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Ahead of the 67th running of the Coca-Cola 600, an incredibly emotional moment unfolded on the grid for NASCAR's longest race. Just days removed from the tragic death of NASCAR legend Kyle Busch, his family arrived at the track to mourn with the rest of the garage. His brother and fellow Cup Series champion Kurt Busch was there, walking along with their parents, Tom and Gaye. Kyle's widow ...Keep readingView the full article

Mini’s Designer-Themed Cooper Arrives in AmericaAfter debuting at last year’s Japan Mobility Show, Mini Paul Smith Edition is now officially available in the US, following Mini’s earlier confirmation. The American launch took place at the Paul Smith Melrose store in Los Angeles, which makes sense for a car that’s as much about fashion as it is about British motoring. This isn’t the first time Mini and Sir Paul Smith have teamed up – their partnership goes back almost three decades. Some might remember the limited-edition classic Mini from the late ‘90s, the bright anniversary concepts, or the pared-down Mini Strip from five years ago. For 2026, the Paul Smith Edition keeps things familiar, using Smith’s “classic with a twist” style on the current Cooper lineup instead of starting from scratch. So if you’ve been waiting for this stylish Mini to show up in America, now’s your chance. Just be ready for a price that might give you pause. Mini What Exactly Do You Get?You can get the Paul Smith Edition on the Mini Cooper 2-Door, 4-Door, or Convertible. The look is more about small details than flashy colors. There’s a choice of Statement Grey, Inspired White, or Midnight Black Metallic, with Nottingham Green accents on the mirrors, grille, wheel hubs, and optional roof graphics – a nod to Paul Smith’s hometown. It also comes with unique 18-inch Night Flash Spoke Black wheels. Inside, there are Nightshade Blue sport seats in Vescin, a knitted dashboard, Paul Smith’s signature stripe on the steering wheel, and special display themes for the round infotainment screen. There’s also a handwritten “Hello” projected onto the pavement when you open the door, a rabbit graphic on the floor mat, and “Every day is a new beginning” etched into the door sill. Mini And Then There’s The PricingThe Paul Smith Edition is only available on gas-powered Cooper models with the Iconic Trim package, so you’re already looking at a higher starting price before adding the special edition. In the US, the Paul Smith package itself costs another $1,400, but you need to add the $4,100 Iconic Trim first. So a base Cooper 2-Door jumps from $29,500 to $35,000, and a Cooper S Convertible comes in at $43,400 before destination and fees. For what’s mainly a styling and exclusivity package, that’s a big step up. But then, designer collaborations are almost never cheap. Pre-orders start June 3, and cars should reach dealers in early August. Mini View the 7 images of this gallery on the original article View the full article

Mini’s Designer-Themed Cooper Arrives in AmericaAfter debuting at last year’s Japan Mobility Show, Mini Paul Smith Edition is now officially available in the US, following Mini’s earlier confirmation. The American launch took place at the Paul Smith Melrose store in Los Angeles, which makes sense for a car that’s as much about fashion as it is about British motoring. This isn’t the first time Mini and Sir Paul Smith have teamed up – their partnership goes back almost three decades. Some might remember the limited-edition classic Mini from the late ‘90s, the bright anniversary concepts, or the pared-down Mini Strip from five years ago. For 2026, the Paul Smith Edition keeps things familiar, using Smith’s “classic with a twist” style on the current Cooper lineup instead of starting from scratch. So if you’ve been waiting for this stylish Mini to show up in America, now’s your chance. Just be ready for a price that might give you pause. Mini What Exactly Do You Get?You can get the Paul Smith Edition on the Mini Cooper 2-Door, 4-Door, or Convertible. The look is more about small details than flashy colors. There’s a choice of Statement Grey, Inspired White, or Midnight Black Metallic, with Nottingham Green accents on the mirrors, grille, wheel hubs, and optional roof graphics – a nod to Paul Smith’s hometown. It also comes with unique 18-inch Night Flash Spoke Black wheels. Inside, there are Nightshade Blue sport seats in Vescin, a knitted dashboard, Paul Smith’s signature stripe on the steering wheel, and special display themes for the round infotainment screen. There’s also a handwritten “Hello” projected onto the pavement when you open the door, a rabbit graphic on the floor mat, and “Every day is a new beginning” etched into the door sill. Mini And Then There’s The PricingThe Paul Smith Edition is only available on gas-powered Cooper models with the Iconic Trim package, so you’re already looking at a higher starting price before adding the special edition. In the US, the Paul Smith package itself costs another $1,400, but you need to add the $4,100 Iconic Trim first. So a base Cooper 2-Door jumps from $29,500 to $35,000, and a Cooper S Convertible comes in at $43,400 before destination and fees. For what’s mainly a styling and exclusivity package, that’s a big step up. But then, designer collaborations are almost never cheap. Pre-orders start June 3, and cars should reach dealers in early August. Mini View the 7 images of this gallery on the original article View the full article

The Service Lane Is ChangingIt's no secret that some car owners prefer skipping their dealer in favor of aftermarket shops for service, often due to lower costs. A study from Ducker Carlisle backs that up, showing that quick lube shops performed better than dealerships from 2024 to 2025, as dealers lost more ground on both transactions and revenue. But despite the preference for aftermarket shops, the J.D. Power 2026 U.S. Aftermarket Service Index (ASI) Study showed that car owners still trust dealers more when it comes to maintaining peak vehicle performance and handling complex repairs. That is despite aftermarket providers consistently performing well in fixing issues correctly the first time. Customers Still Feel Wary At DealershipsThis behavior is perhaps interesting, given that car owners know dealerships may provide more thorough service, yet still choose aftermarket shops to save money. It highlights areas dealers may need to address to win customers back, including transparency, which remains a common reason some owners avoid dealerships. Many believe service advisors may push additional repairs or maintenance beyond what is necessary to boost profits. That’s something not usually associated with aftermarket service shops, especially dedicated service centers like quick lube shops, which primarily focus on oil changes. One common reason car owners bring their vehicles to dealerships is to take advantage of complimentary maintenance programs, with brands like Toyota offering coverage for up to two years or 25,000 miles, whichever comes first. After that period ends, many owners tend to switch to aftermarket service shops for lower costs. Trust Alone Is Not EnoughThe study could be interpreted as a sign that dealerships need to do better, as owners’ awareness of higher-quality service is not enough on its own. Affordability is becoming a broader issue across the car industry, with the average new-vehicle transaction price reaching around $50,000, so owners will inevitably look for ways to save money. Another finding from the study focused on which aftermarket service shops most satisfied owners. Based on responses from 10,572 vehicle owners surveyed from January to March 2026, Goodyear Auto Service ranked highest in the full-service maintenance and repair category, Express Oil Change & Tire Engineers led quick oil changes, and Meineke Car Care Centers topped tire replacement. Getty View the full article

