five-star vehicles available in every segment for buyers who want them. Getty Who Actually Pays the PriceThis pattern holds true even in the American market. Vehicles priced around $17,000–$20,000, like some Mitsubishi and Nissanentry-level models, often carry fewer advanced driver-assist features in base trim than their higher-spec siblings costing several thousand dollars more. The gap isn't always dramatic in crash test numbers, but the gap in crash avoidance technology can be significant. Which raises the real question. Should the minimum legal standard for selling a car also be the minimum safety standard a buyer can afford? As new car prices hit $50,000 on average, the people buying at the bottom of the market are already paying more than they can comfortably afford. Asking them to pay even more for safety isn't democratising anything. In the end, just who ends up paying for better standards of road safety — actual car buyers or automakers themselves? View the full article

The Sienna's Fancier CousinsMinivans may have a domesticated image in America, but it's a different matter around the world. Many markets have tapped the potential of the luxury minivan market, and for Toyota, it's paying off big time. In Japan and parts of Asia, Toyota has been in the posh minivan game for over 20 years. It started with the Alphard, and eventually added the Vellfire as a 'sporty' alternative. Park an Alphard or a Vellfire next to a Sienna, and those models look and feel like Lexus products, especially in higher trim levels. So, in 2019, Toyota actually put on Lexus badges on the Alphard and rolled out the LM. As it is, the Alphard is a plush van, but the LM takes it up by several notches. The first model proved so successful that it warranted a second generation. The LM's biggest market? None other than China. Lexus Purely HybridThe first Lexus LM was offered with either the 3.5-liter V6 that served every midsize Toyota and Lexus model since the mid-2000s, or a four-cylinder hybrid. For the second generation, it has, rather predictably, gone straight for a pure hybrid lineup. It starts with the LM 350h, a 2.5-liter hybrid, and tops out with the LM 500h, a punchier 2.4-liter turbo-hybrid. Its lesser siblings, the Alphard and Vellfire, are still offered with ICE options. It's safe to say that the LM should take the pure hybrid route. Save for the GX, every model Lexus makes has an electrified powertrain on offer, and as these luxury minivans aim for a silent, comfortable ride, a hybrid was the only way to go. Now, it seems that there might be a third hybrid choice on the way, as suggested by a recent trademark filing. Lexus A Mid-Spec Model Underway?The first filing, a little over a week ago, was a trademark registration for the name LM 400h. As the name implies, it hints at a model that might slot in between the 350h and the 500h. Of course, it could simply mean that Toyota is protecting the name to block other automakers from using it. Still, the idea of a mid-spec LM might appeal to those shopping for one. The 250h makes a relatively conservative 247 hp, while the 500h might seem too much with its combined output of 366 hp. We're not complaining about the power figure of the latter, but not every LM shopper shares our sentiments. We can rule out the possibility of it being a plug-in hybrid model. The lack of a '+' suffix suggests the model will be a regular hybrid, although we wouldn't be too surprised if a PHEV eventually joins the LM lineup. After all, the hardware for that is already available in the Alphard and Vellfire. Lexus Does the LM Have a Chance in the U.S.?Truth be told, it's hard to say. On the one hand, the LM offers far more space than an LX, and there's heaps more seating flexibility in terms of space and adjustment. On the flip side, it's difficult to gauge whether the U.S. market will warm up to the idea of a family shuttle turned into an executive lounge. The LM's formula has already proved successful in Asia, and it's doing well in Europe, given its niche status there. Lexus isn't shy from pushing the idea to the next level, either, as the company might turn the LS into an even more opulent sibling for the LM, evolving from Luxury Sedan to Luxury Space. Lexus Lexus View the 7 images of this gallery on the original article View the full article

