Can you believe that Porsche enthusiasts are already clamoring for Porsche’s non-existent supercar? The Mission S was recently unveiled, and the “vision model” has received overwhelmingly positive feedback from fans, some of which have resulted in genuine inquiries for a car that has yet to go into production.

Remember, the Mission S is just a concept, so it will take the German automaker a while before it even announces production or settles on a retail price. Even so, that hasn’t stopped the hardcore fans with Porsche supercar money burning a hole in their pockets. In fact, these prospective Mission S customers have even asked for contracts and paperwork they can sign right now to get them a Mission S, or whatever derivative comes, in the future.

As Porsche’s CFO, Jochen Breckner stated in Porsche’s Q3 2026 earnings call, “That car [Mission S] received really overwhelming feedback from all the stakeholders and groups that we were targeting with that car. From our perspective, that vision model is, in terms of design and positioning of the brand, a great proof point for our strategy. It’s still a vision model and a design model, but it received really fantastic feedback, and we are really happy with the feedback we received since then.’

What a Concept!

The Mission S is more than just a concept for a new flagship model, but also a concept for Porsche’s vision for the future. It would be awesome to have another Porsche supercar, because it’s been over a decade since we got the 918 Spyder, and even longer since the legendary Carrera GT. It might be high time for Porsche to flex its engineering chops on another limited-run flagship supercar.

However, unlike those legendary nameplates, reports indicate its platform will be in production and won’t be relegated to the archives right after the last production number rolls off the factory floor. This will be a monumental shift for the brand’s lineup because it will be like Porsche (sort of) admitting that putting the engine in the middle, instead of the back, is part of the brand’s future.

The Mission S seems to be more than just a standalone supercar; it will also spawn a new generation of models from the brand. Porsche has already confirmed that the Mission S will set the tone for a new model above the 911. Will it still be called the Mission S? We don’t yet know.

No Price, No Specs, but… Porsche has “Orders”

A manual transmission is also possible in the Mission S, as well as Porsche’s PDK. As usual, Porsche can chuck a three-pedal transmission with high enough demand. Also, according to sources from its debut in New York, the sound that came out of the Mission S was that of a flat engine, but Porsche hasn’t confirmed or denied a flat-eight at this point in time. On that note, Porsche is reportedly considering pure internal combustion and a hybrid powertrain. Perhaps something similar in operation to the 911 GTS, which launched earlier this year.

The thing is, “it will all take some time,” said Breckner. It will be a while before the Mission S turns into a production car, which may mean that we won’t see the final production model until perhaps 2030 or beyond, as per source estimates. If anything, this is a future product for Porsche, with the brand’s future plans of making more money from fewer cars in mind.

A New Persona For The Crown Sub-Brand

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The Toyota Crown sub-brand—including the Crown sedan and Crown Signia crossover in the U.S.—is a more luxurious, elegant take on the typical Toyota, designed as a stepping stone below the marque’s pricier Lexus brand. The Crown Signia GT-S Concept turns that approach on its head, as it looks more like a member of the GR family.

“Built by the Toyota Motorsports Garage, the project reimagines the 2026 Toyota Crown Signia as a sleek grand touring machine that blends everyday space and comfort with the attitude and road feel of a true sports car,” said the automaker.

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The concept features widebody fenders, new headlight surrounds, and a special aero package. There are red accents around the headlights, and the Toyota badge on the hood also gains a red finish. The concept sits almost five inches lower than the stock model, with custom MCS coilovers and unique 21-inch HRE wheels. These are wrapped in 295-mm wide tires, providing a 20% greater contact patch. Larger front and rear brake calipers have been adapted from the Lexus RX 500h F Sport. The improved stopping power has not been complemented by an increase in performance, as Toyota mentioned no changes to the rather modest hybrid powertrain, which produces 240 horsepower.

Related: Toyota’s Sportiest Crown Just Got One Step Closer to America

An Interior To Match, But Production Possibilities Are Unlikely

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The Crown Signia GT-S Concept has not only received an updated exterior. Inside, there are thickly bolstered sports seats in black, contrasted by red piping. The GT-S name has been applied to the headrests and shift lever, with the latter also gaining a distinctive red finish.

Last year, Toyota unveiled the Camry GT-S Concept, and its chief designer said that it was a study in what a performance or style package could look like for the Camry. A year later, there’s no sign of a sportier Camry or a return of the much-loved TRD trim. There’s also no real indication that the Crown Signia lineup will ever expand to include a GT-S-inspired variant.

Still, it’s telling that Toyota picked two of its most conservative commuter vehicles and turned them into dramatic SEMA projects. Toyota has been determined to position itself as a maker of enthusiast-pleasing vehicles, not merely as the default option for dependability, and the Crown Signia GT-S Concept is another commitment to that philosophy.

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Toyota Snowhunter SEMA Concepts: Ready for Deep Snow

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Toyota’s CALTY Design Research department in Ann Arbor, Michigan, led the project, with Toyota and TRD lifting parts helping complete each. Rigid Industries also contributed to each vehicle with additional lighting, but Toyota hasn’t revealed which aftermarket entity it worked with on the tracks. Nevertheless, all the concepts look ready for brutal blizzards, starting with the Tundra Snowhunter Concept. This is designed as a mobile basecamp and features billet rear control arms from TRD, Predator Step running boards, and the aforementioned lighting. It also has a CALTY-designed TrailLift Pro Rack System Concept, which turns the truck bed into a flexible platform that can accommodate bicycles, kayaks, canoes, and more.

Next up is the Tacoma Snowhunter Concept, which gets a roof rack, a full-length bed rack with MOLLE panels, an awning, recovery equipment, and bed lighting. Extra storage is also unlocked, and this less extreme concept is designed to handle tight trails with agility, while the 4Runner Snowhunter Concept adds skid plates to protect the underbody, extra cargo carrying capacity, and upgrades like Toyota rock rails, a Prinsu roof rack with accessory panels, and a Thule Pulse 2 cargo box. The Prinsu and Thule upgrades also appear on the Land Cruiser Snowhunter and the Sequoia Snowhunter, with the former adding a Thule SnowPack ski rack and the latter a TRD front skid plate and cast aluminum running boards.

Autoblog’s Insight

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Toyota’s Snowhunter concepts are too extreme to become production vehicles, and they’d cater to an extremely small niche if they did. But they do serve a purpose. The Snowhunter concepts’ snow tracks create a wow factor and grab our attention, and after the shock wears off, the other accessories and enhancements take the limelight, showcasing what a Tundra, Tacoma, 4Runner, Land Cruiser, or Sequoia could be with enough aftermarket upgrades, many of which are factory-approved. Builds like these help the pensive enthusiast envision what the most extreme version of their truck or SUV might be like, and that can be enough to warrant at least a visit to a TRD parts store. If that happens, the concepts accomplish their ultimate mission.

