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Scion seemed like such a good idea when it was first launched. Toyota's aim was to provide young people with stylish, affordable cars that would serve as a gateway to the automaker's family of products. It was also supposed to be something of an incubator for new ideas that were too radical for its more conservative Toyota and Lexus brands. Over a decade since its launch, the brand has languished, and today's showroom is populated by slow-selling and aging vehicles that have often been slow to receive upgrades. However, there may be a bright spot on the imminent horizon, as there are reportedly a slate of new models on the way over the next three years.

According to a model timeline published by Automotive News, the Scion lineup is about to get a major overhaul. First, the boxy xB may finally be going to the big refrigerator box in the sky, to be replaced by a version of the more conventionally styled Auris hatchback (pictured above) from overseas markets in early 2015. Later next year, the xD will also allegedly bow out in favor of a new hatchback based on the Mazda2 (thanks to a recently signed platform-sharing deal). For 2016, the sporty tC hatchback is also said to get a redesign, and interestingly enough, a Corolla-based compact crossover could join the ranks, too.

While those changes should boost sales volume, there's also news that's sure to make enthusiasts happy. Automotive News cites company executives who confirm a second-generation FR-S is on the way in early 2017. A Subaru exec also recently gave a similar confirmation that it was working on another BRZ.

Finally, as first rumored last year, the little iQ will likely sing its swan song at the end of 2014. The news hardly comes as a surprise. Through June, Scion has sold just just 1,227 of its Smart-sized commuter nationwide, down 47 percent from last year.

Ford may have tied together much of its global lineup under the One Ford campaign, but one market where it still offers unique products is Australia. That will soon draw to a close as well, but before it does, the Blue Oval's Aussie operations are rolling out refreshed versions of its two unique products. For the moment, Ford isn't revealing much in the way of powertrain details, but it has shown off a couple of snaps of the revised products on its in-market Twitter feed.

First up is the new Territory. The SUV is neither based on a front-drive crossover platform nor on a truck frame, but shares its rear-drive underpinnings with the Falcon, taking it a step beyond the Falcon wagon alongside which it sits in Ford's Aussie range. Like the outgoing third-generation SZ Territory, the facelifted version is dominated by a narrow grille and larger front air dam, but further punctuates its big-chinned look with more rugged lower cladding and other metallic inserts that bring its look up to date.

And there's the Falcon, which Ford revealed in XR8 trim just last week and is now presenting in G6E spec. If the XR8 is the performance model, the G6E is the luxury version, swapping in more refined trim like a chrome-slat grille (instead of a black honeycomb), chrome foglamp surrounds, less-aggressive multi-spoke wheels (instead of five-spokes) and a flatter hood (instead of a power bulge). Otherwise, it looks essentially the same as the one we saw last week, its facelift bringing it more in line with the smaller, front-drive Mondeo (which we know here as the Fusion) and other members of the Ford family.

These updates, expected to launch later this year, will have to keep the Territory and Falcon fresh until they're both discontinued with the closing of Ford's manufacturing operations Down Under, a move that will put a period on an 88-year history. After that, a version of the Mondeo/Fusion will have to take the Falcon's role as Ford's large sedan while the Mustang assumes its role as performance flagship, and Territory buyers will have to look towards models like the Edge crossover and Everest SUV to meet their high-riding needs.

For the past decade, Cadillac has been searching for ways to breathe life into its lineup of luxury sedans and SUVs. While it has enjoyed recent success with the CTS and Escalade, brand perception still skews older and stuffier than Caddy's German and Japanese counterparts.

Can the electrified Cadillac ELR shock the system and return a pulse to this storied American brand, or will the Chevy Volt-based plug-in price itself out of the market?

Host Jonathon Buckley heads to Los Angeles to test the 2014 Cadillac ELR.

It only takes about half a lap of the Millbrook Proving Grounds for me to become convinced that Infiniti must build this car.