Walk through any major Pro Mod pit area in 2026 and you’ll hear it before your own name. “Boost & Bullshit!” That’s the moment Steve King knew. The 2025 World Series of Pro Mod champion has spent more than three decades around drag strips, and he’s used to fans shouting at him through the ropes. But this was different. This was the title of a podcast he started with Jason Harris in early 2025 echoing back from strangers in lawn chairs. “You hear a lot of Boost & Bullshit hollering from the fans, a lot more than I ever expected,” says King. “When you’re walking through the pits and you hear the fans hollering Boost & Bullshit before they holler your name, that’s a big part of it.” Just over a year into its run, the BOOST & BULLSH*T Podcast has done something a lot of motorsports media projects never manage. It’s broken through. Hosted by Harris, the inaugural PDRA Pro Nitrous world champion and back-to-back PDRA Pro Boost titlist, and King, who took the closest final round in WSOPM history against Stevie “Fast” Jackson aboard the Gene Pilot-owned, screw-blown “Savage” 2018 Corvette for a $150,000 winner-take-all check, the show has become required Monday-night viewing for the doorslammer crowd and a growing slice of fans who don’t even race. The pitch is simple. Two of the most decorated active Pro Mod racers in the country sit down with no script and talk. The chemistry, country and blunt and funny and occasionally unprintable, does the rest. “Two drivers that’s been doing it for quite a few years with different combinations, so you get two different sides to the story, but they’re real-life stories,” says King. “In the trenches. Very involved with the programs, both been doing it for many years. Very, very similar personalities.” Harris frames it as yin and yang. King runs a screw-blown Pro Mod with Pilot Racing money behind it. Harris built his career on the nitrous side and now races Pro Boost out of his North Carolina shop, where he still wrenches between race weekends. “I think they listen to us because they see two ends of the spectrum,” says Harris. “They see Steve’s version, somebody who’s got a really good race team and screw blower, and me and him are more approachable maybe than some other people that are a little more guarded or take it maybe a little bit too serious. I take it serious, but I have fun with it, too.” That mix of boost-versus-blower technical talk one minute and locker-room storytelling the next is the whole bit. It’s also the part that has Pro Mod’s notoriously guarded operators talking on the record about things they used to whisper about in the trailer. “When the rule combination stuff came up, they didn’t expect people to be truthful about how fast they could go or how fast they couldn’t go,” says Harris. “There’s a lot of talk back and forth between a lot of friends that you realize maybe weren’t your friends, or some that were probably better friends than you thought they really were.” The show’s biggest swings have come from the live setups. Jess Miliante, the show’s PR lead and producer who has driven much of the production buildout, says the Winter Series Palooza shows at the track moved the numbers more than anything they’ve done. “That set we take on the road monopolizes my entire day at the track. It’s around three to four hours to set up and break down,” says Miliante. “But it’s a balance between letting those guys focus on testing and then peeling them away from the car to be able to sit down for an hour and BS. That’s definitely my favorite part of what we do.” King points to those same Palooza tapings, recorded in the middle of the much-talked-about rules debate that popped up during this year’s DI Winter Series, as the inflection point. “The biggest one we had was probably the Winter Series Palooza shows, the live ones with the multiple guests literally at the race track,” says King. “There was obviously some talk about the rules down there, so that was a very hot topic, and the guys came on with their opinions, along with some of the big personalities. That all brought a big dynamic all at one show.” The audience picture is broader than you’d guess from the title. Milante recently rebranded the YouTube channel away from the old Pilot Racing handle to its own official podcast destination, and she lives in the analytics after every episode posts. “The second-highest watched device is on a TV. Over 30 percent of viewers,” says Milante. “People really watching this show in the living room on a Monday night blows my mind.” That’s the part Harris keeps coming back to. He didn’t realize what they had until strangers started walking up in the pits. “The first time I realized it was just more than me and him talking and shooting the shit was when just two guys came in our pit and were talking about the podcast and how much they love it,” says Harris. “I started hearing people that I wouldn’t think would watch the show, other racers, guys that race other classes, talk about the show all the time. They put it on and just sit there and listen at night on Monday night, when they don’t watch Monday Night Football and they watch us. That told me we were starting something new.” There’s a discipline behind the chaos. Harris admits he’s pulled the wheel back when a take might have done more damage than good, to him or to the sport. King doesn’t pretend Monday nights are pure improv either. “We go in with no script, just hit what we want to talk about, and we kind of shoot from the hip,” says Harris. “Sometimes you go through life too serious and you come across as an asshole. You can come across as serious and then cut a joke when it needs to be. That’s where the bullshit comes in.” The roadmap from here is more ambitious than the early-2025 version of this thing ever pitched itself as. Apparel is in production. Sponsor conversations are heating up beyond endemic racing brands into apparel and food and beverage. King wants Scotty Cannon, the godfather of Pro Mod doorslammer racing, to sit down for an episode. Milante is aiming higher, and weirder, than that. “Even someone like Theo Von would be cool as hell,” says Milante. “I want to work on integrating more lifestyle content. I think it will help blend this sport that’s so niche to the wider audience, which will ultimately help expand their following.” For two guys who started out trading bit videos at each other on social and a producer who saw what was hiding in plain sight, the next 12 months are about turning a hit into a property. The Monday-night living-room audience is already locked in. The room to grow is everywhere else. “It’s gone farther than I ever thought it would,” says King. “People actually calling and wanting to come on the show, people wanting to be involved with the show, I never thought that would come about. We’re just moving forward with the YouTube stuff and see where it goes.” This story was originally published on May 18, 2026. The post King, Harris, Miliante Reflect on Growth & Popularity of Their Boost & Bullsh*t Podcast first appeared on Drag Illustrated. View the full article