The Service Lane Is ChangingIt's no secret that some car owners prefer skipping their dealer in favor of aftermarket shops for service, often due to lower costs. A study from Ducker Carlisle backs that up, showing that quick lube shops performed better than dealerships from 2024 to 2025, as dealers lost more ground on both transactions and revenue. But despite the preference for aftermarket shops, the J.D. Power 2026 U.S. Aftermarket Service Index (ASI) Study showed that car owners still trust dealers more when it comes to maintaining peak vehicle performance and handling complex repairs. That is despite aftermarket providers consistently performing well in fixing issues correctly the first time. Customers Still Feel Wary At DealershipsThis behavior is perhaps interesting, given that car owners know dealerships may provide more thorough service, yet still choose aftermarket shops to save money. It highlights areas dealers may need to address to win customers back, including transparency, which remains a common reason some owners avoid dealerships. Many believe service advisors may push additional repairs or maintenance beyond what is necessary to boost profits. That’s something not usually associated with aftermarket service shops, especially dedicated service centers like quick lube shops, which primarily focus on oil changes. One common reason car owners bring their vehicles to dealerships is to take advantage of complimentary maintenance programs, with brands like Toyota offering coverage for up to two years or 25,000 miles, whichever comes first. After that period ends, many owners tend to switch to aftermarket service shops for lower costs. Trust Alone Is Not EnoughThe study could be interpreted as a sign that dealerships need to do better, as owners’ awareness of higher-quality service is not enough on its own. Affordability is becoming a broader issue across the car industry, with the average new-vehicle transaction price reaching around $50,000, so owners will inevitably look for ways to save money. Another finding from the study focused on which aftermarket service shops most satisfied owners. Based on responses from 10,572 vehicle owners surveyed from January to March 2026, Goodyear Auto Service ranked highest in the full-service maintenance and repair category, Express Oil Change & Tire Engineers led quick oil changes, and Meineke Car Care Centers topped tire replacement. Getty View the full article

More Exciting Ferraris Ahead?Judging by the number of trademark filings Ferrari applied for, it seems that the Italian automaker is going to be very busy in the next couple of years. First spotted by CarBuzz, the folks from Maranello recently filed 10 trademark applications, and these names might make their way onto real cars soon. What to expect? Some classic names appear, along with an expanded F80 range, and possibly more hardcore models. Whether those names will be used remains up in the air, but one can say that Ferrari is definitely up to something. Ferrari The Possible F80 Extended FamilyThe F80 is currently Ferrari's top hypercar, and if the company is sticking to tradition, there could be several more versions of it down the line. Per the documents, Ferrari is trying to register the names F80 Targa and F80 Roadster, hinting that the company is, at the very least, considering a topless version of its flagship. It appears that Ferrari is also toying with the idea of a rebodied F80 as the names F80 MM and F80 MM Aperta suggest, the latter possibly being an open-top model. Again, these filings don't necessarily mean that these cars will be a reality, but it's interesting to see that we could see different versions of the hypercar. Ferrari Hardcore ModelsCarBuzz also unearthed the names F80XX and FXX80, floating the idea of an F80 in line with the previous track-only specials, the FXX based on the Enzo and FXX-K based on the LaFerrari. This one might have a good chance of happening, and at least Ferrari has the option to choose between two names once it's time to build it. Also seen were the names 296 Challenge Stradale and 296 CS. This is much closer to reality, as spy shots of winged 296 cars have been published a couple of times already. That model didn't have an official name, but the recent trademark filing might as well confirm it. A more focused version of the 12Cilindri might also be on the cards. Ferrari would also like to register 12Cilindri GTO, and once approved, it gives the brand the option to call its hardcore V12 grand tourer that name should it decide to build it. The last time the Prancing Horse applied that suffix was in the 599, and it might be a good time to bring it back. Derek Cornelissen/Instagram A New Hypercar Coming?Among all the names that were filed, it's the FX100 and/or FX-100 that caught our attention. At the moment, we have the F80 and SF90, so the FX100/FX-100 might be something truly special. It's unknown what it could be as it's just a name suggestion, but we reckon there are two possibilities. The first one is that it could be yet another hypercar. The thing is, Ferrari takes about a decade to roll out a halo model. If you take a look at the years between the F40, F50, Enzo, LaFerrari, and F80, you'll spot the pattern. It might be too soon for another limited-run flagship, which leads us to the second possible use for the name. The name could be used for a race car, whether for Formula 1 or endurance racing. Ferrari will be celebrating its 100th year in motorsport in 2029, and it does make sense to use it for the company's racing program. Either way, Ferrari is guarding that name as early as now for good measure. James Moy Photography/Getty Images View the full article

More Exciting Ferraris Ahead?Judging by the number of trademark filings Ferrari applied for, it seems that the Italian automaker is going to be very busy in the next couple of years. First spotted by CarBuzz, the folks from Maranello recently filed 10 trademark applications, and these names might make their way onto real cars soon. What to expect? Some classic names appear, along with an expanded F80 range, and possibly more hardcore models. Whether those names will be used remains up in the air, but one can say that Ferrari is definitely up to something. Ferrari The Possible F80 Extended FamilyThe F80 is currently Ferrari's top hypercar, and if the company is sticking to tradition, there could be several more versions of it down the line. Per the documents, Ferrari is trying to register the names F80 Targa and F80 Roadster, hinting that the company is, at the very least, considering a topless version of its flagship. It appears that Ferrari is also toying with the idea of a rebodied F80 as the names F80 MM and F80 MM Aperta suggest, the latter possibly being an open-top model. Again, these filings don't necessarily mean that these cars will be a reality, but it's interesting to see that we could see different versions of the hypercar. Ferrari Hardcore ModelsCarBuzz also unearthed the names F80XX and FXX80, floating the idea of an F80 in line with the previous track-only specials, the FXX based on the Enzo and FXX-K based on the LaFerrari. This one might have a good chance of happening, and at least Ferrari has the option to choose between two names once it's time to build it. Also seen were the names 296 Challenge Stradale and 296 CS. This is much closer to reality, as spy shots of winged 296 cars have been published a couple of times already. That model didn't have an official name, but the recent trademark filing might as well confirm it. A more focused version of the 12Cilindri might also be on the cards. Ferrari would also like to register 12Cilindri GTO, and once approved, it gives the brand the option to call its hardcore V12 grand tourer that name should it decide to build it. The last time the Prancing Horse applied that suffix was in the 599, and it might be a good time to bring it back. Derek Cornelissen/Instagram A New Hypercar Coming?Among all the names that were filed, it's the FX100 and/or FX-100 that caught our attention. At the moment, we have the F80 and SF90, so the FX100/FX-100 might be something truly special. It's unknown what it could be as it's just a name suggestion, but we reckon there are two possibilities. The first one is that it could be yet another hypercar. The thing is, Ferrari takes about a decade to roll out a halo model. If you take a look at the years between the F40, F50, Enzo, LaFerrari, and F80, you'll spot the pattern. It might be too soon for another limited-run flagship, which leads us to the second possible use for the name. The name could be used for a race car, whether for Formula 1 or endurance racing. Ferrari will be celebrating its 100th year in motorsport in 2029, and it does make sense to use it for the company's racing program. Either way, Ferrari is guarding that name as early as now for good measure. James Moy Photography/Getty Images View the full article