The sedan I am piloting around the English circuit is a working prototype of the Q50 Eau Rouge Concept that made its world debut at the 2014 Detroit Auto Show earlier this year. As a refresher, the exquisitely painted, burgundy metallic, four-door show car is based on the production Q50, enhanced with Infiniti Red Bull Racing-inspired carbon-fiber bodywork, aerodynamic upgrades and – as we would come to learn at the Geneva Motor Show a few months later – fitted with a beastly twin-turbocharged engine shared with the parent company's spectacular Nissan GT-R.

Despite lacking the concept's gorgeously expensive paint, the vinyl-wrapped red prototype seen here is much more appealing than the static concept, as it is mechanically complete – it can be driven – thus explaining why I have traveled one-third of the way around the world to test this enthusiast-tuned, one-of-a-kind machine at one of Europe's premier testing facilities.

The Q50 Eau Rouge, named after the signature high-speed corner at Belgium's famed Spa-Francorchamps race circuit, is an intriguing program for a number of reasons. First, the Japanese luxury brand has never offered a flagship sport sedan of this magnitude. Second, the push came from Johan de Nysschen – the man tasked with turning Infiniti around who recently announced his departure from the company at the end of the month. Lastly, the working prototype was built by a small team in England, thousands of miles from Infiniti's Hong Kong headquarters, which allowed the program to move unimpeded by coagulating corporate culture. While launching the Eau Rouge program isn't as extreme as renaming all of its models, it would be easy to argue that this is a very radical move for the often-conservative Japanese automaker.

Every year a panel of jurists representing a variety of automotive publications in different languages and from different countries get together and pick their Car of the Year. It's a long and exhaustive process, and it starts right here.

For the 2015 award, the panel has identified 31 candidates: the Audi TT; BMW 2 Series Active Tourer and 2 Series Coupe, i8 and X4; the Citroën C1 and C4 Cactus; Fiat 500X (which hasn't even been unveiled yet); Ford EcoSport and Mondeo; Hyundai i20; Infiniti Q50; Jeep Renegade; Kia Soul; Lexus NX and RC; Mercedes-Benz C-Class, GLA and S-Class Coupe; Nissan Pulsar, Qashqai and X-Trail; Opel Corsa; Peugeot 108; Porsche Macan; Renault Twingo; Skoda Fabia; Smart Fortwo and Forfour; Subaru WRX STI; Suzuki Celerio; Toyota Aygo and Volkswagen Passat.

These 31 contenders will be whittled down to a short-list of seven nominees to be announced on December 15, followed by the announcement of the winner on March 2 at the Geneva Motor Show.

Past winners include the Peugeot 308, Volkswagen Golf, Chevy Volt/Opel Ampera, Nissan Leaf and Volkswagen Polo (going back to 2010). This year ought to present an interesting challenge in that three of the entrants – the Toyota Aygo, Citroën C1 and Peugeot 108 – are all essentially the same car. Last year saw the jury award second place jointly to the Toyota GT86 and Subaru BRZ, which was (as far as we can tell) the first time it had split the award between manufacturers of essentially the same vehicle. The Renegade, 500X, GLA, Qashqai, X-Trail and Macan seem to be at a distinct disadvantage, though, because the jury has never named a sport-ute or crossover into the top three, let alone as the winner, in its 50-year history.

If you had told us a decade ago that Google, of all companies, would be developing a driverless car, we likely would have asked you what you were smoking. But here we are, watching the Internet giant not only testing such systems on existing cars, but designing its own vehicles. It won't be the only one, it seems, as reports from China indicate that one of its own is following suit.

That company is Baidu, which for all intents and purposes is China's Google. Only, you know... it hasn't been banned in China. Baidu has a search engine, open-source online encyclopedia, searchable multimedia database... the works. It's the fifth most visited website on the internet behind Google, Facebook, YouTube and Yahoo!, and ahead of Wikipedia, Twitter, Amazon and even Autoblog, hard as it is to believe. It was the first Chinese company to be indexed on the NASDAQ 100, and now, just like Google, it's developing its own driverless car technology.

