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Euro StangThe 1960s were the era of the muscle car, started and brought to international acclaim by the first-generation Ford Mustang. At first, the Mustang dominated the American landscape, selling quicker than anything ever, which then drew interest from foreign markets. Back then, it wasn't as easy as it is now to just send a model to another market; supply was tighter, and there was more competition. In Europe, Ford wanted to sell the Mustang because it was winning races there, but something prevented it, leading to a very rare model. Bring-a-Trailer View the 2 images of this gallery on the original article Ford T5 CoupeWhen the first-generation Mustang debuted in 1966, despite low demand in Europe, Ford sold the Mustang in France, the UK, and Germany. The last country on that list is the reason this is not a Mustang. German truck maker Krupp owned the Mustang trademark in Germany and wasn't about to let up when it came to allowing Ford to use it. This led Ford to rename it T5 in Germany and remove the Mustang badges from the car. We don't think this would have affected sales too much, since the T5 is unmistakably a Mustang without being called one; it has the same design and still retains the galloping horse logo. One rare and very well-restored example is up for auction on Bring-a-Trailer, a black-on-tan combination with just about 29,000 miles on the clock. According to the listing, this car is believed to be the last T5 coupe produced and is the only one finished in black from the factory. Powering this car is the legendary K-code 289ci V8, which makes 271 hp and is mated to a 4-speed manual transmission. Another unique feature for the T5 Coupe is the speedometer; since the United States and Germany use different measurement systems, this car has a special speedometer that now indicates metric measurements. Bring-a-Trailer View the 4 images of this gallery on the original article Coming HomeThis car was imported to the United States in 1981 and restored in 2007 by The Mustang Shop in Arizona. It then changed hands to its current owner in 2010, and in 2023, the car underwent an extensive service. The carburetor and radiator were rebuilt, then just last March 2026, the brakes were overhauled and valve cover gaskets replaced. Bidding ends in two days, and the current price is just $29,750, which isn't bad for something this interesting and well preserved. Bring-a-Trailer View the full article

Not Your Usual Garage GuestJay Leno has long featured all kinds of incredible cars, from classics like the recently showcased 1930 Packard 734 Speedster to one-off builds. But his latest feature is not exactly an everyday sight. Leno welcomed General Motors President Mark Reuss and Cadillac’s Formula 1 car, which should be the most expensive Cadillac in the garage, with F1 cars costing tens of millions of dollars. The two kicked things off with perhaps the most obvious question: why not Corvette? After all, GM already offers a customer racing program with the Corvette Z06 GT3.R, which competes in major series such as the World Endurance Championship (WEC). But Reuss noted that Cadillac is in the middle of a renaissance, and the brand’s link to innovation fits F1, often called the pinnacle of motorsports. A Steep Learning CurveAs one of F1’s newest entrants, Reuss acknowledged the challenge of building a car from the ground up. The sport also introduced new engine regulations in 2026 with a heavier focus on electrification. While GM has plenty of experience in that space through EVs such as the Cadillac Celestiq and Chevrolet Silverado EV, F1 presents a far deeper and more specialized challenge – especially against legacy teams like Ferrari and McLaren. For now, Cadillac relies on Ferrari power units while GM develops its own. That makes the timing interesting, especially with reports that V8 engines could return to the sport around 2030 or 2031. Aside from brand exposure, Cadillac can use racing data to help develop its road cars. In fact, the luxury marque recently unveiled the CT5-V Blackwing F1 Collector Series, the most powerful Blackwing yet at 685 horsepower and limited to just 26 units. It will be interesting to see what future Cadillac projects F1 could inspire, especially with cars like the Mercedes-AMG One, which uses an F1-derived engine, dominating the performance world. Jay Leno's Garage/YouTube Experience Shapes the CarOf course, Reuss did not spill everything. When the talk turned to engine complexity, aerodynamics, and weight, some details stayed off the table, because in F1, giving too much away can give rivals an edge. The Cadillac F1 team currently fields Valtteri Bottas and Sergio Perez. While both have often been seen as number-two drivers throughout their careers, they bring valuable veteran experience – something a young team needs for consistent, reliable feedback. Through the first four races of the 2026 season, however, Cadillac has yet to score its first point. But expectations are likely modest in its debut season, and Jay Leno may have summed it up best for American fans, seeing the brand on the grid. “So proud as an American to see an American team. I really get that pride. It’s really exciting to see,” Leno said. Jay Leno's Garage/YouTube View the 4 images of this gallery on the original article View the full article