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Fiat has lately been tapping into micromobility with models like the Topolino, a two-seater microcar with limited road access. If this venture becomes more commercially successful, it could carve a different path for Fiat, which may be especially crucial in the U.S., where the brand sold just 54 passenger vehicles in Q3 2026.

The Topolino certainly has its target demographic, but expanding the micromobility lineup with a model that offers more seating could broaden its appeal. That’s exactly what the new Multiplina Concept is hinting at. Riding on an extended version of the Topolino’s electric platform, the Multiplina Concept, inspired by the 1956 600 Multipla, can seat up to four while retaining compact proportions. While the vehicle could be a go-to option for short trips like grocery runs, bringing the concept to production comes with challenges.

Not Without Headwinds

The press release didn’t touch on production plans. But according to Autocar, which spoke to Fiat’s head of design, François Leboine, the Multiplina Concept – which measures 3.04 meters (10 feet) long, 1.4 meters (4.6 feet) wide, and 1.53 meters (5 feet) high – is now “close to production.” The problem is that the Multiplina is being developed for Europe’s L7e classification, which covers lightweight four-wheel vehicles subject to different regulations than conventional passenger cars.

Under the L7e classification, passenger quadricycles must not weigh more than 450 kg (992 lbs) in running order, just 25 kg (55 lbs) more than the L6e limit that applies to the Topolino. But because the Multiplina essentially adopts the Topolino’s platform while adding more seating and a larger battery, Leboine said the production version must shed weight to meet the L7e limit.

In the U.S., safety regulations for tiny vehicles are different. A comparable category is called low-speed vehicles (LSVs), which are limited to a top speed of 25 mph. The L7e classification under which the Multiplina is being developed allows speeds of up to 56 mph, so if Fiat develops the vehicle to approach that limit, it would exceed U.S. LSV regulations. The Italian marque would then have to either limit its speed or meet the more stringent federal safety standards that apply to conventional passenger cars.

Filling the Small Gap

If the Multiplina Concept goes into production, it would slot between the Topolino and 500e. For reference, the Topolino is already available in the U.S. with a starting price of $13,995, excluding destination charges, while the 500e starts at $35,700.

Given Fiat’s underwhelming U.S. sales, the brand’s growing micromobility lineup could provide a breath of fresh air. If the Multiplina reaches American shores, it would compete with offerings from companies like Waev and Chip Motors. Moreover, with much of Stellantis’ attention in North America focused on Ram and Jeep, Fiat carving out a niche of its own could present a much-needed opportunity.

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Mazda has received countless thank-yous for reviving the light, affordable roadster concept with the MX-5. Many have tried to replicate it and come close to its success, but ironically, because it’s a replica of classic British roadsters, none have truly succeeded. You wouldn’t think such a simple recipe would be difficult to duplicate, but that’s the magic of Mazda’s secret sauce.

Miata is always the answer, they say, and it’s been the only answer for a reasonably priced roadster for years. Even the Fiat and Abarth 124 Spider, both based on the MX-5, were canned after just four years. America tried to take on it with the Pontiac Solstice and Saturn Sky, but ultimately failed despite showing a lot of promise and potential. Toyota tried knocking Mazda off its perch with its MR-S, but the MX-5 barely budged.

Enter the S-FR

Toyota’s last small, affordable sports car was the MR-S, built from 1999 to 2007. After that, the company didn’t build anything nearly as fun and affordable until the GT 86, initially sold in America as the Scion FR-S. It was something the brand so desperately needed to shake off its stodgy image at the time. Yes, there was the Lexus LFA, but it wasn’t exactly accessible.

Then Toyota surprised us all at the 2015 Tokyo Auto Show when it unveiled the S-FR. It stood for Small, Front-engine, Rear-wheel drive, and it was the perfect sibling to the GT 86. Although it was dubbed a concept, it looked very much like a production car, with an engine and a complete interior. Its rounded design was playful and wouldn’t have looked out of place in showrooms, while that theme carried over to the interior.

Reception was overwhelmingly positive, and it was easy to see why. It was a two-door car about the same size as an MX-5, and it followed the same ethos of being simple and light. To say people were begging Toyota to build it would be an understatement.

The Specs

Toyota even released some specs for the S-FR, which did nothing to quell rampant rumors that it was greenlit for production at the time. Its dimensions were similar to those of the roadster from Hiroshima. The SF-R measured 157 inches long, 66.7 inches wide, 51.9 inches tall, and rode on a 97.6-inch wheelbase. For comparison, the MX-5 measures 154.1 inches long, 68.3 inches wide, 48.4 inches tall, with a 90.9-inch wheelbase.

Oddly enough, Toyota claimed there was room for four inside. How actual humans would fit in the back is baffling, but there were back seats, nonetheless. The car also had a front-mid-engine layout, plus it had a six-speed manual to keep things simple – and fun.

Alleged leaked specifications then surfaced online, and they looked promising. It was supposedly powered by a 1.5-liter engine sourced from the Japanese-market Corolla Axio, producing 128 hp and 100 lb-ft of torque. It doesn’t sound like much, but it was on par with the 1.5-liter MX-5 sold in Japan and select markets. As for weight, it was said to be just 2,160 lbs.

There was Also a Racing Version

Before hype had any chance to die down, Toyota made a second version of the S-FR. It was simply called the Racing Concept, and it would’ve looked right at home on a track day.

Toyota announced the S-FR Racing Concept in December 2015 and showed it at the 2016 Tokyo Auto Salon a month later. It featured a carbon fiber front splitter and canards hewn from the same material. The car also sat lower than the first concept shown, plus it came with more aero add-ons in the form of side skirts, a rear bumper diffuser, and a whopper of a wing on the trunk lid.

And Then, Silence

11 years plus countless rumors and reports later, the S-FR is still nowhere near reaching dealers. Toyota never confirmed it for production in the first place, but it sure had people putting their hopes up for the roadster. Besides, the concept made roadshow appearances and became drivable in Gran Turismo. The car generated a lot of hype, and it remains one of Toyota’s biggest ‘what-ifs’ in recent memory.

Toyota’s budget car division, Daihatsu, did show off a concept that somewhat captured the spirit of the S-FR. Unveiled during the 2023 Japan Mobility Show, the Vision Copen was also MX-5-sized, manual, and rear-wheel drive. The S-FR rumor mill then woke up from a long slumber in 2024 after reports said the car finally got the green light and was slated for 2027. Well, 2027 is just a few months away, and so far, we’re not hearing much buzz about it from Toyota.

Some are still hopeful it will reach showrooms someday, but rules and regulations have made it difficult for cars like these to exist. Even Mazda admits that developing the next-gen MX-5 has been a massive challenge because of the requirements. The automotive landscape has changed a lot since the S-FR Concept premiered, but as things stand now, it’s exactly the kind of car we need.