Last weekend at Mid-Ohio Sports Car Course, the SCCA ran two days of Hoosier Super Tour races and we’ve got the livestream replay right here! These are some fun SCCA regional races and feature some cool cars that look like they would be a riot to drive near their limits. Check out the livestream replay below and let us know which ones you most want to drive. Video Description: The 2026 Hoosier Racing Tire SCCA Super Tour heads east to Mid-Ohio Sports Car Course for Rounds 11 & 12 of the season. This top-tier pro circuit is conveniently located between Columbus and Cleveland and represents one of the most popular venues all season – for teams and spectators alike. Join Greg Creamer, Brendan Kaczmarek, and the DriversEye Live team from trackside as qualifying kicks off on Friday, May 15 at approximately 1:35pm ET. Coverage resumes on Saturday and Sunday mornings at 8:00am ET for two full days of racing action. Don’t miss a minute! The post REPLAY – Free Livestreaming Road Racing: The 2026 SCCA Hoosier Super Tour at Mid Ohio Sports Car Course – FULL WEEKEND Coverage LIVE! appeared first on BangShift.com. View the full article

A Defining Design Some design elements are made out of necessity and are taken up by the cultural zeitgeist after years and years of consistency. Think about BMW's Kidney Grille, or Porsche's bug-eyed, low-hood, rear-engined layout, or whatever's tickling the fancy of the current designers of (insert-Chinese-brand here). Speaking of, Geely may own Volvo, but being almost a century old, it has a lot of history to draw on. That, and nobody else seems to be giving a nod to Norse Mythology in the industry. While it may be low-hanging fruit for Volvo, I don't think any other brand could have done it without being an ill fit. Volvo gave CarBuzz an initial spin in its new models, opening up the topic to our eyes. Apparently, there's a bit more to the story, so let's open up the topic a bit more. Copyright 2015 Noah Joseph / AOL Thor's Hammer, Mjolnir You could say that Volvo's Daytime Running Light (DRL) design hits the nail on the head for the Swedish automaker. Thor's hammer is a distinct feature that's found on modern Volvo vehicles. The sideways T-shaped DRLs have become a defining characteristic of Volvo vehicles in recent years, including the new XC90 and XC40 SUVs. Whether it's an ICE or an EV, all new Volvo cars come with this design feature, and with the unveiling of new Volvo EVs, we're noticing that it's getting bigger, much like BMW's now-massive Kidney Grille. Volvo's rendition of Mjolnir used to look like a thin, elegant T-shape, but it appears the brand is now using a thicker, "digital" version of the prior iteration. Beyond its now-iconic shape, the digital design also underscores Volvo's push for technologically advanced EVs. The hammer is also different depending on which Volvo you're looking at. On some models, it's more boxy and flat, akin to the Volvo's classic design language. Think back to the brand's boxy design era. Now, we still get a largely boxy appearance, albeit complemented by modern curves and some swooping lines. On some cars, the hammer is skewed a certain way, giving it a "fast" look. James Riswick IP Protected The DRLs have also made an impression on older Volvo fans. On some forums, people have actually managed to purchase aftermarket headlight kits that retrofit the hammer onto older models. On other sites like AliExpress, you can find several kits for older Volvos like the V40 and more if you're willing to look hard enough and perhaps roll the dice on a Chinese part. The design has resonated so well since the brand first showcased it in 2015 on the XC90 that Volvo sought to secure IP protection for the headlight design, allowing it to combat counterfeits and reproductions and prevent competitors from copying it. According to the European Union's IPO's General Court, it decided to affirm that Volvo's shape mark applications are eligible for trademark protection. This was granted in 2017, right after Volvo filed it. In 2022, Volvo sought to expand its trademark protections; however, it went into appeal mode for a couple of years afterward. By 2024, after a bit of back-and-forth with the European Union's IPO office, Volvo had successfully appealed its case to the General Court, which handed down a largely favorable decision. You can expect Volvo to have total enforcement over the headlights IP in Sweden, and limited protection depending on the region. Copyright 2015 Noah Joseph / AOL View the full article