The TeslaCybertruck looks unlike anything else on the road, so you don’t have to put in much effort to stand out in a sea of (mostly) bland-looking cars. But some people feel the need to make the Cybertruck look even more striking, and that’s where companies like Unplugged Performance come in. The aftermarket specialist has expanded its Tesla Cybertruck Upgrade Package lineup under the Up Invincible program with new products that improve the electric truck’s capability, stance, protection, lighting, and utility. The new packages are designed for the most affordable Cybertruck trim—the $70,000 Dual Motor All-Wheel-Drive—and target customers who want to upgrade their Cybertrucks for daily driving, off-road use, overlanding, utility, and to use as full expedition builds. Expedition-Ready And Armor Packages Unplugged Performance For example, the UP Invincible Expedition package combines protection, lighting, storage, and accessibility into a single expedition-ready build. The package includes a front bumper, bull bar, carbon fiber hood system, underbody armor, HD rock sliders, HD rear bumper with integrated side steps, rear swing arms with Molle panels, side sail Molle rack set, HD roof rack, and a 50-inch double-row high-output LED light bar. All these upgrades are bolt-on, fully reversible and engineered around Tesla’s multitude of factory cameras, sensors and UI. The complete Expedition Package is priced at $18,544.50. Unplugged Performance For buyers who want to enhance the stainless-steel truck's protection, the UP Invincible heavy-duty exterior armor packages replace vulnerable factory touchpoints with purpose-built protection designed for real-world use. Those who want a proven armor build can opt for the Heavy-Duty Base Protection Kit ($9,787.50) and Utility and Protection Package ($13,918.50) that offer rear savings over buying components individually. The "Pretty F'n Bright Light Package" Is Insane When it comes to upgrading the Cybertruck’s lighting package, Unplugged Performance offers a trail and utility illumination kit called Pretty F’n Bright Light Package ($6,984). The kit bundles UP’s most powerful LED systems (we’re not sure how other road users will feel about that at night) into a single install. Designed to integrate with the Cybertruck’s factory 48-volt architecture, the setup is said to cover near-field, mid-field, and long-range lighting for pretty much any driving scenario. Moving on, UP offers a Pursuit Package ($900) aimed at sharpening handling, improving control and building confidence on-road or off-road. Since the base Tesla Cybertruck does not have the same premium air suspension system found on higher-tier models, the Pursuit Package Stage 1 ($900) adds a 3-way adjustable rear sway bar with high-performance street and off-road brake pads to sharpen body control and fade resistance. Stage 2 adds brake rotors and additional suspension tuning, while Stage 3 delivers a complete chassis overhaul for owners who want to make the most of their Cybertruck on-road or off. A Wide Range Of 20-, 22-, And 24-Inch Wheel And Tire Packages Unplugged Performance Finally, Unplugged Performance offers a series of UP Forged wheel and tire combinations across 20-inch, 22-inch, and 24-inch fitments in multiple designs. A set of four wheels starts at $3,195. For off-road and overlanding, the UP-03 Beadlock Wheel and Tire Package is designed for serious terrain, ensuring maximum grip and trail resilience. Unplugged Performance For street and daily use, the Cybrhex (22 or 24 inches), Cybrspoke and Cybrnova packages offer bold looks, while for efficiency and durability, Unplugged Performance recommends the UP Forged UP-RW and UP.Fit Forged PD packages that are optimized for daily driving and maximizing range. All Unplugged Performance packages are available to order online and ship worldwide, with professional installation available at UP Technical Centers in Hawthorne, CA and Fremont, CA, or through its global network of authorized installers. Unplugged Performance View the full article

The TeslaCybertruck looks unlike anything else on the road, so you don’t have to put in much effort to stand out in a sea of (mostly) bland-looking cars. But some people feel the need to make the Cybertruck look even more striking, and that’s where companies like Unplugged Performance come in. The aftermarket specialist has expanded its Tesla Cybertruck Upgrade Package lineup under the Up Invincible program with new products that improve the electric truck’s capability, stance, protection, lighting, and utility. The new packages are designed for the most affordable Cybertruck trim—the $70,000 Dual Motor All-Wheel-Drive—and target customers who want to upgrade their Cybertrucks for daily driving, off-road use, overlanding, utility, and to use as full expedition builds. Expedition-Ready And Armor Packages Unplugged Performance For example, the UP Invincible Expedition package combines protection, lighting, storage, and accessibility into a single expedition-ready build. The package includes a front bumper, bull bar, carbon fiber hood system, underbody armor, HD rock sliders, HD rear bumper with integrated side steps, rear swing arms with Molle panels, side sail Molle rack set, HD roof rack, and a 50-inch double-row high-output LED light bar. All these upgrades are bolt-on, fully reversible and engineered around Tesla’s multitude of factory cameras, sensors and UI. The complete Expedition Package is priced at $18,544.50. Unplugged Performance For buyers who want to enhance the stainless-steel truck's protection, the UP Invincible heavy-duty exterior armor packages replace vulnerable factory touchpoints with purpose-built protection designed for real-world use. Those who want a proven armor build can opt for the Heavy-Duty Base Protection Kit ($9,787.50) and Utility and Protection Package ($13,918.50) that offer rear savings over buying components individually. The "Pretty F'n Bright Light Package" Is Insane When it comes to upgrading the Cybertruck’s lighting package, Unplugged Performance offers a trail and utility illumination kit called Pretty F’n Bright Light Package ($6,984). The kit bundles UP’s most powerful LED systems (we’re not sure how other road users will feel about that at night) into a single install. Designed to integrate with the Cybertruck’s factory 48-volt architecture, the setup is said to cover near-field, mid-field, and long-range lighting for pretty much any driving scenario. Moving on, UP offers a Pursuit Package ($900) aimed at sharpening handling, improving control and building confidence on-road or off-road. Since the base Tesla Cybertruck does not have the same premium air suspension system found on higher-tier models, the Pursuit Package Stage 1 ($900) adds a 3-way adjustable rear sway bar with high-performance street and off-road brake pads to sharpen body control and fade resistance. Stage 2 adds brake rotors and additional suspension tuning, while Stage 3 delivers a complete chassis overhaul for owners who want to make the most of their Cybertruck on-road or off. A Wide Range Of 20-, 22-, And 24-Inch Wheel And Tire Packages Unplugged Performance Finally, Unplugged Performance offers a series of UP Forged wheel and tire combinations across 20-inch, 22-inch, and 24-inch fitments in multiple designs. A set of four wheels starts at $3,195. For off-road and overlanding, the UP-03 Beadlock Wheel and Tire Package is designed for serious terrain, ensuring maximum grip and trail resilience. Unplugged Performance For street and daily use, the Cybrhex (22 or 24 inches), Cybrspoke and Cybrnova packages offer bold looks, while for efficiency and durability, Unplugged Performance recommends the UP Forged UP-RW and UP.Fit Forged PD packages that are optimized for daily driving and maximizing range. All Unplugged Performance packages are available to order online and ship worldwide, with professional installation available at UP Technical Centers in Hawthorne, CA and Fremont, CA, or through its global network of authorized installers. Unplugged Performance View the full article

The Clock Is TickingProduction of the 2026 model-year Buick Envision is reportedly set to end on August 28, according to GM Authority. The MY2026 model could be the final iteration of the current generation, as plans for MY2027 remain unclear, with a next-generation model expected in 2028. This development could be useful for buyers who may want to check out remaining inventory, possibly with aggressive discounts, or wait until the next-generation model arrives. What makes the latter more interesting is that it will reportedly be built at GM’s Fairfax Assembly plant in Kansas, rather than in China, where the current Envision is produced under the SAIC-GM partnership. That would spare the model from import tariffs and give GM more pricing flexibility. Buick Buick’s Compact Crossover BetThe Envision is a critical model in Buick’s lineup, given that it competes in the compact crossover market, a lucrative segment in the U.S. It is where top-selling models like the Toyota RAV4 compete, though the Envision occupies somewhat of a middle-ground position, as it is more premium than mainstream compact crossovers but not quite in the same luxury territory as models like the BMW X3. As such, it will be interesting to see how the next-generation model fares, especially once it is no longer subject to import tariffs. It is worth noting, however, that whether GM keeps the “Envision” badge remains to be seen. For buyers who do not want to wait, the report stated there were around 16,000 Envision units either in stock or in transit, equal to roughly 330 days of supply, so discounts and incentives could help move remaining inventory. There Is Still Metal To MoveThe 2026 Envision starts at $41,000 before destination fees and rises to $50,700 for the top-spec Avenir trim. A 228-horsepower 2.0-liter turbocharged engine and 9-speed automatic transmission come standard across the range, while the Avenir adds exclusive features such as 20-inch Pearl Nickel-finished wheels, ventilated seats, and premium Ebony upholstery. Aside from its planned production relocation to the U.S., not much is known about the next-generation Buick compact crossover. Still, that shift alone could help Buick reinforce its American identity while supporting more domestic manufacturing jobs. View the 3 images of this gallery on the original article View the full article