When rain set in after round one of eliminations at Mike Beland’s Cash Days 4, the party simply moved under awnings and into trailers until the bad weather subsided. Karaoke was sung (was that really singing?), shots were drank, and good cleanish fun was had by all. And when the sun shown again Sunday on Shelby, North Carolina’s Shadyside Dragway, hangovers were hydrated, turbos were spooled, and rubber was burned. THE hot event on the gasoline-burning, Harley-Davidson, motorcycle drag racing calendar ran on and its $25,000 cash payday distributed – mostly to two legends of the Grudge game. Pro Bagger and Street Bagger For the two top tier Pro Bagger and Street Bagger classes, Cash Days 4 looked much like a repeat of 3. At the end of the day, “Burnout Bruce” Emanuel was sitting on “Boosted Bob” and “Trailer Park” answering a thick phone made out of cash. The Pro Bagger field boiled down to Emanuel on “Boosted Bob” and Khole Sellers from Gforce Racing. Sellers got an .056 to .101 jump at the tree, but (let’s change the name a bit here) “Bruceted Bob” drove around 5.02 at 152 mph to 5.30 at 139 for the win. It was Bruce vs. Tony Boone in the Street Bagger final, and once again, Emanuel and “Trailer Park” took the win. “Always an honor to run against Bruce Emanuel,” said Boone. “First off, thank you to God for blessing me with the talent, strength, and opportunity to do what I love,” said Bruce. “Big shoutout to A1 Cycles for another successful race – Cash Days 4 was one to remember. I was able to take home the win in the biggest Harley Bagger grudge race of the year against a strong team at All American Cycles. Then doubled up and got it done in two Pro classes – winning Pro Bagger with the event’s quickest and fastest pass on Boosted Bob, and also bringing home the Street Class win on Trailer Park. “None of this would be possible without my sponsors,” Bruce added. “Trailer Park Motorsports, Moonshine Harley-Davidson, Moonshine Horsepower, Vance & Hines Motorsports, and GRC Crankshafts. I appreciate everything y’all do. Special thanks to my best friend and the best builder/tuner in Harley Bagger racing, Cullen Gillis – couldn’t do it without you. Appreciate all the sponsors for the payouts, the staff for putting on a great event, all the spectators who came out and showed love, and Eddie Reed. We’re just getting started.” True Street Bagger Always displaying a much more quiet and humble persona in person than he does online, Bruce had a premonition that he wouldn’t sweep all three bagger classes this year. Sitting on last year’s winner “Moonshine” in the now sun-drenched lanes before the start of round two of True Street, he said, “There’s a lot of riders in this class this year.” And one of them was his teammate. “Dez is a good rider.” True enough, Bruce lost to Dez Cue on “Noisey Boy” in the semis when “Moonshine” failed to grab third gear. “Had an .050 light to his .146,” reported Bruce. “Yep, I had a chance to sweep it again. Missed a shift. We gonna replace the transmission.” Dez then had wheelie masterblaster Desmond “Kill Bill” Spaulding on the Hawes Racing Bike in the final, and this time it was Kill Bill with the win. “I think my closest round was probably the finals against Dez,” said Kill Bill. “It’s just a lil’ True Street Road King from Hawes Racing. It’s a lil’ different from riding the Grudges sportbikes that I’m used to and known for riding, but it’s definitely just as exciting and competitive as the Grudge sportsbikes. “I would like to thank Hawes Racing for reaching out and giving me an opportunity to try something different, also giving me an amazing bike to compete with. Would also like to think the guys that put on the event. Not sure of everyone’s name just yet, but it was amazing event.” Non-Bagger No one’s yet caught up to Jason Crisp’s new-for-last-year build, as he again won Non-Bagger. He even raced the same final round opponent: A1 employee Andrew Hefner. Crisp took the tree with an .035 to Hefner’s .067, and ran a 5.53 at 126 mph to Andrew’s 5.71 with a turbo-pumped 132 mph trap speed. “We pretty much showed up with the same bike from last year,” said Crisp. “Made a few small changes and hoped for the best, as we hadn’t done any testing prior to Cash Days. I was pretty consistent low 5.5s and knew if anyone was gonna beat me, they’d have their work cut out for them. “I want to thank my wife and son for their help all weekend, and my father for the help building and maintaining it.” ET Bracket Race Robbie Bryant took out Cash Days 3 Gamblers Race winner Byron Cass in the ET Bracket Race final. “It was my first time coming to this event,” said Bryant. “My nephew and I were supposed to be in Maryland for the XDA race, but it was canceled due to rain. We had looked Friday for somewhere that was racing because we were itching to get on our motorcycles. We found out Shadyside had an event going on so we hooked up to the trailer and headed out at 11:45 pm Friday to make the four and a half hour trip. “The racing on Saturday was fast paced. Made it down to 12 motorcycles before the rain came and the race was canceled till Sunday. “Sunday afternoon came and we went back to the lanes to pull chips and see who would race who. This chip draw came with controversy on how things were done on bye runs. My nephew should’ve had the bye run being he had the best light the round before on Saturday. They don’t do that there, they put a bye chip in the bag and if you’re lucky enough to get that chip you have a free pass to the next round. Everywhere else we race the person that gets the bye is the person who did their job and cut a good light on the tree. “My nephew Wesley and I pulled each other for the third round and we are riding the same motorcycle. Since it was my motorcycle, Wesley let me get a free pass into the next round. I ended up going on to win the event. “This is my second time at Shadyside and my second win at that track. My first win there was at the Hogs Gone Wild event a few years back. All in all I had a good weekend of racing and I’ll probably be back to see if I can take another win at Shadyside.” Gamblers Race Cass also runnered-up in Friday night’s Gamblers Race, with Bryce Creek taking the win. “After three years in a row of being put out in the finals or semifinals by Byron Cass, I finally got it done Friday night in the ET Gamblers Race in the finals against him,” said Creek. “I ran a 7.07 on a 7.05 dial against his breakout 5.91 on a 5.97 dial. It was a reaction time win! DFH (that’s Donnie F*****’ Huffman) always pounded in my head ‘Don’t be late!’ and it shows. “Thanks to all of our season sponsors: Man O’War Harley-Davidson of Lexington, Kentucky, Metal Supermarkets of Lexington, 317 Cycles, All Pro Contractors, Huffman Performance & Service of Lakeland, Florida, and R&R Cycles of Lakeland. “Cash Days 4 was a success for Shadetree Racing. See you all in the lanes at a track near you!” Shutdown Area Rain didn’t stop the wild-style events of the Old Town Revival (OTR) Spring Fling. The Minibike Misfits races, Hippy’s Minibike Hillclimb, Rebel Spirit Burnout Pit, WIFMIX Freestyle Stunt Shows, Hot Rod Row, Run What You Brung, and live music just got sloppier and more fun than ever. “Even though the rain came through Saturday afternoon, we still had a great night and finished up strong Sunday,” said promoter Beland. ‘Nothing can stop the highest paying, lowest cost race of the year! Cash Days 5 is booked for 2027 so don’t miss it! The only way to lose is to stay home!” This story was originally published on May 5, 2026. The post Grudge Legends Score Cash Days 4 Bagger Wins at Shadyside Dragway first appeared on Drag Illustrated. View the full article

Ron Capps has earned another honor. Capps will be inducted into the Motorsports Hall of Fame of America Class as a part of the 2027 class. View the full article

Joe Gibbs Racing is asking the Western District of North Carolina and the Judge (Susan C. Rodriguez) overseeing the case to allow an amended refiling of its lawsuit against Chris Gabehart and Spire Motorsports. This second proposed amended lawsuit now claims that the success Spire has obtained this season in the NASCAR Cup Series is a result of hiring Gabehart as ‘Chief Motorsports ...Keep readingView the full article

Leaf Racewear & Safety Equipment will return in 2026 as the preferred and official uniform supplier for the Quick 32 Sportsman Series. For over 42 years, Leaf Racewear & Safety Equipment Inc. has been a trusted name in motorsports safety. The company manufactures and distributes a wide variety of premium racewear, including fire-resistant driver suits, undergarments, gloves, shoes, racing helmets, seat belt harness systems, and custom sublimated crew shirts to racers worldwide. “From the beginning, Colin Grandy and Leaf Racewear & Safety Equipment have always been one of the first to offer support for our drag race series,” explained Bruce Mehlenbacher, Director of Operations for the Series. “Quality, innovation and confidence, that is Leaf Racewear.” Leaf Racewear products meet and exceed SFI 3.2A/1, SFI 3.2A/5, and SFI 16.1 safety standards, ensuring drivers are equipped for nearly every form of racing, including stock cars, drag racing, sprint cars, karting, off-road, boat racing, and monster trucks. “Leaf Racewear is committed to delivering exceptional value through superior craftsmanship, continuous innovation, tailored solutions for individuals and teams, and prompt, professional customer service. Whether you are a weekend racer or a seasoned professional, Leaf Racewear is here to fuel your passion with confidence on and off the track,” stated Colin Grandy. “These suits are custom-designed and made for drag racing.” Contact Leaf Racewear & Safety Equipment Inc. at 1 (800) 731-7735 or visit www.leafracewear.com. The Quick 32 Sportsman Series will join the John Scotti Canadian Championship Series during the NHRA National Open double-headers at Toronto Motorsports Park in Cayuga, Ontario. Events are scheduled for Victoria Day Weekend, May 15-17, and Labour Day Weekend, September 4-6, 2026. Visit facebook.com/quick32 for more information and event updates from the Quick 32 Sportsman Series. This story was originally published on May 5, 2026. The post Leaf Racewear & Safety Equipment Returns as Official Uniform Supplier for Quick 32 Sportsman Series first appeared on Drag Illustrated. View the full article