BYD has won a significant legal victory against a Chinese EV blogger, with a court upholding a ruling ordering the creator known as "Long Ge Talks EVs" to pay roughly $293,000 in compensation and issue a public apology. The blogger released an apology video this week, admitting that his earlier content discussing repairs to BYD battery, motor, and electric-control systems lacked verified technical evidence and damaged the company's reputation. The ruling ordered the blogger to stop the infringement, eliminate its impact, and compensate BYD in full. BYD's Bigger War on MisinformationIn June 2025, BYD's legal department went public with a sweeping offensive, announcing it had sued 37 social media influencers for defamation and placed another 126 accounts under internal monitoring. The company even offered whistleblower rewards ranging from $7,000 to a staggering $700,000 for credible leads. BYD described the situation as a series of "repeated, organized, and malicious online attacks" orchestrated by unnamed media outlets and PR firms. Li Yunfei, BYD's head of branding and public relations, was direct about the company's position, saying criticism and oversight were welcome, but fabricated content was not. The content BYD took issue with ranged from false claims about its financial stability to allegations of rigged influencer campaigns and bogus vehicle safety concerns. Courts had already started ruling in BYD's favor before the Long Ge case even concluded. Long Lei/Xinhua via Getty Images When It Went GlobalThe controversy wasn't limited to Chinese social media. British automotive YouTuber James Martin, AKA JayEmm on Cars, made a video titled "QUICK! WATCH THIS BEFORE THEIR LAWYERS!" covering BYD's extraordinary business practices and its legal campaign against creators. The title alone tells you the mood among automotive commentators at the time. It became part of a wider conversation about how aggressively Chinese automakers were willing to police their image online, and whether that aggression crossed a line from legitimate brand protection into something more chilling. It reframed BYD from a fast-rising EV disruptor to a company willing to weaponize its legal resources, on the level one has come to expect from a legacy manufacturer like Ferrari. This latest ruling is, by any measure, a statement. Close to $300,000 and a forced apology are far from a mere slap on the wrist. View the full article

Veteran nostalgia racer Kyle Hough suffered severe leg injuries in a violent crash aboard at Tucson Dragway’s Fuel Altered Chaos on Saturday.View the full article

After Denny Hamlin's big win in the Dover All-Star Race, NASCAR heads home to Charlotte, North Carolina, for one of its most prestigious races on the calendar -- the 67th running of the Coca-Cola 600. In this guide, you can find all the information you need to be ready for 600 miles of racing in the heart of NASCAR: Charlotte Motor Speedway Track Specs and Origins Track Length: 1.5 ...Keep readingView the full article

Derek Menholt is the first two-time NHRA Pro Mod winner this season. Menholt is now the NHRA Pro Mod points leader heading into Bristol. View the full article

ObsoleteTime has shown us that automakers are willing to experiment with in-car features. Some of these features that have been adopted are now common across all cars, while others are victims of the constant evolution of technology. Back in the day (meaning the previous decade), Subaru introduced a 3G connectivity system for its cars, which enabled owners to use certain features. Since 3G network connectivity has long been discontinued, these owners are stuck with unusable technology, which reportedly drains batteries. Un-Future ProofCar Complaints caught the class-action lawsuit. The report states that Subaru is being sued by owners who claim that not only did the automaker fail to make the data modules upgradable to 4G or 5G networks, but the old data communications module (DCM) is still actively trying to connect to 3G networks that no longer exist. This is causing a parasitic battery draw, which is draining the car's battery. There are the cars reportedly included in the lawsuit: 2016-2019 Subaru Forester2016-2019 Subaru Legacy2016-2019 Subaru Outback2016-2019 Subaru Impreza2016-2019 Subaru Crosstrek2016-2019 Subaru WRXGoing back first to the loss of 3G connectivity, the eight plaintiffs who filed the suit say that most of their telematics features were suddenly rendered useless, features like Automatic Collision Notification, Enhanced Roadside Assistance, Emergency Assistance Button, Stolen Vehicle Locator, and Bluetooth Handsfree Calling have all ceased to operate since the loss of 3G. However, the report does state that Subaru did offer an upgrade to the network connectivity system for cars with active STARLINK safety and security subscriptions. The lawsuit counters, though, by stating that the subscription was canceled if the owner failed to upgrade the system before the 3G network went out. Subaru Phantom DrainingAccording to the plaintiffs, the battery drain issue stems from the DCM, which, every few hours, even when the car is off, tries to connect to a 3G network, draining the battery and, in some instances, preventing the car from starting. Some owners have said that the only way to fix this is to remove the DCM fuse, but doing so will also disable the Bluetooth microphone, effectively canceling the hands-free calling system. Interestingly, this isn't the first time Subaru has been sued for draining batteries. A similar issue has been raised against the brand, alleging that the battery and electrical management systems of some Subarus are faulty, causing the cars to either not start or, in some cases, stall even in traffic. View the full article

Jonathan Allegrucci picked up another Factory Stock Showdown win. Allegrucci has dominated the class this season with two wins.View the full article

The NHRA made a stop at Route 66 Raceway for another big event. Here's who won at the Route 66 NHRA Nationals.View the full article