If it’s any consolation, heaps more sporty and exciting vehicles have been made by Toyota since then. The Supra came back (and left again), the GR Yaris and GR Corolla exist, and the GR86 is still around. We’re also getting the Celica back soon, so it’s safe to say Toyota’s fun division hasn’t been idle.

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Round 1: The Stunt

Tesla’s “air ready” Rocket trim is a one-seater with thrusters around the car, and Tesla says it’s invite-only and not approved for public roads. The demo included a ramp jump and a kickflip, more like short jumps and hovers, not sustained flight, and reports claim that no one was in the car. Really, it wouldn’t be an exaggeration to call the jump a “party trick,” since lifting off cuts tire load and doesn’t help performance.

The Yangwang’s trick is smaller. BYD’s DiSus-X hydraulic suspension can raise all four corners fast enough to lift the car an inch or two, and it can briefly run on three wheels after a blowout. Most agree the hop has no practical use and is “just cool.” Call it a draw: both are stunts.

Round 2: The Technology Underneath

Tesla’s fan system pulls air from beneath the car for downforce, and the company claims over 2 g of cornering and more than 80 kilonewtons from the thrusters. That is real engineering, but it’s unproven. The Yangwang’s suspension is an electro-hydraulic fully active body control system (combining dual-valve hydraulic dampers, electric motor pumps, and cameras/LiDAR scanning), with road scanning, variable ride height and self-leveling. The jump is a side effect of tech that also improves ride quality. Tesla’s thrusters have no obvious use once the stunt is over.

Round 3: Proof It Exists

BYD sold a U9 Xtreme for $2.76 million at the Beijing Auto Show this year, with at least one unit handed over on site. Production is limited to 30 cars, with more than 3,000 horsepower and a 6:59.157 Nürburgring lap. A U9 Track Edition hit 294 mph at a German proving ground in 2025.

Tesla’s Thrust trim is listed at $245,000, and Rocket has no price. Production is 2028, roughly eight years after the original target. Range goals have also shrunk from 600 miles to “over 300,” according to reports. Tesla even blamed the weather for an earlier demo delay. The thruster-free Performance trim needs a $5,000 deposit and a further $45,000 within 10 days, though we aren’t sure how that adds up to the final price. Nothing about the Roadster is verifiable on the road yet.

The Winner: Yangwang U9

The label fits. Tesla’s flying car is a demonstration of what might ship in 2028, with thrusters that aren’t road-legal. The Yangwang’s jump is a gimmick too, but it rides on suspension tech that exists, works, and has been sold. Tesla’s fan downforce could prove real, and BYD’s claims are largely self-reported. What to watch: whether Tesla shows a verified 0-60 run, a timeline for the Performance trim, and a clear explanation of how a thruster car clears certification. Until then, the technology is Chinese, and the gimmick is American. Even Chinese rivals are impressed, as per a report from Global Times. Li Bin of NIO said, “We definitely don’t have this,” while XPENG’s He Xiaopeng stressed that certification will take years.

Alfa Romeo teased and subsequently unveiled its new concept, signaling a new design direction for the brand, and what a beauty it is. The concept takes what made cars like the Giulia memorable and modernizes it for a new era.

The 2026 Paris Motor Show gave us our first look at the Cuorerosso. After the Italian automaker under Stellantis unveiled the concept, it sparked quite a bit of interest, enough for people to even reimagine it as a shooting brake built on the dimensions of the Giulia.

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The Render

Kelsonik made this render on Instagram, taking the dimensions of the Giulia sedan and integrating them with several design elements from the Cuorerosso concept. The front end is especially reminiscent of the concept, save for the LED dot matrix. The wheels were retained, as were the rear wheel arches that flow so effortlessly into the beltline.

The roof on the render looks more “normal” than the concept, and two additional doors make this a five-door. Speaking of which, the rear of the car follows the concept beautifully, but instead of that massive ducktail spoiler at the back, it trades that for a hatchback, and it looks awesome and apparently doable.

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Alfa, Please.

If there is one thing that Alfa can take away from this render, it’s that the design of the Cuorerosso Concept will work on a shooting brake. The language translates nicely into this kind of body style. It still looks sleek; it still looks like an Alfa, and it’s reminiscent of one of my personal favorite Alfa Romeos of all time, the Brera.

If the Italian automaker made a hatchback as beautiful as the Brera, I implore its designers to do it again. It would be wild to see a shooting brake Quadrifoglio with a kick-ass powertrain under the hood, especially if it retained a lot of the concept’s stellar design elements. Hopefully Alfa Romeo iterates more beyond just a performance coupe, and hopefully the concept translates well into production versions.

Speaking to Autoblog at the 2026 Paris Motor Show, Alfa Romeo Head of Products Daniele Chiari criticised the direction of modern automotive interior design and explained how the brand intends to break away from the competition. More importantly, he revealed that some of the technology previewed by the new Cuorerosso concept will make its way into future production cars.

“What we want to do is to detox our interior,” Chiari revealed, pointing to the increasingly repetitive designs emerging across the industry. “All of them have a small screen, big screen, two cup holders, and a flat console. That’s it.”

Related: Alfa Romeo’s Next SUV Could Come To America After All

Alfa Romeo Wants To Stop Following The Competition

Chiari was particularly critical of European automakers following the same approach as Chinese manufacturers, arguing that competing on their terms would make it difficult for established European brands to stand out.

“If we follow China on what they are doing, probably the European industry cannot win at the end because they are so powerful,” he explained, adding that “we need to invent something different.”

It’s an interesting position for a company owned by Stellantis, which shares platforms and technology across numerous brands. But Chiari believes Alfa Romeo needs to preserve its identity, particularly through the driver’s interaction with the vehicle.

The comments come as the industry begins questioning its reliance on touchscreens. Several manufacturers have started reconsidering physical controls after years of replacing conventional buttons and switches with touchscreen menus. For Alfa Romeo, however, the objective isn’t simply to reinstall a few buttons. Chiari wants to rethink how information and controls are presented to the driver.

Alfa Romeo’s Screens Could Disappear When Not Needed

The newly revealed Alfa Romeo Cuorerosso concept provides a glimpse of that thinking. One of its most distinctive features is the Cannocchiale Vivente instrument cluster, which reimagines the traditional twin-dial arrangement found in Alfa Romeo vehicles. In normal driving, the two displays remain separate, but during more enthusiastic driving, they physically move together to form a single instrument.

Chiari explained that the idea is to show drivers only the information they actually need when concentrating on driving. The center console takes an equally unconventional approach. Called the Magma Display, it integrates digital information into the console’s surface rather than placing a conventional tablet-style screen above the dashboard.