In addition to his full-time NASCAR Cup Series schedule, Carson Hocevar will also chase points in the FloRaing Night in America Dirt Late Model championship this summer. The FNIA series is a star-studded midweek Super Late Model championship that avoids conflicts with both the World of Outlaws and Lucas Oil Dirt late Model Series for 11 races at 10 venues to air on streaming platform ...Keep readingView the full article

Josh Williams was initially slated to drive the No. 92 DGM Racing Chevrolet in this weekend's NASCAR O'Reilly Auto Parts Series (NOAPS) race at Watkins Glen International. Williams has been driving the car in every NASCAR O'Reilly race this year (but DNQed at COTA and Phoenix), and sits 28th in the standings. However, DGM announced on Tuesday that Williams will not be driving the car at ...Keep readingView the full article

Honda’s transverse-twin has always lived on the fringes. Launched in 1978, the CX500 paired a liquid-cooled V-twin with shaft drive and a reputation for durability that bordered on agricultural. It was never conventionally pretty, never especially fast, but the 80-degree mill had serious novelty and... View the full article

Melling Engine Parts proudly announces its 80th anniversary as a family-owned leader in the automotive aftermarket industry. Since its founding in 1946 by George Melling Sr. and his son Ben, Melling has been committed to delivering high-quality engine components that keep vehicles running strong. What began with precision oil pumps for older vehicles has grown into a global brand offering thousands of aftermarket and performance engine parts across 27 product lines and over one million applications. This milestone reflects eight decades of innovation, craftsmanship, and dedication to customers and partners worldwide. “We are beyond grateful to welcome in 2026 and the 80th year of Melling Engine Parts,” said Mark Melling, President and CEO. “80 years of family-owned business is not just a testament to current Melling employees, but those that have gone before. I am extremely proud of the work our team has done to get us to 80 years of service, and we are looking forward to celebrating many more anniversaries to come. We are a family business, and with the fifth generation joining the business this year we plan to continue the legacy for decades to come. Thank you to our vendors and customers that have made it possible for us to achieve such a meaningful milestone!” Brendan Melling, representing the next generation, added: “This is an exciting time for me to join the family business. I look forward to celebrating the 80th year of service with Melling enthusiasts and continuing the Melling name in the automotive industry. 80 years is incredible, and I look forward to being on board for 100 years!” As Melling celebrates this historic milestone, the company remains focused on innovation and customer service. Follow our journey throughout 2026 as we honor our past and share what’s next for Melling Engine Parts. For more information, visit melling.com/who-we-are/ or follow us on social media atMellingEngineParts or mellingperformance. This story was originally published on May 5, 2026. The post Melling Engine Parts Celebrates 80 Years of Excellence in the Automotive Industry first appeared on Drag Illustrated. View the full article

The electric vehicle revolution was supposed to conquer the elements; instead, the elements conquered it. The industry has spent billions optimizing aerodynamics and fast-charging curves, but the latest data from the AAA exposes a significant problem: electric and hybrid vehicles are still fundamentally failing the temperature test. General Motors AAA Temperature StudyIn an expansive May 2026 study, AAA engineers strapped modern electrified powertrains to climate-controlled dynamometers - simply put, automotive treadmills operating in extreme temperatures ranging from 20°F to 95°F. The results shatter the narrative of consistent range and robust drivetrains. While automakers have successfully engineered a defense against summer heat by using advanced liquid cooling and heat pumps, the cold weather penalty remains significant. When the mercury drops to 20°F, electric vehicles lose an agonizing 39 percent of their driving range and suffer a 35.6 percent collapse in overall efficiency. For the everyday commuter, this is not merely a logistical headache; it is a direct financial penalty. AAA calculates that winter EV operating costs surge by $32.11 per 1,000 miles when charging at home. If a driver is forced into the wild to rely on public charging infrastructure, that cold-weather penalty skyrockets to an extra $76.93 per 1,000 miles. General Motors Hybrids are not immune to the freeze. Vehicles utilizing internal combustion engines alongside battery packs saw fuel economy plummet by 22.8 percent at 20°F, adding an extra $28.44 per 1,000 miles to the operational burn rate. However, because hybrids can harvest engine heat to warm the cabin, their drop in efficiency remains far less catastrophic than their fully electric counterparts. Does the EV Buyer Care?According to AAA's accompanying survey data, 35 percent of prospective buyers are currently pivoting toward hybrid platforms. If you live in a region that regularly sees winter weather, the EPA-estimated range is hugely inaccurate. Until industrial battery chemistry can robustly withstand the elements, buying a modern BEV means accepting that nearly 40 percent of your range—and a larger chunk of your wallet—will simply vanish into the cold. View the full article