Baidu's system reportedly uses radar, lasers, cameras and GPS to recognize its surroundings and pilot the car without driver intervention. It can read traffic signs, recognize voice commands and whatever else it needs to do in order to drive itself around.

That's about all we know at the moment, with the company scheduled to begin testing before the year's end. Baidu previously announced it was developing a driverless bicycle as well, though we can scarcely imagine how that would work.

Three Free Practice sessions left us thinking Lewis Hamilton looked good to claim another victory for Mercedes AMG Petronas and close up the Driver's World Championship race, but the first qualifying session for the 2014 Hungarian Formula One Grand Prix threw out that script. A fuel leak in Q1 set Hamilton's car aflame and he never set a time. His chassis damaged beyond repair, the team built him a new one and he started from pit lane. That same session also claimed Ferrari's Kimi Räikkönen, when a bad call about whether to go out again dropped him down to 17th and out for the day.

Without a real challenge, that put Hamilton's teammate-slash-nemesis Nico Rosberg on pole in the other Mercedes, followed by a resurgent Sebastian Vettel in the first Infiniti Red Bull Racing, Valtteri Bottas in the first Williams and Daniel Ricciardo in the second Red Bull. Fernando Alonso waved the scarlet in fifth for Ferrari but figured he could be in third place by the end of the first lap. Felipe Massa put the second Williams in sixth, followed by Jenson Button in the first McLaren, Jean-Eric Vergne getting up to eighth for Toro Rosso, Nico Hülkenberg in ninth for Force India and Kevin Magnussen in the second McLaren.

When rain poured on the 4.381-kilometer Hungaroring before the race, every script up and down the field got rewritten, and they would continue come in for revision almost every one of the 70 laps.

If there's one thing that the likes of Morgan and Campagna have taught us, it's that a three-wheeled roadster can be one heck of a fun ride, bringing together the best elements of a motorbike and a sports car (albeit with none of the practicality). And now they've got a new challenger on their hands in the form of the Slingshot.

The Polaris Slingshot has been on our radar screen for a few months, but has now been revealed in full. It's similar in form to the Three-Wheeler or T-Rex, but looks more like a KTM X-Bow minus a rear wheel. Which may make sense considering that, like the X-Bow, the Slingshot is made by a motorcycle company: Polaris makes snowmobiles and ATVs (as well as Victory and Indian motorcycles). The company is sort of like Bombardier, but where BRP's Can-Am Spyder (with its saddle and handlebars) went with a motorbike approach with an extra wheel, the Polaris Slingshot (though technically deemed a motorcycle for certification purposes) is more like a roadster missing one.

The 2.4-liter GM Ecotec four sits up front, channeling 173 horsepower and 166 pound-feet of torque through a five-speed manual transmission and carbon-reinforced drive belt to the solitary rear wheels. In true motorbike-manufacturer style (where pace depends mostly on the rider), Polaris hasn't revealed performance specs. But in a package weighing just 1,700 pounds, it ought to go like spit. Measuring less than 150 inches tall by 77.6 inches wide and 51.9 inches tall, and riding on a 105-inch wheelbase with a 69-inch front track and sitting just 5 inches off the ground, it ought to feel even faster, especially considering that it's got no roof and barely any windshield to speak of. With 11.8-inch vented disc brakes at each of its three corners, it ought to stop on a dime as well.

Pricing starts at $19,999 for the base model and $23,999 for the better-equipped Slingshot SL. It comes with a two-year unlimited-mileage warranty extendable up to five years and will be sold by Polaris, Victory and Indian dealers across the country, although the specific laws of its registration (and whether you'll have to wear a helmet when driving it) depend on each state's individual regulations. Check it out on the Polaris website and in the playlist of eleven short video clips below.

Whether you're looking at Bertone going bankrupt or Spyker facing (and subsequently resolving) a large tax bill, it's saddening to see an automaker having to sell off its factory collection. That's why we're glad to report that there are still some acquiring historic vehicles from their pasts. Like Jaguar, which has just bought the largest private collection of classic British cars in the world.