When the vehicle is switched off, the display effectively disappears into the surrounding material. Switch it on, and information becomes visible through the surface. Importantly, Alfa Romeo isn’t abandoning touchscreens entirely. According to the company’s official announcement, the Magma Display combines a digital touch surface with a rotary dial, drive-mode selector, and physical toggle switches.

Chiari also emphasised the importance of giving customers physical controls, describing the desire for precise knobs and tactile switches as part of Alfa Romeo’s future interior philosophy.

This Isn’t Just Concept-Car Technology

Perhaps the most interesting revelation from our conversation was Chiari’s confirmation that Alfa Romeo doesn’t intend to leave all these ideas on the motor show stand. He explained that the Cuorerosso wasn’t developed solely as a design study, but also as a collection of technologies and features that could eventually appear in series-production vehicles. Discussing the center-console technology, Chiari told us: “This will see the light in one of our future cars.”

He subsequently discussed Alfa Romeo’s upcoming hatchback, suggesting it could be a possible recipient of the new interior approach. However, he stopped short of confirming exactly which features would reach that model or when they would arrive.

The Cuorerosso itself isn’t destined for production, although Chiari hinted that with enough interest it might arrive in limited numbers, and Alfa Romeo hasn’t committed to bringing its more radical features, including the moving instrument cluster, into showrooms. Nevertheless, Chiari’s comments suggest a clear change in direction. Rather than adding bigger screens and eliminating more buttons, Alfa Romeo wants future interiors to deliver something increasingly rare in modern cars: a driving experience that feels genuinely different.

Related: Alfa Romeo’s Future Arrives With Rear-Hinged Doors and a Hybrid V6

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The new Alfa Romeo Cuorerosso combines three pillars that are closely tied to Alfa’s brand identity: Red, Italy, and sportiness.

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The concept subscribes to the brand’s “Bellezza Necessaria” (Necessary Beauty) design philosophy, which aims to eliminate superfluous details and focus only on the essential design and functional details.

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The distinctive grille features a wave of small backlit triangular elements. These display the legendary symbols of the Cross and Biscione, while also forming a unique lighting signature.

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The Alfa features rear-opening doors and no central pillar, creating a completely open space through which occupants can enter and exit the cabin.

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The forged wheels reinterpret Alfa Romeo’s iconic ‘telephone’ wheel design. Here, they have six circular elements arranged on three spokes. Behind those wheels, there are Brembo carbon-ceramic brakes.

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Alfa did not publish performance specifications, but says the concept is ready for a multi-energy approach, with any number of powertrains possible. These include full-electric, plug-in hybrid, mild hybrid, and full-hybrid options. Even Alfa’s 2.9-liter V6 could make the cut, and the automaker envisions this engine with a hybrid system, torque converter, and carbon-fiber driveshaft.

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The interior is just as jaw-dropping as the exterior. Everything is finished in vivid red, including the dashboard, seats, and flooring. Dual rounded screens sit ahead of the steering wheel, and there’s a lengthened center console that provides each occupant with their own cocoon.

Related: Alfa Romeo Just Updated Every Car It Makes for 2027

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Alfa Romeo says the dashboard design was inspired by the architecture of the 1967 33 Stradale and the modern interpretation of that car. The absence of a large center screen atop the dashboard is notable.

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The ergonomic rear seats are sculpted for just two, and while legroom appears usable, the sloping roofline may not be so welcoming for taller occupants. There are some wonderful materials, though, including Nubuck and high-quality metals.

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The many exquisite details of the Alfa Romeo Cuorerosso include intricate rearview mirrors with a sequence of inlays, including a nod to the Italian flag. These mirrors form part of a slippery shape, as the concept has an aerodynamic coefficient of just 0.28.

Related: Can Alfa Romeo Compete With German Luxury Brands In The United States?

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After teasing us for what felt like forever, Alfa Romeo finally dropped the Cuorerosso concept at the 2026 Paris Motor Show. This isn’t just a pretty face for the show floor – it’s Alfa’s way of showing off how they plan to mix their classic performance flair with a whole lot more electrification.

The Cuorerosso will not be available at dealerships soon. Alfa describes it as a manifesto rather than a prototype, centered on their new idea of ‘Bellezza Necessaria,’ or necessary beauty. In other words, they want future cars to look good, function well, and include useful technology without unnecessary extras.

The Cuorerosso hints at a whole family of future Alfas, stretching up to 185 inches long and coming with all sorts of powertrains – even the spicy Quadrifoglio versions might make the cut. Alfa’s clearly trying to keep things sporty while letting buyers pick how much electricity (or gas) they want under the hood.

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A Sculpted Coupe With Rear-Hinged Doors

The Cuorerosso is a 2+2 coupe that tries to split the difference between a grand tourer and a full-blown supercar. It’s big – 185 inches long, 78 wide, and just over 52 inches tall, riding on a 115-inch wheelbase. Alfa says it tips the scales at about 3,858 pounds.

Compared to Alfa’s current Giulia, the Cuorerosso is longer and wider but sits much lower, giving it that squat, planted look you don’t see every day.

Outside, you get a sculpted body, razor-thin headlights, and a fresh take on Alfa’s classic Scudetto grille. Out back, there’s a Scudetto-shaped window and a chopped-off tail – the famous Coda Tronca – plus a built-in diffuser. All that adds up to a claimed drag coefficient of 0.28, if you’re keeping score.

One of the weirder touches? Rear-hinged doors that swing open to reveal four separate seats. Forget door handles – entry is via touch controls on the roof. Welcome to the future, apparently.

Inside, it’s all about sporty vibes and a stripped-back look. The dash borrows cues from the legendary 1967 Alfa Romeo 33 Stradale, while red accents, nubuck, shiny metal bits, and eco-friendly leather (made from 60% leftover premium upholstery) give the cabin some serious personality.

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Multiple Powertrains, Including a V6 Hybrid

The Cuorerosso is also Alfa’s way of showing off their pick-your-poison approach to powertrains. Future models could be fully electric, plug-in hybrid, mild hybrid, or full hybrid – basically, whatever fits the car and the driver, an approach similar to Toyota’s.

If you want the spicy version, Alfa imagines a 2.9-liter V6 full-hybrid setup with Q4 all-wheel drive, a torque converter, and a carbon-fiber driveshaft. No word yet on horsepower or if this exact combo will ever hit the streets.

Other goodies? Air suspension, Brembo carbon-ceramic brakes with Alfa-branded calipers, steer-by-wire tech, a customizable instrument cluster, and three drive modes: Cruise, Sport, and Quadrifoglio.

For now, the Cuorerosso is just a concept, not a done deal. But with its wild looks, funky doors, and possible V6 hybrid heart, it’s a pretty clear sign that Alfa wants to keep the fun alive – even as they plug in.