Turning Up the Volume AgainAfter Formula 1 switched to hybridized V6 engines in 2014, fans complained about the loss of the thrilling sound produced by the old V8s. With all the talk around sustainability and emissions, engines with more cylinders seemed unlikely to return to the grid. But that could change, as Reuters reported that FIA president Mohammed Ben Sulayem said a switch back to V8s is expected by the end of the decade. The return to V8s would likely be made possible by sustainable fuel, one of the main targets of the 2026 engine regulations. But according to Ben Sulayem, electrification would play a smaller role, marking a major contrast with the current hybrid system, which delivers a near 50-50 split between the combustion engine and the motor-generator unit, or MGU-K. Formula 1 The Path Back to V8sThe next regulation cycle is currently set to run until 2031, which could mark the return of V8s to Formula 1. However, the FIA president said that if a supermajority – four of the six manufacturers – votes in favor, the switch could happen a year earlier, in 2030. “It's coming. At the end of the day, it's a matter of time,” he said. For American fans, this could be an interesting development, especially with General Motors, through Cadillac, now part of Formula 1 as the 11th team. It is safe to say V8s are GM’s wheelhouse, with that configuration powering some of the company’s most iconic performance nameplates, including the Chevrolet Corvette and Camaro. Ford is also back in the sport, though only as a technical partner of Red Bull Racing. Cadillac currently uses a Ferrari powertrain, but it will eventually develop its own. Other power-unit manufacturers include Audi, Mercedes, Ferrari, Red Bull, and Honda. Formula 1 More Than Lap TimesOutside of motorsports, a switch back to V8s could also help participating automakers further develop V8 technology for road-going models. After all, beyond the glory of podiums, automakers have long used racing to gather data from tracks around the world and apply those insights to improve the cars they sell in the market. For instance, the Mercedes-AMG One uses a 1.6-liter V6 hybrid engine directly derived from F1. That likely helped the hypercar secure the fastest lap time for production cars at the Nürburgring in Germany, widely considered one of the ultimate proving grounds. The Ferrari 296 GTB also shows how the Prancing Horse brand has brought V6 hybrid performance into a road-going supercar. As such, if a switch to V8s does happen at the end of the decade, it would also be interesting to see what types of new road-car projects it could inspire. Formula 1 View the full article

EV Profits Still Playing Catch-UpIt’s no secret that automakers are barely making a profit on electric vehicles, with Ford even ending production of the all-electric F-150 Lightning. But they still have to build them for a range of reasons, including regulatory requirements. At Volkswagen, the company admitted that there is no profit margin parity between EVs and combustion cars – at least not until the next-gen SSP architecture arrives. According to Automotive News, Volkswagen’s EV models deliver only 70% to 80% of the margins of comparable combustion models. Hypothetically, if a gas-powered T-Cross generated $10,000 in profit, a comparable EV on the current MEB platform would make around $7,500. The Scalable Systems Platform (SSP), which has been delayed from its original 2026 target, is seen as the key to closing that margin gap, though it reportedly will not arrive before the end of the decade. Volkswagen The Cost Problem Behind the PlugSome of the factors behind Volkswagen’s lower profits on current EV models include high production costs. At the same time, European Union emissions rules are adding pressure, with penalties reportedly expected to amount to 400 million to 500 million euros annually ($467 million to $584 million at current exchange rates) from 2025 through 2027. These factors force Volkswagen to make trade-offs between EV volumes and CO2 fines, according to Volkswagen Group CFO Arno Antlitz. In addition, while the German marque is showing positive signs in the European EV market, it is struggling elsewhere, notably in the U.S. In the first quarter of 2026, the company’s U.S. EV sales dropped 80% compared with the same period last year, while sales in China plunged 64%. Currently, the ID.4 and ID. Buzz are the only models sold stateside, with the latter even skipping the 2026 model year reportedly to prepare for a “MY27 transition.” Volkswagen VW’s Next Big BetOnce the SSP arrives, it will replace current platforms such as MEB, MEB Plus, and PPE, the latter of which is used by high-end models like the Porsche Macan. The platform will also be integrated with Rivian’s electronic architecture for more advanced onboard software capabilities. For now, Volkswagen will try to boost profits by selling affordable EVs in Europe, including the ID. Polo, which starts at 24,995 euros, or approximately $29,000. None of VW’s new small, affordable EVs are expected to arrive in the U.S., given the market’s preference for larger vehicles, so American buyers will have to make do with the ID.4, which starts at $45,095, excluding destination fees, as the company continues to navigate tariffs. Volkswagen View the 3 images of this gallery on the original article View the full article

Ram Doubles Down on Active Aero for PickupsLast year, Ram quietly introduced a truck bed cover designed to improve aerodynamics. At first, it seemed like one of those clever ideas that rarely make it past the drawing board. But it seems like the automaker is quite serious about it. Ram has filed a new patent, and this version looks more refined than before. Spotted first by CarBuzz, the application was filed with the USPTO in October 2024 under patent number 20260116479 (you can look it up yourself) and published last week. Clearly, Ram is still working on the concept instead of letting it fade away. USPTO A More Complex Take on the Same IdeaThe first version was a straightforward adjustable bed cover, but his new patent takes things up a notch. From the diagrams and descriptions, the setup now includes linkages, arms, and a frame that lets the cover tilt up behind the cab. Rather than lying flat like a typical tonneau, the cover can be tilted up. It acts more like a ramp, channeling air from the cab over the bed. The idea is to reduce the turbulence that usually forms in an open pickup bed, which adds drag. What’s interesting is how the mechanism actually works this time. The cover uses several slats, much like a roll-up tonneau, but they’re mounted on a movable frame. Side linkages and supports handle the shifting, so the cover can go from flat to angled as needed. Compared to the first patent, this setup is less of a bolt-on accessory and more of an active system. It shows Ram is taking active aerodynamics seriously, not just tweaking what’s already out there. USPTO Still a Long Way From Your DrivewayThere’s a real-world benefit here, at least in theory. A tilting tonneau that smooths airflow could improve fuel economy or add a bit more range to electric trucks. That matters more as pickups go electric or have some form of electrification like the upcoming range-extended Ram 1500 REV, since drag becomes a bigger deal at highway speeds. But like most patents, this doesn’t guarantee we’ll see it on the road. Automakers often file for ideas that never make it to production, whether because of cost, complexity, or not enough real-world payoff. Still, the fact that Ram keeps refining the idea means it’s not off the table yet. Maybe it becomes a production feature or maybe just an accessory. Or maybe it will fade away. For now, it’s proof that even the basics of a pickup bed are still up for reinvention. USPTO View the 4 images of this gallery on the original article View the full article

Moser Engineering is making rearend upgrades easy. Moser Engineering is offering free assembly of its MusclePak rearneds in the month of may.View the full article