The Clock Is TickingProduction of the 2026 model-year Buick Envision is reportedly set to end on August 28, according to GM Authority. The MY2026 model could be the final iteration of the current generation, as plans for MY2027 remain unclear, with a next-generation model expected in 2028. This development could be useful for buyers who may want to check out remaining inventory, possibly with aggressive discounts, or wait until the next-generation model arrives. What makes the latter more interesting is that it will reportedly be built at GM’s Fairfax Assembly plant in Kansas, rather than in China, where the current Envision is produced under the SAIC-GM partnership. That would spare the model from import tariffs and give GM more pricing flexibility. Buick Buick’s Compact Crossover BetThe Envision is a critical model in Buick’s lineup, given that it competes in the compact crossover market, a lucrative segment in the U.S. It is where top-selling models like the Toyota RAV4 compete, though the Envision occupies somewhat of a middle-ground position, as it is more premium than mainstream compact crossovers but not quite in the same luxury territory as models like the BMW X3. As such, it will be interesting to see how the next-generation model fares, especially once it is no longer subject to import tariffs. It is worth noting, however, that whether GM keeps the “Envision” badge remains to be seen. For buyers who do not want to wait, the report stated there were around 16,000 Envision units either in stock or in transit, equal to roughly 330 days of supply, so discounts and incentives could help move remaining inventory. There Is Still Metal To MoveThe 2026 Envision starts at $41,000 before destination fees and rises to $50,700 for the top-spec Avenir trim. A 228-horsepower 2.0-liter turbocharged engine and 9-speed automatic transmission come standard across the range, while the Avenir adds exclusive features such as 20-inch Pearl Nickel-finished wheels, ventilated seats, and premium Ebony upholstery. Aside from its planned production relocation to the U.S., not much is known about the next-generation Buick compact crossover. Still, that shift alone could help Buick reinforce its American identity while supporting more domestic manufacturing jobs. View the 3 images of this gallery on the original article View the full article

Mirrors Are Still One of Driving’s Most Important Safety ToolsSide mirrors have come a long way. Beyond the usual glass, blind-spot warnings have been added, along with heating, auto-dimming, and even cameras. Some brands, like Lexus, have toyed with the idea of swapping traditional mirrors for cameras that display a live feed on small screens inside. US regulations still block this tech for now, but drivers in other countries are already using it. General Motors appears to be thinking one step beyond fixed digital mirrors. The automaker appears to be considering developing an adaptive digital rear-view mirror. First spotted by GM Authority, the patent was submitted to the US Patent and Trademark Office (look it up yourself using patent no. 20260124990) and published earlier this month. USPTO A Side Mirror That Changes With YouGM’s patent sounds like any other digital mirror at first glance. Most camera-based mirrors just show a live video feed, like a TV screen. The image stays put unless you move the camera or adjust the display yourself. GM’s idea, however, works differently. The system tracks your head position, eye movement, and even what’s happening around the car. It then picks the most useful part of a wide camera view to show you. Instead of making you work around blind spots, the display adapts to you as you drive. In real-world use, the display could change its focus depending on where you look. If you lean to check traffic or turn your head for a lane change, the image moves to show more of that area. The patent diagrams break the camera view into sections, and the system selects the section you need based on your head and eye movements. Unlike today’s digital mirrors, this setup acts more like a smart assistant than a simple screen. USPTO View the 2 images of this gallery on the original article A Smart Idea, But Still Just an IdeaOn paper, GM’s adaptive mirror could make blind spots less of a problem, especially as cars rely more on sensors and cameras. It might also help drivers stay aware of traffic around them without having to lean or make big movements to see past obstacles. Then again, the idea does raise some concerns. Some drivers might like a mirror that follows their eyes, but others may want the predictability of a regular mirror or a fixed digital view. Whether the shifting image will feel natural on the road is something only real-world testing can answer. Then again, as always, a patent doesn’t mean this will show up in showrooms. Automakers file ideas all the time, and many never make it past the drawing board. For now, GM’s adaptive side mirror is just a glimpse at future tech – no matter how problematic it is for us as users. USPTO View the 2 images of this gallery on the original article View the full article

Mirrors Are Still One of Driving’s Most Important Safety ToolsSide mirrors have come a long way. Beyond the usual glass, blind-spot warnings have been added, along with heating, auto-dimming, and even cameras. Some brands, like Lexus, have toyed with the idea of swapping traditional mirrors for cameras that display a live feed on small screens inside. US regulations still block this tech for now, but drivers in other countries are already using it. General Motors appears to be thinking one step beyond fixed digital mirrors. The automaker appears to be considering developing an adaptive digital rear-view mirror. First spotted by GM Authority, the patent was submitted to the US Patent and Trademark Office (look it up yourself using patent no. 20260124990) and published earlier this month. USPTO A Side Mirror That Changes With YouGM’s patent sounds like any other digital mirror at first glance. Most camera-based mirrors just show a live video feed, like a TV screen. The image stays put unless you move the camera or adjust the display yourself. GM’s idea, however, works differently. The system tracks your head position, eye movement, and even what’s happening around the car. It then picks the most useful part of a wide camera view to show you. Instead of making you work around blind spots, the display adapts to you as you drive. In real-world use, the display could change its focus depending on where you look. If you lean to check traffic or turn your head for a lane change, the image moves to show more of that area. The patent diagrams break the camera view into sections, and the system selects the section you need based on your head and eye movements. Unlike today’s digital mirrors, this setup acts more like a smart assistant than a simple screen. USPTO View the 2 images of this gallery on the original article A Smart Idea, But Still Just an IdeaOn paper, GM’s adaptive mirror could make blind spots less of a problem, especially as cars rely more on sensors and cameras. It might also help drivers stay aware of traffic around them without having to lean or make big movements to see past obstacles. Then again, the idea does raise some concerns. Some drivers might like a mirror that follows their eyes, but others may want the predictability of a regular mirror or a fixed digital view. Whether the shifting image will feel natural on the road is something only real-world testing can answer. Then again, as always, a patent doesn’t mean this will show up in showrooms. Automakers file ideas all the time, and many never make it past the drawing board. For now, GM’s adaptive side mirror is just a glimpse at future tech – no matter how problematic it is for us as users. USPTO View the 2 images of this gallery on the original article View the full article

Cupra’s Next Big SwingA report from Autocar shows that Cupra, one of the brands under Volkswagen Group, is planning to enter the premium compact crossover segment with the Tindaya. That is the same space where models like the BMW iX3 and Volvo EX60 compete, a category that typically serves as a major volume driver for automakers. Cupra has plans to enter the U.S. market, though that has reportedly been delayed. Even if the Tindaya itself is not confirmed for America, its expected use of Volkswagen Group’s new Scalable Systems Platform, or SSP, could still indirectly influence future Volkswagen, Audi, and Porsche EVs built on the same architecture. It will be interesting to see Cupra’s take on the platform, especially since SSP has also been delayed as Volkswagen works to refine it to ensure its next-gen models are more competitive, though it may have contributed to the group falling behind in the EV race. Seat-Cupra The Platform Meant To Power VW’s Next EraAudi will be the first Volkswagen Group brand to use SSP, though the debut model remains unclear. Porsche is next in line, with Cupra eventually benefiting from the architecture. The Tindaya could use a fully electric powertrain instead of the 489-horsepower range-extender setup seen in the concept, though the platform has reportedly been engineered to accommodate powertrains with a combustion element as demand shifts. If Cupra retained a range-extender setup, the Tindaya could be a good fit for the U.S. market, as this type of powertrain can help reduce anxiety during long interstate trips, where EV infrastructure may still be lacking. That could explain why brands like Ram and Ford are shifting some of their all-electric truck programs toward EREVs instead. Seat-Cupra Flexibility Is The New StrategyIf there is one thing the EV market has taught automakers, it is that doubling down on an entirely new powertrain can be risky, with Porsche taking a $3.5 billion EV-related hit last year. As such, the report stated that Cupra wants to stay flexible, with Seat-Cupra CEO Markus Haupt saying: “But which powertrains will we have in the end? It’s a decision we have not taken now, and we want to stay flexible as long as possible, because when the car hits the streets, we need to ensure that it has the right powertrains for our markets, for our customers.” Despite targeting the BMW iX3 with the Tindaya, Cupra says it plans to retain its sporty ethos rather than go mainstream. That could make the Tindaya one of Volkswagen Group’s more aggressive-looking electrified crossovers yet, with the model forming part of the company’s push for a 3% global market share by 2030. Seat-Cupra View the 3 images of this gallery on the original article View the full article