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Toyota is making it clear that a new Corolla is coming. The first major hint came at the 2025 Japan Mobility Show with the Corolla Concept. Later, Toyota included a blurry teaser image of what seems to be the production car in an NHK documentary.

The Corolla is still Toyota’s bread and butter worldwide, but this redesign comes as compact sedans are fighting for attention against a sea of SUVs and crossovers. The official reveal is still under wraps, but the launch is creeping closer. Here’s what we know so far.

Concept-Inspired Design with a Fastback Twist

The design is where things get interesting. Based on the concept and Toyota’s teaser, the next Corolla will move away from the traditional three-box sedan style and adopt a sleeker, fastback-inspired shape. Some reports suggest it could combine features of both a sedan and a hatchback, which might make the separate Corolla Hatchback less necessary in some markets.

If Toyota stays true to the concept, the car will likely have slim LED headlights connected by a full-width light bar. The sides feature sharper lines and modern flush door handles. At the back, a narrow taillight stretches across the trunk, giving the Corolla a wider and lower appearance. Inside, the concept shows a minimalist cabin with large screens and few buttons, but Toyota has not confirmed which features it will include.

Of note, the images in this article are AI-generated visualizations meant to show what the next-generation Toyota Corolla might look like based on the concept. They are not official Toyota images and do not represent the final design.

Toyota’s “Multi-Pathway” Strategy

Word on the street is that Toyota’s about to give the Corolla its most diverse powertrain lineup ever. Rather than going all-in on hybrids, the next-gen model is rumored to offer four different options, depending on where you live.

The expected lineup includes:

• A traditional gasoline engine, likely using either a revised 2.0-liter engine or a new turbocharged 1.5-liter four-cylinder.
• A next-generation hybrid powered by Toyota’s newly developed 1.5-liter engine, with improved efficiency over today’s Corolla Hybrid.
• A plug-in hybrid variant with a larger battery and more electric-only driving range.
• A fully electric Corolla, with both single-motor and dual-motor configurations reportedly under consideration in some markets.

Toyota’s engineers are hinting that the new hybrid setup could squeeze out 10% to 20% better fuel economy than the current car, and there’s talk of all-wheel drive with the E-Four system making an appearance too. It’s all part of Toyota’s ‘multi-pathway’ game plan: offer whatever powertrain makes sense for each market, instead of betting the farm on EVs alone.

A Likely 2027 Debut

Toyota’s keeping the official reveal date under wraps, but Car and Driver suggests we’ll see the next-gen Corolla break cover in 2027, landing in showrooms as a 2028 model.

If that timeline sticks, the new Corolla will show up almost ten years after the current one hit the scene. It fits right in with Toyota’s recent habit of giving its biggest names a bold makeover and more electrified choices.

For now, Toyota’s playing it close to the chest. But with the concept, the teaser, and all the rumors lining up, the next Corolla looks set to be one of the brand’s most dramatic compact car shakeups in years.

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Heritage-Inspired Design

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The Nissan Z Kaze’s name comes from the Japanese word for wind, which is “kaze”. Designed by a team of Nissan product planners and designers, the Z Kaze concept is a passion project inspired by driving along the iconic California Pacific Coast Highway. But the team also wanted to revisit the tuner culture of the ‘90s.

The T-top roof is the star of the show, as it not only gives the modern Z car a distinctive profile, but removes a layer of isolation between the occupants and the sonorous V6. The Pacific Teal paint scheme was specifically chosen to reflect the spirit of ‘90s sports car culture, while several body modifications were aimed at reviving memories of that decade’s import-tuner car scene. These include a vented carbon-fiber hood, fender flares, and a custom carbon-fiber aerodynamic kit.

The car rides on restored 18-inch Nismo LMGT2 wheels; the iconic wheel was popularly associated with 1990s performance Nissans like the Skyline GT-R (R32 and R33) and 300ZX. These forged, multi-piece wheels were sourced as an original set before being carefully restored just for the Kaze concept.

“The Z Kaze concept celebrates some of Nissan’s most iconic open top sports cars, while recognizing the ’90s tuning culture that helped put Nissan and Nismo on the map,” said Ponz Pandikuthira, senior vice president, chief product and planning officer, Nissan Americas. “This passion project combines Nissan’s engineering excellence, creativity and celebration of the brand’s heritage.”

Related: Nissan Z Roadster: Imagining a Comeback for the Convertible Icon

White Leather Interior and New Performance Parts

The interior of the Nissan Z Kaze concept looks entirely production-ready. All the comforts and amenities you’d find in a normal Z coupe are in place, but the concept also boasts attractive white leather upholstery, which emphasizes the open-air nature of the car. There are carbon-fiber interior accents, and a powerful Bose Personal Plus sound system with headrest speakers means occupants can enjoy their favorite tunes even when the roof is removed.

As with the regular Z car, the Kaze uses Nissan’s 3.0-liter twin-turbocharged V6 engine, but it may disappoint some to see that the concept uses the automatic transmission, not the six-speed manual. Then again, an automatic often complements the more relaxed vibe of a convertible.

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The Kaze features new performance components from tuning company GReddy. These include a Supreme SP exhaust system, a front mount air-to-air intercooler kit, and an Airinx air filter kit. Nissan hasn’t quoted outputs, but they should be in the vicinity of the Z Nismo’s 420 horsepower/384 lb-ft of torque. 

The Z Kaze concept will be on display at ZCON in Phoenix, Arizona, through Saturday, September 26. Thereafter, the car will be displayed at the Japanese Classic Car Show on Saturday, October 3.

What It Means

The 1990s are remembered as the peak era for Japanese sports cars. Not only were the cars coming out of the factory brilliant performance machines, but the tuner culture was at its peak. By tapping into this beloved chapter in its history with the Z Kaze, Nissan is appealing to a group of especially passionate Z car fans.

The return of the T-top roof is a welcome extension of the modern Z car, and also brings back a body style not seen since the 1996 Z32 300 ZX. A positive response to the Z Kaze may just prompt Nissan to seriously consider a production version, too.

Related: The 2027 Nissan Z Is Going Even Deeper On Retro Design

Volvo’s New Concept Arrives in 2027

We’re nearly three quarters of the way through 2026, but Volvo won’t reveal its new concept until early next year. But it should be worth the wait, as everything is changing. Design boss Thomas Ingenlath says that the new concept – which appears to be an SUV, due to the high hood, flat face, and angular outlines seen above – will show clear links to legendary Volvo designs. Moreover, the diagonal slash that runs through the brand’s badge in the center of a Volvo grille is seen as a key element, much like BMW’s kidney grilles or Bugatti’s horseshoe grille are, but Ingenlath and his team are still working on the “big, big task” of finding a way to bring Volvo’s aesthetic flavor forward. What he does know is that the user interfaces in the cabin must be reimagined, maintaining a minimalist design but improving the user’s appreciation of how interactions feel. In other words, more physical switchgear with more satisfying clicks, knob turns, and button presses.