The collection of 543 cars was painstakingly assembled by one James Hull, a British dentist with some 50 dental clinics to his name across the UK and who was keen to find the right buyer to take possession of his life's work and preserve it for years to come.

Of those 543 cars, the majority are of British origin, including over 130 Jaguars. The collection includes seven XK120s, several C- and D-Types, a rare XKSS, eight E-Types, thirty Mark-series Jaguar sedans, nineteen XJS coupes and convertibles, some twenty XJ sedans as well as some pre-war SS models and Swallow sidecars and coachbuilt specials from the company's early days. Among the many noteworthy examples are a rare SS100, an alloy-bodied XK120 and an MK X owned by company founder Sir William Lyons himself, as well as Winston Churchill's Austin, Elton John's Bentley, and racing driver and motorcycle rider Mike Hailwood's E-Type.

The collection was acquired by Jaguar Land Rover through its new Special Operations division – the same unit responsible for the F-Type Project 7 and which now incorporates Jaguar Heritage. It will be housed at a new facility at Jaguar's historic home at Browns Lane in Coventry, the cars to be used at future events to promote the brand and highlight its history.

Although most of the cars were made by other manufacturers, Jaguar spokesman Dan Connell confirmed in correspondence with Autoblog that "the collection will stay together for the foreseeable future." As for the final price, neither party is saying, but while it was reportedly listed for sale at £100 million ($170m), we're told that wasn't the price which JLR paid for the collection. As Hull put it in the press release below, "My primary motivation was not to get the maximum price but rather to secure the future of the collection in this country with the right custodian." Evidently Jaguar was deemed to be "the right custodian."

With more victories under its belt than any other manufacturer, you could say, in a figurative sense at least, that Porsche owns countless numbers of race tracks around the world. But here we're not talking about figuratively owning a track – we're talking about literally buying one. And Porsche has just bought Kyalami.

Kylamai, for those unfamiliar, is a grand prix circuit near Johannesburg in South Africa. Between 1967 and 1985, and again in '92 and '93, it was home to the South African Grand Prix, and has since hosted a variety of local and lower-level international races, but apparently fell on hard times. As a result, the track's owners – listed as Universal Property Professionals – put it up for auction. Bidders had to deposit four million Rand (about $380k) to participate, but after just 50 seconds, the auction was over.

The winning bid was placed – via telephone from the local press launch for the Macan – by Porsche South Africa CEO Toby Venter, who bid a reported 205 million rand (about $19.5 million) to take over the complex. The German automaker's South African division reportedly intends to keep the track open for racing, but could also be expected to use the facility for testing, customer track days and such moving forward.

It would not be the only track, after all, owned by a Porsche – even if the South African option is owned and operated independently of the German automaker and its holding company. The factory at Leipzig has its own test track on premises, there's another one in the works for the company's new US headquarters in Atlanta, Porsche Engineering owns the Nardo high-speed test track in Germany and there's probably a few more we're forgetting about, not to mention facilities like Ehra-Lessien which Porsche effectively owns through its 50+ percent stake in the Volkswagen Group.

Porsche also has a number of customer experience centers opening at tracks around the world – including LA, Atlanta, Silverstone and Le Mans – and given the new acquisition, we wouldn't be surprised to see it set one up at Kyalami as well.

Automakers conduct driver training programs on racing circuits around the world for a variety of participants: journalists, customers, even celebrities. And at a recent session of the Jaguar Performance Driving Academy at the Circuit of the Americas in Austin, Texas, the Leaping Cat marque had a couple of the Hollywood types in the paddock.

In addition to the various (evidently well-heeled) members of the public, learning how to pilot the new F-Type Coupe R on the track this time around were actors Sebastian Stan and Mena Suvari. You might recognize Stan from his roll as Bucky Barnes in the Captain America movies and Suvari from such red, white and blue favorites as American Beauty and the American Pie franchise, but both got a first-hand taste of one of Britain's finest courtesy of Jaguar.

So how did it go? Well, as one of the less-famous participants put it, it was #awesomesauce." We couldn't possibly reproduce in words her enthusiasm in person and on camera, so you'll just have to watch the video below to see for yourself.