Cupra’s Next Big SwingA report from Autocar shows that Cupra, one of the brands under Volkswagen Group, is planning to enter the premium compact crossover segment with the Tindaya. That is the same space where models like the BMW iX3 and Volvo EX60 compete, a category that typically serves as a major volume driver for automakers. Cupra has plans to enter the U.S. market, though that has reportedly been delayed. Even if the Tindaya itself is not confirmed for America, its expected use of Volkswagen Group’s new Scalable Systems Platform, or SSP, could still indirectly influence future Volkswagen, Audi, and Porsche EVs built on the same architecture. It will be interesting to see Cupra’s take on the platform, especially since SSP has also been delayed as Volkswagen works to refine it to ensure its next-gen models are more competitive, though it may have contributed to the group falling behind in the EV race. Seat-Cupra The Platform Meant To Power VW’s Next EraAudi will be the first Volkswagen Group brand to use SSP, though the debut model remains unclear. Porsche is next in line, with Cupra eventually benefiting from the architecture. The Tindaya could use a fully electric powertrain instead of the 489-horsepower range-extender setup seen in the concept, though the platform has reportedly been engineered to accommodate powertrains with a combustion element as demand shifts. If Cupra retained a range-extender setup, the Tindaya could be a good fit for the U.S. market, as this type of powertrain can help reduce anxiety during long interstate trips, where EV infrastructure may still be lacking. That could explain why brands like Ram and Ford are shifting some of their all-electric truck programs toward EREVs instead. Seat-Cupra Flexibility Is The New StrategyIf there is one thing the EV market has taught automakers, it is that doubling down on an entirely new powertrain can be risky, with Porsche taking a $3.5 billion EV-related hit last year. As such, the report stated that Cupra wants to stay flexible, with Seat-Cupra CEO Markus Haupt saying: “But which powertrains will we have in the end? It’s a decision we have not taken now, and we want to stay flexible as long as possible, because when the car hits the streets, we need to ensure that it has the right powertrains for our markets, for our customers.” Despite targeting the BMW iX3 with the Tindaya, Cupra says it plans to retain its sporty ethos rather than go mainstream. That could make the Tindaya one of Volkswagen Group’s more aggressive-looking electrified crossovers yet, with the model forming part of the company’s push for a 3% global market share by 2030. Seat-Cupra View the 3 images of this gallery on the original article View the full article

An Early MisstepWhile Nissan plans to introduce new body-on-frame models in the U.S., the automaker is taking a more electrified approach in China. However, two of its newest entries, the N7 and N6, hit an early setback after being recalled by China’s State Administration for Market Regulation (SAMR) over a pedal-related issue. According to CarNewsChina, the N7 electric vehicle and N6 plug-in hybrid could develop wear inside the accelerator pedal assembly over time. The design-related defect could affect the pedal return operation, increasing the risk of a crash. This safety campaign, published on May 22, covers nearly 70,000 vehicles, including 49,465 N7 units and 18,800 N6 units. Nissan Trouble Beneath The AcceleratorBoth the N7 and N6 compete in China’s sedan market, a segment where Nissan has struggled to gain traction in the U.S. Their positioning also shows how different market preferences can shape an automaker’s lineup. In China, the two models are part of Nissan’s broader local EV push in a highly competitive market led by players such as BYD, which globally outsold Tesla in BEVs last year. So far, the regulator has not disclosed any reported crashes or injuries related to the issue. As part of the remedy, Dongfeng Motor Co., Nissan’s partner in China, will replace the accelerator pedal assembly in affected vehicles. Affected N6 units will also receive a revised brake pedal assembly designed to match the updated pedal shape. As with most recalls, the service will be performed free of charge. The company will begin servicing affected units on May 25. Nissan A Different Market, A Different NissanThe N7 and N6 are unlikely to make their way to the U.S., not only because of Nissan’s differing regional strategies, but also because of America’s continued resistance to Chinese-made vehicles. That stands in contrast to Canada, which is allowing a limited number of EVs from China, a move the U.S. has criticized. Part of the pushback stems from national security concerns over data privacy and the threat to the domestic industry, especially as Chinese-made cars remain highly affordable. The N6 PHEV, for instance, starts at 89,800 yuan, or about $13,200 at current exchange rates. Meanwhile, the N7, along with the NX8 SUV, could reportedly be introduced in neighboring North American markets such as Canada and Mexico. Nevertheless, Nissan is finding its footing again in the U.S., having been the fastest-growing mainstream automotive brand in the country last fiscal year thanks to SUV and pickup truck models such as the Armada and Frontier. Its electrified lineup, however, is currently limited to the Leaf after the Ariya was discontinued following the 2025 model year. Nissan N6 Nissan View the 3 images of this gallery on the original article View the full article

An Early MisstepWhile Nissan plans to introduce new body-on-frame models in the U.S., the automaker is taking a more electrified approach in China. However, two of its newest entries, the N7 and N6, hit an early setback after being recalled by China’s State Administration for Market Regulation (SAMR) over a pedal-related issue. According to CarNewsChina, the N7 electric vehicle and N6 plug-in hybrid could develop wear inside the accelerator pedal assembly over time. The design-related defect could affect the pedal return operation, increasing the risk of a crash. This safety campaign, published on May 22, covers nearly 70,000 vehicles, including 49,465 N7 units and 18,800 N6 units. Nissan Trouble Beneath The AcceleratorBoth the N7 and N6 compete in China’s sedan market, a segment where Nissan has struggled to gain traction in the U.S. Their positioning also shows how different market preferences can shape an automaker’s lineup. In China, the two models are part of Nissan’s broader local EV push in a highly competitive market led by players such as BYD, which globally outsold Tesla in BEVs last year. So far, the regulator has not disclosed any reported crashes or injuries related to the issue. As part of the remedy, Dongfeng Motor Co., Nissan’s partner in China, will replace the accelerator pedal assembly in affected vehicles. Affected N6 units will also receive a revised brake pedal assembly designed to match the updated pedal shape. As with most recalls, the service will be performed free of charge. The company will begin servicing affected units on May 25. Nissan A Different Market, A Different NissanThe N7 and N6 are unlikely to make their way to the U.S., not only because of Nissan’s differing regional strategies, but also because of America’s continued resistance to Chinese-made vehicles. That stands in contrast to Canada, which is allowing a limited number of EVs from China, a move the U.S. has criticized. Part of the pushback stems from national security concerns over data privacy and the threat to the domestic industry, especially as Chinese-made cars remain highly affordable. The N6 PHEV, for instance, starts at 89,800 yuan, or about $13,200 at current exchange rates. Meanwhile, the N7, along with the NX8 SUV, could reportedly be introduced in neighboring North American markets such as Canada and Mexico. Nevertheless, Nissan is finding its footing again in the U.S., having been the fastest-growing mainstream automotive brand in the country last fiscal year thanks to SUV and pickup truck models such as the Armada and Frontier. Its electrified lineup, however, is currently limited to the Leaf after the Ariya was discontinued following the 2025 model year. Nissan N6 Nissan View the 3 images of this gallery on the original article View the full article