Related: The Volvo 850 Was a 13-Year Gamble That Changed the Brand

It seems Volvo is listening: “The over-emphasis of screens and the interaction with the screens is something customers and journalists heavily criticize,” noted Ingenlath, adding that Volvo has to “aim for a better harmony, a better balance between the interaction that we have with our digital device and the physical interaction.” Of course, touchscreens aren’t going anywhere, and Ingenlath is aware that too many buttons can also be bad for the interior ambiance, but it sounds like he and his team are obsessing over finding the right balance.

Volvo Wants to Get Screens Right

“We’re not going away from touchscreen, it’s just to use the screen for what it’s good at,” said Ingenlath. “My dogma is any function you display all the time on the screen should not be on the screen. The screen is about flexibility and displaying what you don’t need to display all the time. So it’s use [of] the touchscreen for what it’s good for and the reintroduction of a couple more buttons than in today’s cars.” Things that are displayed all the time may include the time (so perhaps Volvo will return to analog clocks), the speed (of the engine and the vehicle (potentially hinting at physical gauges, though this would be expensive), and the climate control (perhaps suggesting physical buttons for air conditioning and controlling the seat temperatures). We’ll keep our eyes open for new teasers, hopefully including of the interior, over the coming weeks and months.

The Paris Motor Show is coming next month. There, Alfa Romeo will unveil a concept car that “embodies its vision for the future and the full creative strength of Stellantis’ premium sports brand,” or so it claims.

Teased with an abstract image, the signature Alfa Rosso paint is on full display, but apart from that, it’s hard to get a definite grasp on what exactly this is. It could be a part of the D pillar, or something; perhaps it is part of the roof structure of the car, or maybe even a side vent, but even other sources are struggling to figure out what part of the car Alfa is teasing.

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“The Car Every Alfista has Long Been Waiting For”

With little to go on from the teaser image, we turn to the rest of Alfa’s statement, which brings us to this line: “The car that every Alfista has long been waiting for.” This leads us to question: “Is this what Alfistas are waiting for?”

Another quote from the announcement further cements that Alfa is going to unveil a new sports car concept, with the brand saying that it will be “created for those who still love driving and [are] seeking authentic experiences behind the wheel.” The thing is, you could say pretty much every Alfa drives well, so could this be an Alfa conceptualized to drive better than other Alfas? Better than the Stelvio? Better than the Giulia? Better than the 33 Stradale?

Furthermore, the concept “draws inspiration from Italy, with its sartorial craftsmanship and refined aesthetic sensibility; from Sportiness, as a constant pursuit of dynamism and driving pleasure; and from the color Red, a symbol of performance and passion that has always been part of the brand’s heritage. From these three ingredients comes a masterpiece that is unmistakably Italian and unmistakably Alfa Romeo, looking to the future with ambition and boldness,” the announcement states.

A New Addition

The bigger question is whether this concept will spark another new beginning for the brand, especially a better one in the United States. Alfa experienced growth last year globally, with the Junior, which has been working for the brand so far, so could this new model spark even more support from Alfistas and beyond? Stellantis still laid out the roadmap for Alfa in its future plans with a new C-Segment SUV and a boutique sports car announcement back in May of this year.

Regardless, I’m excited to see what Alfa’s been cooking up, so now all that is left is to wait for October 12, 2026. Attendees of the 2026 Paris Motor Show can get a full view of this concept from October 12 to 18, 2026.

When Genesis pulled the covers off the X Skorpio Concept earlier this year, we could have sworn it rolled straight out of a Mad Max fever dream. Exposed suspension, a tubular chassis, tires that look like they belong on a monster truck, and bodywork so aggressive it could scare small children – it seemed destined for car shows, not the open road.

Turns out – it actually drives. Genesis just unleashed the X Skorpio for a real shakedown and European debut at the 2026 Tutto Bene Hillclimb in northern Italy, sending it up the winding Strada Borromea instead of letting it gather dust under the spotlights.

And the Skorpio didn’t make the trip solo. Genesis also hauled out the Magma GT Concept – the wild mid-engine grand tourer that first broke cover at the 24 Hours of Le Mans – so both could stretch their legs on the same mountain pass.

A Hillclimb Built for Driving, Not Racing

Tutto Bene is a rolling celebration of all things automotive. The 5.6-mile Strada Borromea snakes above Lake Maggiore, and this year, about 85 rare and wild machines took over one of Italy’s most jaw-dropping mountain roads.

Genesis tossed the keys to André Lotterer, their Magma Racing ace who just bagged the team’s best FIA World Endurance Championship result of the season at Lone Star Le Mans.

The rearview footage shows the Skorpio muscling through hairpins, suspension flexing and those chunky tires clawing at the tarmac. For a machine that looks like it should be tearing up the Baja, it’s shockingly composed.

We couldn’t help but also appreciate the X Skorpio’s soundtrack. Genesis previously confirmed the concept packs a high-output twin-turbo V8, and the video is filled with deep V8 rumble, turbo whoosh, and crackles echoing through the forest.

The Magma GT Looks Ferociously Gorgeous

The Magma GT tackled the same climb, but brought a whole different vibe. While the Skorpio looks like it’s itching for a mud bath, the Magma GT hugs the tarmac, slicing up the mountain like it was born for it. That wide stance and beautiful bodywork all click into place once it’s in motion.

The climb also uncorked a much angrier soundtrack than we heard at its Le Mans debut. The engine note ramps up into a mechanical howl as the coupe rockets through the trees, easily stealing the title for most ferocious run of the day.

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The Scout badge comes with a serious reputation. Back when SUVs weren’t just mall crawlers or rolling status symbols, the original International Harvester Scout was produced to be the trusty steed for anyone who needed to get stuff done.

Now that Volkswagen is calling the shots, Scout Motors, now a brand, is dragging that legacy into the electric age – and aiming for a much bigger crowd. Rather than rolling out a single, safe concept, they’ve gone all-in with two wildly different takes on the upcoming Traveler SUV.

Both concepts are set to break cover together at the Jazz Aspen Snowmass Labor Day Experience in Colorado, sharing the spotlight with the Scout Terra pickup. It’s our best look yet at how Scout plans to keep its soul intact while chasing buyers on both ends of the spectrum.

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The Mountainside Concept

The Mountainside concept is what happens when the adventure winds down, and it’s time to cruise home in style. Instead of piling on the tough-guy gear, Scout’s designers went for a cozier, more polished take – without ditching the boxy, outdoorsy vibe that makes a Scout a Scout.

The paint job is called Morning Dusk – a moody charcoal-brown that shifts with the light, flashing hints of gold when the sun hits just right. It rolls on massive 22-inch black Vault wheels, wrapped in chunky 35-inch tires, and the panoramic glass roof cranks up the luxury factor.