Finally, a Glimpse of the CabinHyundai has been working on the next Tucson since last year, with camouflaged test mules popping up overseas for a while now. We’ve seen hints of the new exterior, but the cabin has remained a mystery – until these latest images surfaced. The new spy shots, courtesy of Korean Car Blog, finally pull back the curtain on the Tucson’s interior. The centerpiece is a massive screen that dominates the dashboard. There’s also a new steering wheel, redesigned seats, and updated door panels – clear signs that Hyundai is aiming for a more modern, minimalist vibe inside. Thankfully, even with all the new tech, Hyundai hasn’t ditched the basics – physical buttons and knobs are still there. A Boxier Tucson Seems to Be on the WayAs expected, the next Tucson’s exterior will evolve. The latest spy shots hint at a boxier, more upright look inspired by the bigger Santa Fe. Think flatter panels, squared-off wheel arches, and a tougher front end. Some renders even show a full-width LED light bar and flush door handles, while the rear could swap the current taillight design for something more vertical, in line with Hyundai’s latest styling direction. Under the hood, expect the usual mix of turbocharged gasoline, hybrid, and plug-in hybrid options to stick around. Competition in the compact SUV space is as fierce as ever. The Toyota RAV4 still sets the pace in a lot of markets, but the Tucson has become a cornerstone for Hyundai’s global lineup. KoreanCarBlog TV/YouTube Pleos Connect Could Be the Real Story HereThat oversized screen isn’t just Hyundai employing a bold design statement – it’s likely our first look at Hyundai’s upcoming Pleos Connect software platform in the popular SUV. Pleos Connect is Hyundai’s next-gen infotainment system, built for cars that can get updates over the air. It runs on an Android-based platform with a smartphone-like interface, split-screen options, customizable layouts, and its own app store. Hyundai is also rolling out an AI assistant called Gleo, which is supposed to handle natural-language voice commands rather than just set phrases. Expect a 17-inch center touchscreen paired with a 9.9-inch digital cluster. But as mentioned, Hyundai says you’ll still get real buttons for climate and media controls. The next Tucson is set for a global debut in late 2026 as a 2027 model. If these leaks hold up, Hyundai’s best-seller is about to get a serious tech upgrade – without losing sight of what makes it easy to live with. Hyundai View the 7 images of this gallery on the original article View the full article

BMW is set to introduce the fifth generation of the 1 Series hatchback in 2028, featuring both electric and hybrid powertrains. The cheapest way into a new BMW in many markets where it’s sold, the 1 Series has typically blended driver-focused dynamics with a more upscale air than the average hatch. The all-new model will continue this tradition, but it will adopt the design language and technologies of other Neue Klasse BMWs. The question is: Will BMW finally sell the 1 Series hatch in the U.S., or will it remain forbidden fruit in this market? The 1 Series Still Matters BMW In the U.S., BMW only ever sold the first-generation 1 Series in coupe and convertible forms, but never the hatchback. However, the hatch continues to perform strongly in European markets like Italy and France, and over 200,000 units of the model were sold globally last year. The baby Bimmer will compete with upcoming versions of the Mercedes-Benz A-Class and Audi A2 e-tron, but unlike those MPV-like models, it will adopt a more traditional hatchback appearance. Electric and hybrid models will feature similar styling, as is the case for other BMWs like the 5 Series and i5. However, the 1 Series will adopt Neue Klasse styling cues, which we’ve imagined in an AI-generated image here. Despite that, it will still look unique alongside other Neue Klasse models. ChatGPT Oliver Heilmer, BMW’s compact-car design boss, told Autocar that it’s “pretty important” for different BMW model lines to be distinct in terms of kidney grilles, surface treatments, and silhouettes. "BMW always stood for that differentiation. We never did a small series that looked like a shrunken 7 Series,” said Heilmer. “So this is the openness we want to keep in order really to enhance each specific character.” The next 1 Series may also offer a sportier three-door model, which hasn’t been seen since the second-gen hatchback. This alternative body style will be easier for the EV, which will be based on the scalable electric Gen6 platform. Inside, expect the new 1 Series to adopt the Neue Klasse layout of the i3 and iX3, which combines a hexagonal touchscreen with a wide driver’s display below the windshield. Powertrains and Range BMW The gas and electric variants of the new 1 Series will be noticeably different, since the former will use the same architecture of today’s model, which is primarily front-wheel drive. The EV, on the other hand, will adopt the architecture of the Gen6 platform, which supports rear-wheel drive. This would mark a return to the first two 1 Series hatchbacks, which directed power to the rear wheels—a rarity in the hatch segment but a layout which made earlier 1 Series BMWs especially engaging, thanks to their small size and uncorrupted steering. Gas-powered models are likely to use 1.5-liter three-cylinder and 2.0-liter four-cylinder mills, along with a plug-in hybrid option. The electric 1 Series, meanwhile, is expected to adopt a downtuned version of the i3 sedan’s powertrain with a smaller battery, and single or dual motors. Neue Klasse BMWs introduced so far have had class-leading ranges on a full charge—up to 434 miles in the iX3 SUV—so the 1 Series should still be solid in this regard. What It Means BMW A return to a possible three-door variant and RWD could revive the spirit of the original 1 Series. That car wasn’t practical, pretty, or especially comfortable, but it was one of the best-handling vehicles in the hatchback class. The new 1 Series also keeps the BMW badge within reach of a broader audience, since it will be cheaper than the i3. Sadly, the chances of this small, sporty BMW making it to the U.S. are low. Many hatchbacks have been discontinued here in recent years, and those from luxury models don’t exist at all. Neither Audi nor Mercedes sell their A3 Sportback/A-Class hatchbacks here, either. The new 1 Series would’ve made for a formidable rival to the current Golf GTI or R, including expected electric versions of the Volkswagen. View the full article