Proving GroundsThe Nürburgring is the definitive proving grounds for all major manufacturers around the world. No performance model that wants to be taken seriously can avoid completing some sort of testing on the infamous track; even more street cred is given to cars that post competitive times, beating competitors and giving owners bragging rights. BMW, being a German manufacturer, has the advantage of being in close proximity to the track and has, over the years, used it to test upcoming performance models. Recently spotted on track is a curious-looking BMW, but beneath the surface is a true competition model. BMW Speedtop TestingPosted on YouTube by Carspotter Jeroen, the video shows a camouflaged car going around the Nürburgring. What gives it away as a BMW is the recognizable kidney grille design. Although heavily wrapped, the car's shape is unmistakable. What we're seeing is BMW testing the upcoming limited-run Speedtop model. We see the car being driven at various speeds in the video, but one thing is for sure: apart from being a looker, BMW wants this car to be quick and sporty as well. The BMW Speedtop is a very exclusive two-door shooting brake (luxury wagon) based on the BMW M8 Competition platform, giving it genuine performance capabilities. It was first revealed as a design concept last year at the 2025 Concorso d'Eleganza Villa d'Este and was eventually approved by the brand as a full production model with a very limited run of just 70 units. Deliveries for the Speedtop are set to begin sometime this year, with no definite date yet, although the testing footage indicates it could be soon. BMW might have just made the right call putting it into production, considering all units have already been "spoken for," despite the high estimated prices of $500,000. What makes the Speedtop truly unique is that this car uses a lot of coachbuilding techniques, the lost art of bespoke luxury car building. In fact, the Speedtop is a second iteration of the Skytop targa model built in 2024. YoutTube/Carspotter Jeroen View the 3 images of this gallery on the original article Bespoke PerformanceThere are many cool design elements incorporated into the Speedtop. BMW says they drew inspiration for the shooting brake design from the Z3 M Coupe "Clown Shoe" and the iconic Z8. Its front fascia has a sharp shark-nose front end and the slimmest LED lights BMW has ever used. It even comes with exclusive luggage, a three-piece custom-made-to-measure leather bag by Italian brand Schedoni. Unique to this car is the use of a non-electrified powerplant; the Speedtop is powered by a 4.4-liter twin-turbocharged V8 that makes 617 horsepower and is paired with an 8-speed automatic that sends power to an all-wheel-drive system. YoutTube/Carspotter Jeroen View the full article

Proving GroundsThe Nürburgring is the definitive proving grounds for all major manufacturers around the world. No performance model that wants to be taken seriously can avoid completing some sort of testing on the infamous track; even more street cred is given to cars that post competitive times, beating competitors and giving owners bragging rights. BMW, being a German manufacturer, has the advantage of being in close proximity to the track and has, over the years, used it to test upcoming performance models. Recently spotted on track is a curious-looking BMW, but beneath the surface is a true competition model. BMW Speedtop TestingPosted on YouTube by Carspotter Jeroen, the video shows a camouflaged car going around the Nürburgring. What gives it away as a BMW is the recognizable kidney grille design. Although heavily wrapped, the car's shape is unmistakable. What we're seeing is BMW testing the upcoming limited-run Speedtop model. We see the car being driven at various speeds in the video, but one thing is for sure: apart from being a looker, BMW wants this car to be quick and sporty as well. The BMW Speedtop is a very exclusive two-door shooting brake (luxury wagon) based on the BMW M8 Competition platform, giving it genuine performance capabilities. It was first revealed as a design concept last year at the 2025 Concorso d'Eleganza Villa d'Este and was eventually approved by the brand as a full production model with a very limited run of just 70 units. Deliveries for the Speedtop are set to begin sometime this year, with no definite date yet, although the testing footage indicates it could be soon. BMW might have just made the right call putting it into production, considering all units have already been "spoken for," despite the high estimated prices of $500,000. What makes the Speedtop truly unique is that this car uses a lot of coachbuilding techniques, the lost art of bespoke luxury car building. In fact, the Speedtop is a second iteration of the Skytop targa model built in 2024. YoutTube/Carspotter Jeroen View the 3 images of this gallery on the original article Bespoke PerformanceThere are many cool design elements incorporated into the Speedtop. BMW says they drew inspiration for the shooting brake design from the Z3 M Coupe "Clown Shoe" and the iconic Z8. Its front fascia has a sharp shark-nose front end and the slimmest LED lights BMW has ever used. It even comes with exclusive luggage, a three-piece custom-made-to-measure leather bag by Italian brand Schedoni. Unique to this car is the use of a non-electrified powerplant; the Speedtop is powered by a 4.4-liter twin-turbocharged V8 that makes 617 horsepower and is paired with an 8-speed automatic that sends power to an all-wheel-drive system. YoutTube/Carspotter Jeroen View the full article

Layne Riggs won the time-constrained NASCAR Craftsman Truck Series race, after three postponements due to rain pushed the Friday night event to Sunday morning. This is Riggs' seventh career win and his second of the 2026 season, driving the No. 34 Front Row Motorsports Ford at Charlotte Motor Speedway. Kaden Honeycutt finished second, Connor Zilisch third, Ben Rhodes fourth, and Gio Ruggiero ...Keep readingView the full article