And the Survey Says... Apple CarPlay and Android Auto will continue to be offered in the Cadillac Lyriq, despite GM's push to remove the features from its cars in the near future. This includes wired and wireless iterations of the popular smartphone pairing software. According to GM Authority's sources, Apple CarPlay and Android Auto are often cited as "must-haves" in vehicle infotainment systems. Considering the backlash the brand faced in 2023, when it first announced its decision to phase out third-party smartphone mirroring in favor of its Google-Built-In infotainment ecosystem, this is good news for shoppers still considering the 2027 Cadillac Lyriq. Kristen Brown What's the Catch? Well, that means that the Cadillac Lyriq will stand as an outlier in the GM lineup. The all-electric crossover will allegedly be the last GM EV standing with Apple CarPlay and Android Auto. The decision was made in contrast to GM's broader push for its new infotainment ecosystem. Earlier this year, models like the GMCHummer EV dropped the feature entirely, introducing a new infotainment experience. Weirder still is that the tried-and-tested smartphone pairing features are also disappearing from the Chevrolet lineup, with GM Authority reporting that the Chevrolet Silverado EV's top-spec trim doesn't support either Apple or Android pairing; however, the base models remain compatible. With that being said, the consumer vote is winning at least for the Lyriq, but for how long? Considering that the Cadillac Lyriq is a high-end EV, the fact that GM is bending a little to the consumer vote doesn't mean that it's going to roll back its decision, at least not yet. That may not last for long as the brand has grand plans to offer a "better" infotainment and ownership experience. The move is in consideration of new driver assistance features that will be integrated with navigation and will be fully independent of smartphones. Cadillac Why is the Lyriq an Exception? Looking at Cadillac's lineup, the Lyriq is a critical model for the brand's push towards electric vehicles. The mid-size Luxury SUV starts at over $58,000, putting it in contention with other luxury vehicles, all of which offer Apple CarPlay and Android Auto as standard. It's in a very popular segment now, which means that it may actually hurt the brand if it didn't have Apple CarPlay and Android Auto. Brands like Tesla, on the other hand, seem to be doing fine without it, but brands like Lucid are installing these pairing systems and calling it an upgrade. Another question is, "Is there something that GM sees that we don't?" Considering how smartphone pairing is simply a handshake between your smartphone and your infotainment screen, it doesn't leave much room for you to access the rest of the car. If you use the system, you can display a map, an app, or play a song; however, to access a setting or two, you'll have to exit it and go into the vehicle's settings, and when it comes to EVs, a lot of stuff tends to be buried behind glass. Tesla's a prime example, opting for native apps over smartphone pairing, but that might not be everyone's cup of tea to begin with anyway. For right now, however, people are still voting in favor of Apple CarPlay and Android Auto. Why reinvent the wheel, right? Although considering the state of the auto industry now, even the wheel isn't exempt from reinvention. The 2027 Cadillac Lyriq will still have Apple CarPlay and Android Auto for now, but for how long? Cadillac View the full article

The subcompact crossover segment is now a bustling segment in the United States, with practically every mainstream brand having a competitor in this segment. Three popular models in this category are the Toyota Corolla Cross, Honda HR-V, and Volkswagen Taos. Despite their affordable price tags, all are generously equipped with the latest safety technologies, but which one holds up best in crashworthiness and crash-prevention tests? We’ve consulted the 2026 ratings from the Insurance Institute for Highway Safety, so strap in to see which small SUV leads the way for safety. Crashworthiness: Honda is Safest, VW FaltersThe IIHS runs three key crash tests on new vehicles, those being the small overlap front, moderate overlap front, and side tests. The small overlap front involves a collision with the front corner of the vehicle, while the moderate overlap front analyzes an offset crash between two vehicles. Each test receives an overall score of Good, Acceptable, Marginal, or Poor. Toyota Corolla Cross Honda HR-V Volkswagen Taos Small Overlap Front Good Good Acceptable Moderate Overlap Front Acceptable Good Marginal Side Good Good Acceptable The final results are a mixed bag for these SUV rivals. The HR-V is clearly the most secure, with three Good ratings helping it achieve a Top Safety Pick+ award—the only one of these three to do so. The Corolla Cross wasn’t bad, but its score for the rear passenger restraints and dummy kinematics brought down its rating in the moderate overlap front test. Finally, the Taos was clearly the poorest performer of this trio. It failed to achieve an overall Good rating in all three tests, which is disappointing for a 2026 vehicle, regardless of size. In the moderate front overlap test, the testers found an elevated risk of chest injuries for rear passengers, which brought down the overall rating to Marginal. If you’re unlucky enough to be involved in a crash, the HR-V’s results show that it’s the safest vehicle to be in between these three. Related: Toyota Corolla Vs. Mazda 3 Vs. Honda Civic: Which Is Safest? Crash Prevention: Room For Improvement Across The Board 2026 Toyota Corolla Cross Hybrid Kristen Brown View the 3 images of this gallery on the original article In crash avoidance and mitigation, the cars are tested for how effectively they can avoid striking another car or a pedestrian. These tests are conducted at various speeds and the effectiveness of the warning systems for the driver is also evaluated. Finally, the IIHS also tests headlights on low and high beams. Toyota Corolla Cross Honda HR-V Volkswagen Taos Headlights Acceptable Acceptable Good or Acceptable (depends on trim) Crash Prevention (vehicle-to-vehicle) Not tested Acceptable Poor Crash Prevention (pedestrian) Good Good Marginal No SUV was perfect here, but the Honda and Toyota are once again superior to the VW. The Japanese SUVs achieved a maximum Good rating in pedestrian crash prevention, whereas the Taos scored a Marginal rating in the same test. For example, while the Toyota successfully avoided hitting a child crossing in front of it when driving at 25 mph, the Taos could only reduce its speed by 9 mph, not avoid the collision. The HR-V achieved an Acceptable rating in vehicle-to-vehicle crash prevention, but the Corolla Cross wasn’t tested for this. The Taos was very disappointing here, with a Poor rating and not a single collision avoided with its standard Front Assist system. The VW was also the only vehicle with a Poor rating for its seat belt reminder system. The only area where the Taos did better than its rivals relates to the headlights fitted to the S trim, which were rated as Good. Related: The Safest New Cars Under $30,000, According to IIHS Final Verdict: VW Has Work To Do Volkswagen The Honda HR-V is the best small SUV of these three for overall safety. Next in line is the Toyota, which has no serious red flags and could potentially achieve a perfect rating with some enhancements. The VW is by far the most disappointing vehicle here. It’s the only one with Marginal or Poor ratings of any kind, and the gaps in its performance apply to both crashworthiness and crash prevention. The VW has not kept up with tougher safety tests, but its age alone (it was introduced here in 2020) isn’t solely to blame, as other small SUVs of a similar age have performed a lot better. View the full article