Nissan's latest survival strategy might just be one of its most radical yet. Faced with bleeding market share and persistent losses in Europe, Nissan is actively considering using Chinese-developed platforms to underpin its future European electric vehicles. The revelation comes directly from Nissan’s newly minted CEO, Ivan Espinosa, who took the helm a year ago to pilot the struggling Japanese automaker through a sweeping corporate restructuring dubbed "Re:Nissan." Speaking at an industry summit in London, Espinosa made it clear that nothing is off the table as the company fights to slash development costs and drag its European division back into the black. Dongfeng Nissan The StrategyThis pivot highlights a staggering shift in the geopolitical landscape of car building. Historically, Japanese and European engineering set the global standard. Today, automakers are increasingly forced to look to China’s ultra-efficient, lightning-fast tech ecosystem to stay cost-competitive. Nissan’s recent financial earnings highlight why such drastic measures are on the table. The company closed its latest fiscal year a whopping $3.4 billion in the red. While Nissan’s North American retail operations have shown promising resilience, Europe has remained a distinct sore spot plagued by weak demand and poorly timed model cycles. Just last week, Nissan announced 900 European job cuts and consolidated production lines at its massive Sunderland plant in the UK due to faltering volumes. Dongfeng Nissan China's Growing Automotive InfluenceBy leveraging Chinese platforms—likely stemming from its long-standing domestic joint-venture partner, Dongfeng—Nissan expects to bypass years of engineering overhead. Espinosa previously revealed that adapting development processes learned from the Chinese market has already allowed Nissan to shave vehicle development timelines down from 54 months to just 37 months. Dongfeng Nissan What does this mean for the American market? While strict domestic tariff structures mean we won't see Chinese-built Nissans arriving at local U.S. dealerships anytime soon, the corporate philosophy will inevitably cross the Atlantic. As Nissan repositions itself for growth, the Western world is about to find out just how much Chinese DNA it takes to save a legacy Japanese brand. View the full article

This one-of-one brushed aluminum creation is making its worldwide debut at the Concorso d'Eleganza Villa d'Este, sharp lines and all.View the full article

The Toyota Land Hopper Concept is what you get when you cross a Lime scooter with Toyota sensibility and add an extra wheel. And it's designed to fit in your Land Cruiser's trunk. View the full article

A Nürburgring Weapon For The StreetBMW introduced its first hybridized high-performance M model with the XM in 2022, which eventually led to the most powerful M car ever in Label Red form. But for enthusiasts who still prefer performance without electrification, that formula may not be as appealing. Before that era arrived, the Bavarian automaker built a track-focused version of the F82 M4 called the GTS, representing pure ICE engineering insanity – and one of the approximately 828 M4 GTS units is currently up for grabs on Cars & Bids. According to the listing, this particular 2016 example has approximately 5,700 miles on the odometer. The M4 GTS was extensively engineered to perform at a high level on the track, and it delivered by lapping Germany’s Nürburgring Nordschleife in 7:28, 24 seconds faster than the standard M4. Still, it is road legal. Cars & Bids Mechanical Feel Still MattersTo be fair, hybrids do improve performance significantly. Electric motors can help with low-end propulsion by providing instant torque before combustion engines build revs and reach peak power. But enthusiasts typically aren’t fond of them for various reasons, including the added weight from batteries and electric motors, which can change the driving characteristics. There is also an emotional connection to pure mechanical driving that enthusiasts are drawn to, and that is something this M4 GTS can deliver. Powering the vehicle is a 3.0-liter twin-turbo inline-six capable of delivering 493 horsepower and 443 lb-ft of torque, enabling a zero-to-100 km/h (62 mph) sprint in 3.8 seconds. The engine also features a water-injection system to improve cooling and allow it to make more power more reliably. It is paired with a 7-speed dual-clutch transmission and a rear-wheel-drive configuration. Cars & Bids Factory HardcoreThe seller notes that the vehicle is mostly unmodified, with changes limited to a painted Fall-Line GTS lower front lip and wireless Apple CarPlay integration. The factory equipment includes 19- and 20-inch wheels, 3-way adjustable coilover suspension, M Carbon ceramic brakes, a titanium exhaust system, and leather and Alcantara upholstery. This 2016 BMW M4 GTS is currently listed at $68,000, with the auction set to end Tuesday. The GTS did not carry over to the current G82-generation M4, but perhaps its closest successor is the CSL. The CSL does not have hybridization, but it is less analog than the GTS, which even came with a factory roll cage. With more stringent emissions rules, it would not be surprising if the M4 gets electric motors in the future, though reports suggest the current generation will be extended until 2029. Cars & Bids View the 4 images of this gallery on the original article View the full article