The First Front-Engined Porsche Turns 50Porsche may be one of the biggest brands in the world these days, but in the '70s, it was at a crossroads. Sure, the 911 was pulling its weight, and the 914 was doing well on its own. However, the lineup was aging, and the oil crisis didn't help matters. Porsche needed a new car that not only could capture volume but also embody the spirit of the brand in a more attainable package. The result was the Porsche 924, and it did more than enough to keep the cash flowing through Porsche and hang on for over a decade. The 924 turns 50 in 2026, and what followed was a series of front-engined models that would keep the company stable for over a decade. Porsche Project 425The story starts with Project 425, a joint project between Volkswagen and Porsche. It was meant to be Volkswagen's flagship sports car and Porsche's entry-level model. Written by Harm Lagaay (in his mid-20s), work on the car began in the early '70s, with Porsche handling a good chunk of the development. That's mainly because VW didn't have much experience building anything remotely sporty. Predictably, the oil crisis threw everything in disarray, and VW abandoned the 425 in favor of building something else. That 'something else' ended up becoming the Scirocco, itself based on the Golf. Porsche actually had to buy the design from VW just so the project wouldn't go to waste. It was allowed to continue for as long as the VW-Audi 2.0-liter engine was to be used in the final product. After a couple more years of development, the 924 made its world premiere in late 1975, and production commenced in 1976. Porsche The Initial SpecsAt first, just one engine option was offered. For the European market, the 2.0-liter engine made 123 hp, which was actually decent by the standards of the mid-'70s. That's mainly thanks to the engine's use of fuel injection, extracting a good amount of horsepower from its small capacity. However, the North American versions were kneecapped at a middling 92 hp due to emissions regulations. It's a common misconception that the engine came from a VW light truck, but its design originated from NSU and was further developed by Audi. In '76, the 924 was only offered with a four-speed manual. What made the 924 special was its layout. Sure, rear-wheel drive was common in those days, but it used a transaxle layout typically reserved for more expensive cars. It would be another nine years before another relatively accessible car adopted that system, in the form of the Alfa Romeo 75. Porsche Model EvolutionThe 924 was, for its time, a fine-handling car, but the car needed more pull. That was especially true for the North American versions that didn't even break the 100 hp mark. 0 to 60 times took over 10 seconds with a manual, with some estimates at 12.5 seconds. A higher-compression version for the U.S and Canadian markets was introduced in 1977, bumping it up to 110 hp. That same year, a three-speed automatic joined the lineup, and we can't imagine how sluggish those cars were. What the 924 needed was even more power, fitting for a vehicle with a Porsche badge. Thankfully, the company's executives had the same sentiments. So, in 1978, the 924 finally came with a turbo option. The European models put out 168 hp, far more than the standard version's 123 hp rating, and can knock 0 to 60 in the low-seven-second range. But, as always, North American models were choked by regulations, but it was still a welcome increase to 143 hp. Also, Porsche produced a limited-run model of the 924 called the Carrera GT, which eventually became the basis of the 944. VW stopped producing the 2.0-liter blocks for Porsche in 1984, as it was agreed that only 100,000 of those engines would be built. But when one door closes, another opens, which allowed the company to install a larger 2.5-liter under the hood of the 924. That block came from 944, albeit detuned to avoid overlap with its more expensive sibling. The U.S. didn't get the 924 for the '84 and '85 model years, only returning for '86. Now called the 928S, power was rated at 148 hp, and in its final model year of 1988, jumped to 158 hp. Porsche The 924 LegacyTo this day, there are still arguments about whether or not the 924 is a true Porsche model. We'll leave that up to the classic purists to argue amongst themselves, but we can't deny the impact that this model had on the company's history. Granted, the 928's development started a little earlier, but the more affordable 924 came out first, and it was the right car for the right time. Production spanned from 1976 to 1988, with over 150,000 cars produced in 12 years. We reckon that those numbers could've been higher had U.S sales not been paused for two years. Without the 924, there wouldn't be a 944, a model that proved even more successful than the car it was based upon. That model later evolved into the 968, and if we combine the sales of all the 924-based models, we're looking at nearly 340,000 cars in 19 years. Throw in the 928, which was its own thing, and the sales of the transaxle Porsche models went well past the 400,000 mark. It was more than enough to develop the 986 Boxster and 996 911, ensuring the brand would live on for much longer. Real Porsche or not, the 924 and its derivatives certainly did its part. While the Cayenne and Macan would eventually rake in more money for Stuttgart, those crossovers might not be around today if it weren't for the early front-engined models. Porsche Porsche View the 9 images of this gallery on the original article View the full article

The First Front-Engined Porsche Turns 50Porsche may be one of the biggest brands in the world these days, but in the '70s, it was at a crossroads. Sure, the 911 was pulling its weight, and the 914 was doing well on its own. However, the lineup was aging, and the oil crisis didn't help matters. Porsche needed a new car that not only could capture volume but also embody the spirit of the brand in a more attainable package. The result was the Porsche 924, and it did more than enough to keep the cash flowing through Porsche and hang on for over a decade. The 924 turns 50 in 2026, and what followed was a series of front-engined models that would keep the company stable for over a decade. Porsche Project 425The story starts with Project 425, a joint project between Volkswagen and Porsche. It was meant to be Volkswagen's flagship sports car and Porsche's entry-level model. Written by Harm Lagaay (in his mid-20s), work on the car began in the early '70s, with Porsche handling a good chunk of the development. That's mainly because VW didn't have much experience building anything remotely sporty. Predictably, the oil crisis threw everything in disarray, and VW abandoned the 425 in favor of building something else. That 'something else' ended up becoming the Scirocco, itself based on the Golf. Porsche actually had to buy the design from VW just so the project wouldn't go to waste. It was allowed to continue for as long as the VW-Audi 2.0-liter engine was to be used in the final product. After a couple more years of development, the 924 made its world premiere in late 1975, and production commenced in 1976. Porsche The Initial SpecsAt first, just one engine option was offered. For the European market, the 2.0-liter engine made 123 hp, which was actually decent by the standards of the mid-'70s. That's mainly thanks to the engine's use of fuel injection, extracting a good amount of horsepower from its small capacity. However, the North American versions were kneecapped at a middling 92 hp due to emissions regulations. It's a common misconception that the engine came from a VW light truck, but its design originated from NSU and was further developed by Audi. In '76, the 924 was only offered with a four-speed manual. What made the 924 special was its layout. Sure, rear-wheel drive was common in those days, but it used a transaxle layout typically reserved for more expensive cars. It would be another nine years before another relatively accessible car adopted that system, in the form of the Alfa Romeo 75. Porsche Model EvolutionThe 924 was, for its time, a fine-handling car, but the car needed more pull. That was especially true for the North American versions that didn't even break the 100 hp mark. 0 to 60 times took over 10 seconds with a manual, with some estimates at 12.5 seconds. A higher-compression version for the U.S and Canadian markets was introduced in 1977, bumping it up to 110 hp. That same year, a three-speed automatic joined the lineup, and we can't imagine how sluggish those cars were. What the 924 needed was even more power, fitting for a vehicle with a Porsche badge. Thankfully, the company's executives had the same sentiments. So, in 1978, the 924 finally came with a turbo option. The European models put out 168 hp, far more than the standard version's 123 hp rating, and can knock 0 to 60 in the low-seven-second range. But, as always, North American models were choked by regulations, but it was still a welcome increase to 143 hp. Also, Porsche produced a limited-run model of the 924 called the Carrera GT, which eventually became the basis of the 944. VW stopped producing the 2.0-liter blocks for Porsche in 1984, as it was agreed that only 100,000 of those engines would be built. But when one door closes, another opens, which allowed the company to install a larger 2.5-liter under the hood of the 924. That block came from 944, albeit detuned to avoid overlap with its more expensive sibling. The U.S. didn't get the 924 for the '84 and '85 model years, only returning for '86. Now called the 928S, power was rated at 148 hp, and in its final model year of 1988, jumped to 158 hp. Porsche The 924 LegacyTo this day, there are still arguments about whether or not the 924 is a true Porsche model. We'll leave that up to the classic purists to argue amongst themselves, but we can't deny the impact that this model had on the company's history. Granted, the 928's development started a little earlier, but the more affordable 924 came out first, and it was the right car for the right time. Production spanned from 1976 to 1988, with over 150,000 cars produced in 12 years. We reckon that those numbers could've been higher had U.S sales not been paused for two years. Without the 924, there wouldn't be a 944, a model that proved even more successful than the car it was based upon. That model later evolved into the 968, and if we combine the sales of all the 924-based models, we're looking at nearly 340,000 cars in 19 years. Throw in the 928, which was its own thing, and the sales of the transaxle Porsche models went well past the 400,000 mark. It was more than enough to develop the 986 Boxster and 996 911, ensuring the brand would live on for much longer. Real Porsche or not, the 924 and its derivatives certainly did its part. While the Cayenne and Macan would eventually rake in more money for Stuttgart, those crossovers might not be around today if it weren't for the early front-engined models. Porsche Porsche View the 9 images of this gallery on the original article View the full article

Near the end of Stage 2 of the thrice-postponed NASCAR Craftsman Truck Series race, Corey Day was involved in a scary and unusual crash on the backstretch. Day was brought into this race to drive the No. 7 Spire Motorsports entry following the shocking death of NASCAR legend Kyle Busch, who was only 41. Busch won last weekend's Truck race at Dover Motor Speedway, his 234th NASCAR ...Keep readingView the full article