Range Loss Is Real, But This Model 3 Refuses to QuitBattery degradation remains one of the biggest psychological barriers for EV buyers. Concerns around long-term usability and resale value often outweigh the day-to-day benefits of electric driving. While studies suggest most EVs lose far less range than expected over time, extreme real-world cases are rarely documented in detail. That is what makes this 2019 Tesla Model 3 Standard Range Plus stand out. With 380,000 miles on the clock, it is still running on its original battery pack. However, the impact of time and usage is clear. Its displayed range has dropped from 240 miles when new to just 158 miles today. That is a 34.2 percent reduction, leaving the battery with under 70 percent of its original capacity. A Worst-Case Scenario That Still WorksDespite the heavy degradation, the car remains fully functional. YouTube Channel, Drive Protected in Canada, put the vehicle through a highway range test to validate its real-world usability. Starting from a full charge, the Model 3 managed 138.3 miles at a steady 68 mph before reaching zero percent. Efficiency held at 4.27 miles per kWh, which is still respectable given the mileage. There are plenty of high-mileage EV success stories that report minimal battery degradation. Cases like the Ford Mustang Mach-E, which has crossed 300,000 miles with single-digit losses, show how durable modern battery packs can be. Still, examples like this Tesla highlight the outer limits. It represents a more severe scenario, yet proves that even heavily degraded batteries can remain usable for daily driving. YouTube - @DriveProtected View the 2 images of this gallery on the original article The LowdownThere is a growing body of evidence showing that EV batteries can outlast the lifespan of internal combustion vehicles. This high-mileage Model 3 reinforces that argument. At 380,000 miles, many gasoline cars would already be retired or require major engine work. This Tesla continues to operate without mechanical drama, aside from reduced driving range. The bigger conversation now shifts to charging performance and convenience. Faster charging remains critical to making EV ownership seamless at any stage of a vehicle’s life. Solid-state battery development offers some promise on that front. If charging times approach the speed of refueling, and degradation continues to prove manageable, range anxiety may finally become a non-issue. YouTube - @DriveProtected View the 2 images of this gallery on the original article View the full article

Another Comeback AttemptSpyker’s history dates back to 1880, when it built carriages, then moved into cars and even aircraft. When Spyker returned in 1999, the Dutch company made a name for itself with its hand-built sports cars, which stood out for their design and driving feel. The Spyker C8 was the headliner in the 2000s, with interiors borrowed from aviation, and mechanical parts left visible on purpose. The cars were about detail, drama, and a kind of old-school charm you rarely see now. But Spyker’s story has been anything but steady. The company has shut down more than once, with bankruptcies in 2014 and 2021. Each comeback brought hope, but also plenty of questions. This time, the Dutch brand seems to have a more focused plan, and there’s already a new car in the works. What We Know So FarThere aren’t many details yet, but here’s what’s confirmed: the car will be called the Spyker C8 Preliator, powered by a twin-turbo V8 with about 800 horsepower and a top speed over 350 km/h (217 mph). Surely the brand wants to enter supercar territory, but its approach is more old-school than most rivals. According to Victor Muller, electrification is not part of the plan. “I think I can reassure a lot of fans and potential customers that this car is not going to be electric in any way, shape, or form. Not even a hybrid,” said CEO and founder Victor Muller. With most small carmakers moving to hybrids or full EVs, the decision to forego electrification is refreshing. Spyker is sticking to what made it different: mechanical feel, real engine sound, and a driving experience you can actually sense. There are signs this car might be related to the C8 Preliator concept from 2016, but it could also be built on a new platform. The team working on it combines original Spyker specialists with new engineers, so both experience and new ideas are going into the project. Spyker Cars A Tight TimelineThe schedule is tight, however. The first car is supposed to be ready for Pebble Beach this August, with assembly happening in both the UK and the Netherlands. The development chassis is chassis 270, suggesting production will be very limited. At the time of writing, Spyker Cars has just over 100 days to prepare for its return (yes, the company has a countdown timer on its website). That pace shows both the pressure and the chance Spyker sees. The supercar world is more crowded now, with big names and new electric brands raising the bar. This comeback seems more focused than previous ones. The goals are clearer, and there’s less confusion about what the car is supposed to be. Still, given Spyker’s track record, it’s hard to be sure until real cars reach buyers. If everything goes as planned, this could finally be a real return for one of the more unique names in performance cars. If not, it might just be another almost-comeback for Spyker. Spyker Cars View the 3 images of this gallery on the original article View the full article

Rethinking One of EVs’ Biggest DrawbacksBattery weight remains one of the biggest hurdles for EVs. Yes, larger packs offer better range, but they also add weight, hurting efficiency and handling. Solid-state batteries hold promise, but for now, automakers are rethinking how batteries are packaged. Mercedes-Benz is taking a different route. A recent patent (USPTO no. 12614774, published April 2026, if you want to check) lays out a new way to mount battery modules inside an EV pack. Instead of loading up on bolts, brackets, or just one kind of adhesive, Mercedes is looking at a more specialized bonding method. Mercedes-Benz Two Adhesives, Two JobsThe idea is simple: instead of asking one adhesive to do it all, Mercedes splits the job between two, each with its own purpose. The first adhesive goes under the battery module and is designed to pull heat away from the cells into the battery housing. It helps with cooling and also anchors the module in place. The second adhesive runs along the sides and is all about strength. It resists mechanical stress, so the module stays put whether you’re cruising or hitting rougher roads. Most current setups use screws or thick adhesive to handle both cooling and structure. By splitting the tasks, Mercedes lets each material do what it does best. The patent even points out that you can use less of the bottom adhesive, since it doesn’t have to hold everything together. The patent diagrams show a tray-style battery housing, with modules sitting on a base layer and lockable sides. It’s a tidier setup that cuts down on hardware and could make assembly easier. Mercedes-Benz Why It Might Matter in the Real WorldIf Mercedes brings this to production, there are some real-world perks. Fewer screws and heavy mounts mean less weight and a simpler build. Using less adhesive could also help keep costs in check. There’s also a service benefit. The side adhesive is strong but can be cut through, so a damaged module can be swapped out without tearing down the whole pack. That’s not always possible with today’s designs. Thermal management is another piece of the puzzle. By improving how heat is transferred away from the cells, the system could support more consistent performance and potentially extend battery life. As with most patents, it’s worth noting that this is not a guarantee of production. Automakers file a wide range of ideas, and only a portion of them make it into actual vehicles. Still, it offers a look at how Mercedes-Benz is thinking about refining EV fundamentals beyond just range and power figures. USPTO View the 3 images of this gallery on the original article View the full article