A Common Weak Spot Among Midsize TrucksTrucks today are a lot more polished than they used to be, but the back seat still isn’t where you’d volunteer to sit. That’s doubly true for midsize pickups, where engineers are always fighting for every inch of space. Unlike SUVs, pickups have to deal with a three-box layout consisting of the engine bay, passenger cabin, and cargo bed. The bed itself creates a hard limit behind the rear seats, which usually means upright seatbacks, tighter legroom, and a seating position that feels more functional than comfortable. Even modern double-cab trucks still struggle to offer the kind of relaxed rear-seat posture you’d find in a crossover. Hyundai claims it’s working on a solution, but Toyota appears to have its own idea. Filed in July 2025 and just published (patent no. 20260131618 if you want to dig it up), the idea is simple: a rear-seat setup that lets the backrests recline more than what you’ll find in today’s trucks. USPTO Hidden Space Behind the SeatRather than just stretching the cabin, Toyota’s design carves out a hidden pocket between the rear seatback and the front wall of the bed. That space gives the seatback room to actually recline. Normally, the rear seatback in a truck hits the wall and that’s it. Toyota’s patent changes things by adding a movable or partially open section behind the seats. The diagrams show trim panels, guide rails, and covers that hide the opening but still let the seatback lean back further. From the outside, you’d never know anything had changed. The hidden cavity sits between the cabin and the bed, so you get more recline without needing a longer wheelbase or a stretched cabin. Toyota’s patent sketches out a few different setups, including ways the seatback can move depending on the headrest or trim. There are even details to keep noise and debris from the bed out of the cabin. Compared to most trucks, where rear-seat comfort usually loses out to bed space, this approach tries to give you both without making big sacrifices. USPTO A Tacoma Application Would Make SenseThis kind of system seems tailor-made for a midsize truck like the Tacoma. Full-size models like the Tundra already have decent rear-seat space, but midsize pickups are still cramped. Plus, given the Tacoma’s popularity right now, Toyota focusing on its moneymaker isn’t a far-fetched idea. With trucks now doubling as family cars rather than just workhorses, this application matters more than ever. More owners have also been using their pickups for school runs, road trips, and daily driving, not just towing and hauling. Toyota hasn’t confirmed any production plans tied to the patent, and that’s worth keeping in mind. Automakers file patents and trademarks for all kinds of ideas that never move beyond the concept stage. Some exist purely to protect engineering concepts or future possibilities. USPTO View the 9 images of this gallery on the original article View the full article