Inside, Scout gives the Traveler an interior theme called Alpine District. Semi-aniline leather, woven gray fabrics, recycled walnut trim, and warm accent colors create a cabin that feels more lodge-inspired than a work truck. Even the plaid seat inserts and houndstooth fabric on the headliner nod to classic Scout interiors from decades ago. Physical buttons, rugged metal door handles, and stainless steel speaker grilles with the Harvester pattern keep a connection to the brand’s utilitarian past.

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Trail-Ready Keeps the Original Scout Spirit Alive

If Mountainside is the city slicker, Trail-Ready is the wild child itching to get dirty. It rocks a matte Galvanized Steel finish with a Canvas roof, and it’s loaded with real-deal off-road gear. We’re talking beefy metal bumpers, a built-in winch, tow hitch, rock rails, a roof rack with trail lights, and a spare tire carrier that even hauls extra fuel. The 18-inch beadlock wheels and 35-inch off-road tires mean business.

One of the coolest details? The black Cabana Top, which lets you go full open-air and channels the classic removable-roof vibe that made old-school Scouts legends.

Inside, the Denim District theme takes inspiration from American workwear. Brick Red leather covers the seats, dashboard, armrests, and grab handles, while denim-style fabric appears on the seat inserts, door panels, and accessory straps. It’s a different interpretation of premium, favoring durable materials over polished finishes.

Scout said its new South Carolina factory is almost ready to roll, with over 4,000 people set to build both the Traveler SUV and Terra pickup. Early prototypes are already out in the wild for testing, with full-scale production and customer deliveries on track for 2028.

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The new Acura Nexera isn’t going to be just another one-off concept. It will play a much bigger role in the brand’s future in the next three years. Acura plans to make this its main design language moving forward, but the company states that it will be more than just a new face that we should look out for.

We’re headed for a major product update for 2030 and beyond, and Acura’s also leaning more into hybrid versions of existing models, advanced autonomous driving tech, and EVs far down the line. On top of all of that, we may even get a full production version of the Nexera.

Course-Correcting

Motor Trend spoke to the brand, and its executives got to talking about what’s been up in the past eight months. Steps were taken, but not a lot of strides, as some complications with Acura’s parent, Honda, have arisen in recent years.

However, a recent press roundtable discussion has confirmed that Acura will be doing a lot more in the future, and that it’s all a matter of time before the brand releases something exciting once again. Acura’s going to be in a better position to compete with the rest of the market, hopefully.

“The next three to four years are critical for Acura,” American Honda president and CEO Eiji Fujimara told reporters. “We are rebuilding the brand.” Part of that plan involves the Nexera concept, whose name combines “next” and “era.” Its new design is meant to get buyers more interested in Acura while making it clear that the brand is moving in a new direction.

More Cars to Come… Eventually

Acura’s not looking to do a fast break for new models. In fact, some of its models aren’t due for another update until 2029. However, there are some cars that might receive a hybrid update in the near future, including the ADX and the RDX.

The other thing about Acura and its plans is that there is going to be a deemphasis on fully electric vehicles; not because it doesn’t want to, but because the market landscape has changed. Now, it appears that hybrids will become the main focus, and the bigger deemphasis will be reserved for PHEVs, which, apparently, consumers aren’t too keen on in Honda’s eyes.

Gary Robinson, vice president of Acura’s auto strategy, commented on the market’s preferences, stating: “Hybrid demand across the board is stronger than ever. There’s no reason why the technology wouldn’t come to segments we’re not currently serving, like the ADX and HR-V.”

A Nexera Coupe To Come?

The exciting news surrounds the Nexera. While Acura hasn’t confirmed or denied that it’s thinking about turning its concept into a production model, it hasn’t completely dismissed it. During the roundtable, Motor Trend was able to report that Acura’s creative director and vice president of auto design, Yasutake Tsuchida, said “yes” when asked if he would like to create a sports car based on the concept.

American Honda’s CEO, Fujimara, said, “I would like to do this car. I would like to do it with an engine, personally, but we will do what the customer wants, if that’s engine or hybrid or EV.”

While it’s not definite, Acura and Honda’s executives aren’t closing the door on bringing this project into a full production unit. The thing is, Acura execs want to, but can the brand handle it?

The Ford Mustang has spent more than 60 years as one of America’s defining sports cars, but Ford CEO Jim Farley appears to have much bigger ambitions for the nameplate. The automaker has reportedly shown dealers several potential new Mustang variants, including a four-door model and an off-road-focused version called the Mustang Baja.

There are virtually no details on the Baja yet, and Ford hasn’t announced the model publicly. But the fact that it has reportedly been shown to dealers suggests the idea has progressed well beyond a designer’s sketch. It also fits neatly into Farley’s broader strategy of expanding Ford’s most recognizable nameplates into new segments rather than relying exclusively on conventional model lines.

What Could The Mustang Baja Actually Be?

The Baja could be an equally interesting expansion, albeit in a very different direction. Automotive News, speaking with its sources, reported that Ford has shown dealers an off-road Mustang carrying the Baja name. There are no confirmed specifications or even a production timeline yet. 

If Ford follows the formula established by cars like the Porsche 911 Dakar and Lamborghini Huracan Sterrato, however, the Baja wouldn’t need to become a full-blown off-road vehicle. Instead, it could take the Mustang’s existing performance hardware and give it considerably more ground clearance, tougher suspension components and softer damping capable of dealing with broken pavement, gravel and mild off-road terrain. Expect the recipe to potentially include more aggressive all-terrain tires, additional underbody protection and tougher-looking bodywork, possibly with fender cladding and other visual cues that distinguish it from a regular Mustang.

The name itself is telling. A Mustang Baja would suggest something designed to handle the sort of rough, high-speed desert terrain associated with Baja racing, rather than simply being a Mustang with a lift kit.

The Mustang Family Is About To Get A Lot Bigger

Ford has already demonstrated that it is willing to stretch the definition of the Mustang. The RTR Mustang is now entering production, while the Dark Horse SC has brought a V8-powered convertible back into the lineup. Both were among the Mustang variants previously shown to dealers as Ford considered how far it could expand the pony car family. 

The most ambitious addition could be a four-door Mustang, reportedly known internally or among dealers as the Mach 4. Ford recently showed an early prototype at a dealer meeting in Las Vegas, with attendees describing it as roughly the size of a Porsche Panamera and incorporating some design cues from the German four-door. Ford reportedly told dealers it would offer more rear-seat room than the Panamera, accelerate from 0-60 mph in less than four seconds and cost less than $40,000. That would turn Mustang from a two-door sports car into something closer to a performance sub-brand.