Revealed in production form earlier this year, the Red Bull RB17 is one of the most extreme hypercars ever conceived—just as you’d expect for a machine designed by Adrian Newey, who has designed winning Formula 1 cars for the likes of Williams and McLaren. The RB17, engineered to be even faster around a track than existing F1 cars, has just entered its final build phase. Rob Gray, RB17 technical director, also shared some of the exclusive design details about the car that will only see a 50-unit production run. A Carbon-Fiber Masterpiece Red Bull RB17 Red Bull Advanced Technologies View the 3 images of this gallery on the original article The Red Bull RB17 is being built in a former warehouse on the Red Bull estate in Milton Keys. The same site plays host to the new F1 wind tunnel for Red Bull Racing. Autocar had the opportunity to see the first near-complete passenger cell and tail section, while catching up with Gray at Red Bull’s headquarters. For a car capable of completing a lap at Spa around a second faster than an F1 machine, its conception came about almost by chance. Gray said the RB17 is “something Adrian drew when he was bored one year over Christmas.” It’s shaped up to be something much more serious since then. The 4.5-liter V10—developed by Cosworth—is paired with an electric motor. Combined, the system produces a staggering 1,200 horsepower, and that’s in a car that weighs around 1,984 pounds. Newey left Red Bull for Aston Martin in 2025, but continued to refine the car until the end of his tenure. One of those changes was a spine running down the engine cover, which directs exhaust gases to “blow” the bottom of the wing to increase downforce. According to Gray, this spine was “Adrian Newey’s parting gift, because it was a relatively late addition, which he asked for shortly before leaving, and required much development to cope with the thermal challenges that it presented.” How Much Does It Cost? Red Bull Advanced Technologies Each RB17 is expected to cost around £5 million, which works out to roughly $6.7 million. All 50 units have already been allocated, so the car has already proven to be successful. This level of performance and cost is occupied by only a few other exotics, such as the Aston Martin Valkyrie AMR Pro, GMA T.50S, and Pagani Huayra R. But, with claimed lap times that eclipse even an F1 machine, the RB17 will likely stand alone once it arrives and its performance credentials can be verified. Circuit testing and development sessions are set to start in a few weeks, with an official launch to take place sometime next spring. Although designed as a track-only car, hypercar modifier Lazante may produce a kit that will convert it for road use. This conversion could cost over $600,000 alone. Newey continues to follow the RB17’s progress and will likely visit the factory to see it up close at some stage. When it arrives, expect the RB17 to rewrite the rulebook for hypercars. View the full article

Winding DownWhenever a new generation model is announced and about to enter the market, it is only natural that the current model on sale be gradually phased out. Slowly is the key word here, because while most people will wait for the new model, some don't mind and need a car right now. Plus, it makes no sense for the brand to kill off the model completely and lose potential sales while waiting for the launch of the new car. GMC is doing just that with its pickup, the Sierra 1500. Zac Palmer Closing the BooksIt has come to light through GM Authority's report that GM is slowly winding down production and orders for the Sierra 1500 pickup. This is no surprise because the 2027 model is waiting in the wings to take over. While the slowdown will affect the entire Sierra range, GM is implementing it in batches, starting with other truck variants rather than a blanket production slowdown. In the report, the GMC Sierra 1500 can no longer be ordered in Regular or Double Cab configurations. According to the sources, the last production units of the Sierra 1500 Regular Cab are scheduled to roll off the line during the last week of June. The assembly plant for the Regular Cab Sierras is located in Mexico, while the Double Cab and Crew Cab are built in GM's plant in Indiana. GM Authority also points out that there are currently 64,000 Sierras in dealer lots or in transit across the nation. 3,100 of which are Regular Cabs, accounting for just 4.8% of the total inventory. Last April 2, GMC officially ceased production of the Double Cab Sierra 1500s. GMC Next Generation2026 is the final year for this generation of the GMC Sierra 1500 pickup. The all-new next-generation 2027 GMC Sierra 1500 is set to begin production in October 2026, the same date as the new Chevrolet Silverado 1500. Both pickups share many components and, for 2027, will have new styling, an overhauled interior, and new engine options. Zac Palmer View the full article

Japan's Rolls-RoyceLong before Lexus, Toyota was already building a series of premium and luxury vehicles, albeit for its home market for the most part. The Crown is one of those models, as well as the smaller Mark II, that the rest of the world knows better as the Cressida. But at the very top is the Century, the crown jewel of Aichi. The Century made was built to commemorate the 100th birthday of Toyota Industries founder, Sakichi Toyoda. Revealed in 1967, the car has since become associated with royalty, politics, and anything related to industrial and business powerhouses. The nameplate has been around for nearly 60 years, but it has only seen three all-new generations since then. Bring a Trailer A Low-Mile Piece of Japanese Automotive RoyaltyGiven that the Century is built in low volumes each year, there aren't many of these that end up in the used car market outside Japan. Factor in the 25-year import rule, and let's just say that there isn't a steady stream of these luxury limousines making it abroad. Still, some of the few that end up here are snapped up fairly quickly, which brings us to today's auction find from Bring a Trailer. What we have here is a 1997 model, so it's the first year of the second-generation version. This one should be of interest for those who think eight cylinders aren't enough, as what you're looking at here packs a 5.0-liter V12 - the sole option you can get for this era of Century. It's low-mileage, too, as the odometer reads just 43,864 kilometers at the time of posting. In freedom units, that's a mere 26,634, so it's not even broken in by Toyota standards. A good amount of work went into this car, too. Given its age, it was best to replace key components of the air suspension and braking system. As far as we can tell, the engine has a clean bill of health. Aftermarket bits include rear curtains and an exhaust system from Junction Produce. At the time of writing, the current bid is at $16,666. Bring a Trailer The Toyota Century: What You Need to KnowThe second-generation Century was built from 1997 to 2017, a remarkable production run that spanned 20 years. That said, its predecessor lasted for 30 years with few changes. The first-generation model packed a V8 engine, while the second upped the ante with Japan's only V12 to ever reach production. As for the current model, it reverts to a V8, but it's been given an electrified boost. The V12 in this model makes a rather conservative 276 hp, although that's because of Japan's gentlemen's agreement among automakers not to exceed that number, at least on paper. Export versions of the second-generation Century have a higher figure listed at 295 hp. Exterior and interior-wise, this version of the Century remained relatively unchanged, although an update in 2005 ditched the four-speed automatic for a six-speed unit, and other in-car entertainment upgrades were made later on in the model's life. Toyota produced fewer than 10,000 second-gen Century sedans over 20 years. Of the 9,753 built, about 100 were left-hand drive, some of which made it to the U.S. Of course, the Century nameplate has since expanded to include the inevitable SUV version, but it's also become a standalone brand. The Century brand will sit above Lexus and serve as Toyota's ultra-luxury arm, taking aim at Bentley and Rolls-Royce with a coupe reportedly in the works. Bring a Trailer Bring a Trailer View the 10 images of this gallery on the original article View the full article

Royal Enfield turns up the heat with the Guerrilla 450 Apex, adding real grip, sharper ergonomics, and a more aggressive feel. View the full article