Maranello hasn't offered a manual transmission since the 2012 Ferrari California ended production, and it hasn't seemed particularly willing to change that. However, a new patent filed with the United States Patent and Trademark Office, first noted by CarBuzz, suggests the drought could come to an end as we head deeper into the digital realm. The documentation describes designs for an electronic clutch, one that could provide a customized pedal feel for every driver. With manual-equipped classics always rising in price because of their scarce analog feel, it seems that Ferrari is looking for a way to provide a similar experience without the sacrifice of contemporary luxuries and amenities. Ferrari e-Clutch Would Be Physically Disconnected USPTO The patent shows that the digital clutch system would use sensors to detect when the left pedal is depressed and use a separate system to activate the clutch. Without a physical connection to the transmission, the feedback that makes driving a manual so enjoyable - the sensation of using that pedal to compress hydraulic fluid from the master cylinder against the slave cylinder, move the clutch release fork or throw-out bearing, and disengage the clutch plates from the flywheel and, by extension, the crankshaft - becomes considerably more sanitized - so Ferrari's patent intends to address this by adding a mechanical element back to the equation. Specifically, it suggests using a piston and spring with a "carefully calculated" cam profile where the pedal meets the piston. The deeper the clutch pedal is pushed, the more aggressive the cam profile becomes, increasing the effort. Existing e-clutch systems usually only use complex springs, so they feel, well, springy. This should feel more like the build-up of hydraulic pressure. When you raise your foot, the process is reversed, maintaining that realistic sensation of progression. At least in theory. Ferrari also notes that the system is "relatively simple and economical," but why go to the effort at all? Several reasons, and not just EVs. Multiple Potential Applications for Ferrari's e-Clutch Patent Remi Dargegen / RM Sotheby's The obvious potential application is high-performance electric cars, like the imminent Ferrari Luce, Maranello's first all-electric product. Ferrari has already shown us the interior of that vehicle, which is clearly designed around two pedals, so another EV somewhere down the line could benefit. But we could see this system in combustion cars, too, using the automaker's dual-clutch automatic to offer the best of both worlds, just as the Koenigsegg CC850 does. The system could save weight and minimize the complexity of running a car's transmission and lines up or down a tunnel, using one transmission on the back of an engine for both front-mid and rear-mid-engine cars with minimal adaptation. And since the patent notes that existing e-clutches are not only complex but also cannot be adjusted, perhaps Ferrari is thinking of offering a means of personalizing the process. Related: Ferrari HC25 Is A One-Off V8 Roadster Built From The F8 Spider For the sort of customer who could afford a new, manual Ferrari, regardless of powertrain, the clutch pedal's resistance and engagement point could be specially tailored with just a revision of the cam lobe profile, or multiple lobes on one cam could likely be fitted to allow for a change of feel at the press of a button. Ferrari has already suggested that its most exclusive products may someday be specced with a manual again, and this could be how Ferrari maintains its high-tech image. Another potential win is that the system could feature a means of avoiding (or at least warning against) excess clutch slippage, potentially saving on service costs. Autoblog's Take on Ferrari's Electronic Clutch Patent Mathieu Heurtault / Gooding and Company Of course, the mere idea that a fake transmission be put in a Ferrari will have some purists reaching for a Zippo and a pitchfork, but this sort of thing could provide just the sort of efficiency gain and dopamine spike that is impossible to ignore in a six-, seven-, or eight-figure high-performance product, and if someone finds themelf shifting gears in a new car with a Prancing Horse shield on it, how that experience came to be matters little. Another point worth making is that Porsche is working along similar lines to Koenigsegg, and Hyundai is seeking to further improve its trend-setting simulated gearbox with the addition of a stick. Ferrari likes to pride itself on being at the cutting edge of performance technology, but as EVs have made four-figure horsepower outputs seem almost normal, something more than sheer numbers must be part of the emotional experience, even if some Ferrari execs turn up their noses at the thought of reviving the primitive practice of pushing three pedals. View the full article

Maranello hasn't offered a manual transmission since the 2012 Ferrari California ended production, and it hasn't seemed particularly willing to change that. However, a new patent filed with the United States Patent and Trademark Office, first noted by CarBuzz, suggests the drought could come to an end as we head deeper into the digital realm. The documentation describes designs for an electronic clutch, one that could provide a customized pedal feel for every driver. With manual-equipped classics always rising in price because of their scarce analog feel, it seems that Ferrari is looking for a way to provide a similar experience without the sacrifice of contemporary luxuries and amenities. Ferrari e-Clutch Would Be Physically Disconnected USPTO The patent shows that the digital clutch system would use sensors to detect when the left pedal is depressed and use a separate system to activate the clutch. Without a physical connection to the transmission, the feedback that makes driving a manual so enjoyable - the sensation of using that pedal to compress hydraulic fluid from the master cylinder against the slave cylinder, move the clutch release fork or throw-out bearing, and disengage the clutch plates from the flywheel and, by extension, the crankshaft - becomes considerably more sanitized - so Ferrari's patent intends to address this by adding a mechanical element back to the equation. Specifically, it suggests using a piston and spring with a "carefully calculated" cam profile where the pedal meets the piston. The deeper the clutch pedal is pushed, the more aggressive the cam profile becomes, increasing the effort. Existing e-clutch systems usually only use complex springs, so they feel, well, springy. This should feel more like the build-up of hydraulic pressure. When you raise your foot, the process is reversed, maintaining that realistic sensation of progression. At least in theory. Ferrari also notes that the system is "relatively simple and economical," but why go to the effort at all? Several reasons, and not just EVs. Multiple Potential Applications for Ferrari's e-Clutch Patent Remi Dargegen / RM Sotheby's The obvious potential application is high-performance electric cars, like the imminent Ferrari Luce, Maranello's first all-electric product. Ferrari has already shown us the interior of that vehicle, which is clearly designed around two pedals, so another EV somewhere down the line could benefit. But we could see this system in combustion cars, too, using the automaker's dual-clutch automatic to offer the best of both worlds, just as the Koenigsegg CC850 does. The system could save weight and minimize the complexity of running a car's transmission and lines up or down a tunnel, using one transmission on the back of an engine for both front-mid and rear-mid-engine cars with minimal adaptation. And since the patent notes that existing e-clutches are not only complex but also cannot be adjusted, perhaps Ferrari is thinking of offering a means of personalizing the process. Related: Ferrari HC25 Is A One-Off V8 Roadster Built From The F8 Spider For the sort of customer who could afford a new, manual Ferrari, regardless of powertrain, the clutch pedal's resistance and engagement point could be specially tailored with just a revision of the cam lobe profile, or multiple lobes on one cam could likely be fitted to allow for a change of feel at the press of a button. Ferrari has already suggested that its most exclusive products may someday be specced with a manual again, and this could be how Ferrari maintains its high-tech image. Another potential win is that the system could feature a means of avoiding (or at least warning against) excess clutch slippage, potentially saving on service costs. Autoblog's Take on Ferrari's Electronic Clutch Patent Mathieu Heurtault / Gooding and Company Of course, the mere idea that a fake transmission be put in a Ferrari will have some purists reaching for a Zippo and a pitchfork, but this sort of thing could provide just the sort of efficiency gain and dopamine spike that is impossible to ignore in a six-, seven-, or eight-figure high-performance product, and if someone finds themelf shifting gears in a new car with a Prancing Horse shield on it, how that experience came to be matters little. Another point worth making is that Porsche is working along similar lines to Koenigsegg, and Hyundai is seeking to further improve its trend-setting simulated gearbox with the addition of a stick. Ferrari likes to pride itself on being at the cutting edge of performance technology, but as EVs have made four-figure horsepower outputs seem almost normal, something more than sheer numbers must be part of the emotional experience, even if some Ferrari execs turn up their noses at the thought of reviving the primitive practice of pushing three pedals. View the full article