Does Bentley have room in its Continental GT lineup for an even more extreme version than the new GT3-R? Luc Donckerwolke seems to think so. Speaking with Autocar, the Bentley design chief suggested that an even more performance-focused Continental GT could be in the works, potentially ditching the heavy all-wheel drive system in an effort to further reduce weight, improve handling and drop even more ticks off the 0-60 time that's already down to a best-yet 3.6 seconds in the GT3-R.

To borrow a page from the same playbook used not only by sister-companies Audi and Porsche but also by Renault and Jaguar (to name just a few), we'll tentatively call it the Continental GT3-RS. Whatever the name, though, power would likely come from an even more potent version of the 4.0-liter twin-turbo V8 co-developed with sister-company Audi. Considering that engine already produces 500 horsepower in the Continental GT V8, 521 hp in the V8 S and 572 hp in the GT3-R, we could be looking at as much as 600 horses to make it the most powerful V8 model to date. With that much juice, it would even eclipse some of the W12 models that start at 567 hp in the core Continental GT and range up to the 616 hp in the Speed, which currently ranks not only as the most powerful Conti yet, but also the fastest road car Bentley has ever made.

Donckerwolke says that Bentley has already sold the entire production run for the Continental GT3-R and that customers are already clamoring for something more focused. Younger buyers are likely to be even further drawn to the brand by the ne-plus-ultra Conti, especially if the racing team advanced from its current fifth place in the Blancpain Endurance Series standings.

Want to get your hands on a new 2015 Dodge Challenger SRT Hellcat, and can't wait to be the first to get one? Las Vegas will be the place to be on September 27. That's where Barrett-Jackson will auction off the very first example. And you'd better bring your checkbook, because the bidding is sure to be fierce with all the proceeds going to charity.

The supercharged Challenger with VIN 0001 has been hand-painted in Stryker Red (usually reserved for the Viper) and features special badging, documentation and accompanying memorabilia – not to mention, of course, that 707-horsepower, 6.2-liter supercharged Hemi V8. The car will be on display this weekend as well at Barrett-Jackson's Hot August Nights auction in Reno.

Not only is Dodge donating the vehicle, but Barrett-Jackson is waiving all its consignment fees and commissions so that 100 percent of the winning bid – which is sure to be mega – will go directly towards Opportunity Village, a non-profit that works to serve the needs of the mentally handicapped and their families. Check out the press release below for all the details.

Rimac Automobili is no stranger to our pages, but it's usually for the Concept_One supercar or its sleek spinoffs. Today, though, the company is talking up a feel-good alternative use for the electric vehicle's batteries: powering a wheelchair for a young fan, Rolly Bugnar, who suffers from a serious and legitimate case of range anxiety.

"We were confident that we could relatively quickly adapt our battery for a wheelchair." – Mate Rimac

So Bugnar contacted Rimac to see if the company could repurpose its batteries for his daily conveyance. Mate Rimac, the company founder and CEO, said, "Since we have already used the technology originally developed for the Concept_One supercar in other products like the high-performance Greyp Bikes, we were confident that we could relatively quickly adapt our battery for a wheelchair. ... It still took us months of development and adaptation, but we are all very satisfied with the performance and reliability of the prototype system."

What did Rimac do? It took the li-ion battery system from that Greyp G12 bike as well as the company's battery management system, vehicle control unit and human machine interface. As you might suspect, the wheelchair now has better range (37 miles vs. just six with the old lead acid batteries) and weighs less. The new batteries went from 70 pounds down to 47, and the EV has more consistent power, too. You can tell Bugnar is a true EV fan, since he likes to keep close tabs on the individual cells and he wishes his wheelchair could go faster.

Sadly, Rimac Automobili doesn't have a plan to sell any wheelchairs like this, but we expect a lot of wheelchair users would enjoy a new ride like Bugnar's. See what we mean in the video below. It might be the most heartwarming seven minutes you'll spend online today.