Remember the Cressida?For those born in the 2000s, you'll be forgiven for not knowing the Toyota Cressida. It was introduced in late 1976 and spanned four generations, ending production in 1995. In essence, it was the export market version of the Mark II sedan sold in Japan. After repeated attempts to sell the Crown in North America, Toyota's flagship sedan, the Cressida, had proved fruitless. One can also say that the Cressida was the precursor to what would eventually become Lexus. Back in the day, if you wanted the nicest Toyota in America, the Cressida was the way to go. It was, in many ways, a traditional executive sedan (and occasional wagon), as it was rear-wheel drive. It was eventually replaced by the larger front-wheel drive Avalon, but if we're being honest, it wasn't quite a direct successor. Toyota Cressida Renewed Trademark FilingIt has been over 30 years since Toyota used the name Cressida in any capacity. At the same time, the Avalon was discontinued in North America after the 2022 model year. Currently, it's only being sold in China, and the Crown Crossover has effectively taken its place in most parts of the world. Interestingly, Toyota had recently renewed its trademark filing for the Cressida. Before anyone over the age of 35 gets too excited, let's run down the possible reasons why the name has cropped up again. Toyota A New Large Sedan?The Crown Crossover currently serves as Toyota's largest sedan, if we can actually call it that. While the lifted Crown was meant to take over the Avalon's role, it never quite matched its predecessor's sales, even as demand for the latter began trailing off. On the flip side, the wagon-esque Crown Signia is doing far better than its sedan counterpart. The Crown Crossover was supposedly made to revive interest in the large sedan segment. While a successful product in Japan, it hasn't translated to more sales stateside. The U.S. market doesn't get the more traditional Crown, and there's no chance of that large, rear-drive executive sedan ever coming stateside. Perhaps a name more familiar to Americans might do the trick, and bringing back the Cressida name for the replacement for the Crown could be a way to do that. Toyota It Could be a Renaming of a Current ModelToyota could also take the easier way by simply swapping the Crown name for Cressida in North America. Remember, the Crown wasn't sold in North America for 50 years after the last model, so its equity probably wasn't as strong by the time it returned to America. Meanwhile, Cressida was a name truly intended for export markets. That said, it could be a temporary fix at best and could backfire in the long run. A name change won't fix the car's divisive looks, bringing us back to our first point. Toyota Protecting the HeritageToyota could simply be protecting its heritage by keeping the Cressida name for its self. Of course, it's not barring its use for other things, but rather for automotive applications. That means no other car manufacturer can use Cressida except for Toyota. However, that name is only protected in the country it's registered in, which in this case, is Paraguay. Toyota could take the next steps by renewing the trademark in other countries. Will Toyota ever reuse Cressida in the future? It's hard to say, but it's keeping it in its back pocket just to be sure. Toyota View the full article

The 2026 Aprilia Racers Days program brings premium coaching and RSV4 demo rides to iconic US tracks. View the full article

Full-Size In A Small-Car WorldNeedless to say, the Ford F-150 has long been among the best-selling models in the U.S., with the Chevrolet Silverado right in the same neighborhood. Elsewhere, however, that is not the case. In many parts of the world, full-size trucks are far less common, with midsize pickups like the Toyota Hilux, the global counterpart to the Tacoma, being the go-to. Still, a report from Motor1 states that the F-150 is going on sale in Europe, where many roads are far narrower than those in the U.S. Hedin US Motor offers the F-150 XLT, a mid-spec trim that sits between the STX and Lariat. All things considered, the model is expected to be treated as a niche product in a market where tiny cars like the Renault Twingo and Kia Picanto are popular. Ford Keeping It RealDespite the strong push toward emissions reductions in the region, the F-150 arrives with a 5.0-liter Coyote V8 that makes 406 horsepower and 410 lb-ft of torque. That is an interesting powertrain choice, given that a hybrid version is also available on the U.S.-spec model. Power is sent to all four wheels through a 4WD system and a 10-speed automatic transmission. Buyers can certainly make use of the F-150’s size for workhorse duties, as it is larger than the Ranger already sold in the region. While the F-150 is not directly sold by Ford there, Ford Europe also offers certain models unavailable in the U.S., including the Puma and the all-electric Explorer. Work Truck Turned FlexThe report stated that Hedin US Motor is selling the F-150 XLT in Europe with a starting price of around €76,500, or about $88,900 at current exchange rates. That is already nearly double the MSRP of the 2026 F-150 XLT in the U.S., which starts at around $44,700 before destination and options. In a way, that turns the nameplate from a mainstream truck in its home market into more of a statement vehicle overseas. For those who may find that too steep but still want a truck with the Blue Oval badge, there is the Ranger, which is also available with a plug-in hybrid powertrain – something not currently offered to American buyers. Ford View the 3 images of this gallery on the original article View the full article

Letbe's Arthur 700 undercuts Japanese middleweights on price while accidentally becoming comedy gold online. View the full article

At the prestigious Concorso d’Eleganza Villa d’Este on Italy’s Lake Como, BMW Motorrad unveiled the striking Vision K18 concept, a dramatic showcase of the brand’s future direction for high-performance luxury motorcycles. Designed as a one-off vision bike, the Vision K18 blends emotional styling, engineering theater, and long-distance capability into what BMW describes as a bold reinterpretation of power and prestige on two wheels. At the center of the concept sits a massive 1,800cc inline six-cylinder engine, an iconic BMW configuration […] The post BMW Motorrad Vision K18 Debuts as a Radical Inline-Six Performance Statement appeared first on Return of the Cafe Racers. View the full article

A recent Public Lands Order transferred over a million acres of public lands in Alaska along the famed Dalton Highway shows how the federal government will begin to chip away and sell off our public lands. View the full article