Ford’s EV program took some major hits last year resulting in an $8.5 billion write-down. Among other things it’s killed the F-150 Lightning and scrapped plans for a 3-row SUV. But don’t count Ford out. In a major strategic shift, it’s investing billions more to develop a new line of low-cost EVs. And Autoblog was invited to get an inside look at the Universal Vehicle program before its 2027 launch. After taking an $8.5 billion write-down last year on its EV program one might expect Ford to steer clear of battery-electric vehicles. But, with the threat of new Chinese competitors looming ever more ominously, the Detroit automaker has launched a skunkworks program aimed at delivering a line-up of low-cost, long-range EVs. The “Universal Vehicle” project’s mandate is a bold one: team members told to rethink just about everything but the shape of the wheel. And, in the process, they’re getting ready to launch the most radical makeover of the assembly process since Henry Ford switched on the first moving assembly line on October 7, 1913. It’s a high-risk, multi-billion-dollar venture set to launch production sometime in 2027. And Ford offered Autoblog a chance to visit the project’s new campus in Long Beach, California where team members are given bounties to take the sort of risks automakers traditionally try to avoid at all cost. Isolate the Culture For his part, Alan Clarke admits he’s feeling “tons of pressure” these days. That shouldn’t come as a surprise considering that, in his role as Ford’s executive director of Advanced EV Development, he’s in charge of what’s arguably the most important project the automaker has launched in decades. It’s not the first time the Detroit automaker has taken risks. It pushed the limits with the original 1986 Taurus sedan and the GT supercar designed by another skunkworks program. Both were meant to show how a small team could transform a massive multinational into a nimble enterprise. Yet, Ford today still moves like a lumbering battleship in an era when little drones are becoming the weapon of choice. To give the Universal Vehicle project a better chance, Ford moved it to Long Beach, California, nearly 2,000 miles away from company headquarters in Michigan, explained Clarke. “Culture is local,” and the former Tesla engineer is determined to create an entirely new one from scratch. “Isolation has been incredibly important. Separate the culture and you separate the mindset.” A Growing TeamThere are currently about 500 members of the UV team and, even with another 100 soon to come onboard, that’s a fraction of the manpower normally found at a major car company. That said, the two buildings that make up the project’s campus are some of the most well-equipped in the Ford global system. There’s the requisite design studio equipped with the latest AI and virtual reality software, a battery lab that can simulate in days what would normally take months to test out. And the complex has one of just two closed dynamometers capable of recreating virtual any condition a future EV would be able to experience anywhere in the world, everything from the cold of an Arctic winter to the heat of a Saudi Arabian summer, complete with the light of a blazing Mideast sun. Better yet, “Everything is in close proximity,” noted designer Simona Merker, making it easy for team members to reach out to one another. In a number of instances, Ford has reversed its traditional approach which often relies on outside suppliers to do things like developing the look and feel of seats, noted Scott Anderson, the UEV seating chief. His team can cut its own prototype foam cushions and seat covers, for example, in some cases saving weeks of development time. “Fail fast”Like Clarke, each team member is under intense pressure. But not just to get things right. They’re encouraged to risks on new ideas under a “bounty” system Clarke’s management team has set up. In sharp contrast to Ford’s traditional risk aversion, there’s a recognition that not everything will work as planned. The key is to “find failures fast,” said hardware engineering manager Kevin Lundbert, then come up with something better. If it works as planned, Ford hopes to avoid the sort of hits it’s taken to its image in recent years. The company that long used the tagline, “Quality is Job One,” faced an industry-record 153 separate recalls in 2025 affecting nearly 13 million vehicles in the U.S. Beyond that, it’s been spending billions fixing all manner of quality problems. Quality really must be Job One with the Universal EV family. It can’t afford to repeat the eight separate recalls that the company’s recently discontinued F-150 Lightning has experienced since its launch four years ago. More for LessBut that’s just one part of the challenge. EV sales surged almost eightfold from 2019 to 2024, reaching about 8% of the U.S. market. But the industry ran into trouble then reaching out to more mainstream buyers considering the typical battery-electric vehicle cost about $5,000 more than a comparable gas model. The troubles only grew worse with the phase-out of federal tax credits last September. Ford CEO Jim Farley is convinced his company needs to shift focus from high-end EVs to affordable alternatives, the first of the Universal Vehicles expected to come in around $30,000 – though Ford has so far sidestepped offering specific numbers. Among the steps it’s taking: Universal EVs will use lithium-iron phosphate batteries, instead of more costly, trouble-prone lithium-ion technology found in most of today’s EVs. LFP chemistry has helped slash costs for Chinese EVs and, Ford claims, is quicker to charge and less prone to fires and other failures;Meanwhile, the packs will be more tightly packaged and serve as part of the actual structure of the vehicles they’re used in, simplifying construction;Using a centralized computer network eliminates scores of microprocessors scattered around the vehicle while also cutting nearly a mile of copper out of the wiring harness, saving over 20 pounds and over $100 in material alone.Holding Down Repair CostsFord also plans to adopt mega-castings – something already used by Tesla, as well as the Chinese, replacing dozens, even hundreds of stamped steel parts with a single cast piece of aluminum. While not the first to use megacasting, Ford is taking a novel approach developed in cooperation with the insurance industry. Megacastings are notoriously difficult and expensive to repair. As an example of the UEV’s approach to creative thinking, body structures chief Vladimir Bogachuk, said each of these massive aluminum components will be marked with “cut lines,” showing where they can be cut, glued and welded back together, rather than leaving the service shop tech to try to figure things out on the fly. Back to the LineMore than 100 years since the first moving assembly line went into operation in Highland Park, Michigan, Clarke’s team has come up with what it’s billing as a revolutionary alternative at Ford’s Louisville Assembly Plant. On a traditional line, cars are built up, almost like Lego models, individual parts added atop one another as the vehicles rolls forward. Once a $2 billion makeover is completed at the Kentucky factory, Universal EVs will start out with three parallel lines, one pulling together the vehicle’s back end, another the front, the third putting together the cabin and floor, including the integral battery pack. Much like making a sandwich, those three pieces will be married together near the end of the line. There are “tens of prototypes” now running around the Long Beach campus and some other Ford locations, according to Clarke. That should grow to hundreds when the Louisville plant gets to try out the new process sometime later this year, with “saleable” vehicles expected to launch sometime in 2026 – though Clarke is notably wary about being too specific with his timetable. Finding “A Better Way” The auto industry is facing more turmoil than any time in decades, arguably more than at any time since Henry Ford first rolled out the Model T. Ford, in particular, has a variety of challenges to face. But, like the rest of the traditional industry, it’s also worrying about the prospects of facing a wave of new Chinese automakers already putting the U.S. in a pincer grip as brands like Geely, BYD and Chery expand in Mexico and launch in Canada. For Ford, it can no longer be business as usual, “We have to ask ourselves is this the way we do things because it’s always been done that way, or is there a better way to do that?” suggested engineer Scott Anderson. On paper, the Universal Vehicle certainly seems like that better way. We’ll have to wait at least another year, however, to see if it works as planned. View the full article