Alongside the Mustang expansion, the company is working on more affordable new vehicles, additional trucks and SUVs, and reportedly even a Bronco-based pickup. Farley’s strategy increasingly appears to be about making Ford’s biggest names do more jobs. The Mustang doesn’t necessarily have to remain just a sports car, and the Baja could be the clearest example yet of how far Ford is willing to take that idea.

The GTA Nightshark Is Coming To Life

Grand Theft Auto has never been short of outrageous cars, but few are quite as imposing as the HVY Nightshark. According to Rockstar Intel, Latvian manufacturer Dartz is building a 1:1, road-going recreation of the vehicle for a private client who has reportedly paid $1 million for the commission. Rockstar added the Nightshark to GTA Online in 2017, and it was based on Dartz’s Black Shark. Nearly a decade later, Dartz is effectively reversing the process by turning Rockstar’s fictional interpretation into a real vehicle.

The finished Nightshark is expected to make its public debut in Miami in November 2026, during the release week of GTA VI. Dartz says production is already nearing completion, although its final name, specifications, interior details, and owner’s identity remain under wraps.

The $1 Million GTA Replica Is Driveable

Dartz says the one-off will be a fully functional vehicle that can actually be driven, making this much more interesting than simply recreating the Nightshark for display. Founder Leonard F. Yankelovich reportedly regarded Rockstar’s use of the Black Shark as a compliment. Now Dartz is returning the favor by spending a seven-figure budget on a real-world version of the game’s creation.

This year has been great for auto enthusiasts and gamers alike. From the release of Forza Horizon 6, we;ve been feasting our eyes on cool custom and one-off builds like the Singer-Louis Vuitton 911, 911 GT2 RS Flachbau, and Toy Story-inspired 911s. There’s been much to drool over, and later this year, the IRL Nightshark will be added to that list.

GTA VI Is Bringing More Real Cars

Grand Theft Auto VI is scheduled to launch on November 19, 2026, for PlayStation 5 and Xbox Series X and S consoles after multiple delays. Rockstar hasn’t released a complete vehicle list, but some real-life-inspired cars confirmed for GTA VI include the Porsche 911, Dodge Viper, Ford Crown Victoria, and Ferrari Testarossa.

Now, one of GTA’s most recognizable vehicles will exist outside the game, too. And unlike the Nightshark sitting in your virtual garage or some stationary life-sized replicas, this one will actually be able to hit the road.

Cars are, ultimately, an expression of the kind of person you are. They are an outfit, and to bring that feeling into your home can be a tough, deeply personal thing. You might hate all of this stuff, but these ideas might hopefully get you moving in the right direction. Speeed has an excellent primer on this sort of stuff you should watch, but our guide will focus more on things that feel like stuff cars should be around, hopefully without making your house feel like a garage.

Note: a lot of this stuff is expensive, but you can find good used examples or knock-offs without destroying your project car parts budget.

Good Lights

Those yellow lights have a cool historic reason behind them, but they also look good for some very normal, non-car-person reasons. We tend to like light that feels close to the temperature (measured in Kelvin, though not actually a literal temperature) the sun emits. Those early halogen lights, the yellow lights on cars at Le Mans – they’re all close to that. I covered my fog lights with yellow film on my first car to get that effect, and it’s similarly easy to get it at home. Aim for lights under 4,000K. It’s a cheap, easy way to make your house feel a little nicer, a little more grown-up, and a little bit like those cool cars we all like.

Cool Lamps

The next step is to find a lamp with a design that speaks to you. Lots of automotive design is very industrial, so pull up a photo or two of your favorite cars and start looking through lists of cool, influential lamps from interior design catalogs. Find something similar that speaks to you, but make sure it doesn’t stick out against the rest of your stuff. Car stuff tends to go great with Bauhaus design (think: Audi TT).

Find one that throws a lot of light around off Marketplace, stick one of those bulbs in there, and then get another cool one that’s usually intended for reading or other tasks to put by the couch. Then, don’t turn on the big light. Big light bad. Big light makes your house feel like the office we all hate going to.

Read, Don’t Just Buy, Old Car Mags

The above is a very old example. But the premise stands: keep some old car magazines on the coffee table, or get some arty new ones like the printed Road & Track magazine. It’s fun to go back and read old road tests of the cars you cared about when you were a kid. These also help give you something to talk about with people when they’re in your home, in addition to making for just a little bit of car-focused decoration.

Cool Chairs Make Your House

As a car person, you should appreciate a good piece of industrial design. Giorgetto Giugiaro didn’t just design cars, but also famous everyday items like the Nikon F3 camera. Eames’ (yes, the chair guy) Moulded Plastic Chairs offer some of the same car-adjacent flavor. They’re everywhere because they look cool, are cheap, and can be found just about anywhere. They go well with lots of stuff, and their form is loosely evocative of those early bucket seats. Cesca chairs feel like the insides of old pre-war British luxury cars, with their woven back and seats. The list goes on, but anything here should give you that gooey feeling your favorite car does. If it doesn’t, keep looking.

Hyundai Adds New N74 Trademarks In The U.S. And Canada

First discovered by CarBuzz, Hyundai has applied to protect two new trademarks, both of which were filed in the United States and Canada. The trademarks are for the names “Hyundai N (Hybrid Hydrogen) Vision 74” and “Hyundai N74,” the latter of which is likely what a production version would be called. The name is a reference to the Hyundai Pony Coupe concept from 1974, whose design inspired that of the N Vision 74, but the powertrain proposed for the supercar concept is much more forward-thinking, with a 679-hp rear-drive hydrogen fuel cell hybrid powertrain. Combine potent power with Hyundai’s expertise in making electric vehicles exciting, and the N74 would be almost guaranteed to be fun to drive. It also looks unlike anything else on the road today, and protecting associated trademarks seems like evidence that Hyundai still has plans for the concept, despite the scarcity of hydrogen filling stations anywhere in the world. I have three theories for what Hyundai might do next.

Three Theories: Why Hyundai’s New Trademarks Matter

Theory number 1 is that Hyundai is imminently planning to offer a limited run of production N Vision 74 supercars. Earlier reports had suggested Hyundai was planning to produce 200 units in early 2026, and although that clearly hasn’t happened yet, Hyundai’s plans may have simply been delayed slightly, and it could still be on course to offer a limited-edition N74 before 2026 comes to a close. Exclusivity would help justify an undoubtedly high asking price, and having a decorated designer associated with the project doesn’t hurt either.

Theory number 2 is that Hyundai filed two trademarks to muddy the waters. Perhaps it plans to launch the N Vision 74 without the hydrogen component, selling a pure EV. Perhaps it plans to wrap the concept’s styling around a more conventional combustion hybrid. Or perhaps it plans to do away with electrification altogether and thus make the supercar more appealing. The last seems the most profitable, but Hyundai likes pushing the envelope, so it is simultaneously the most unlikely, but the N74 name could work with any of these options.

Finally, theory number 3 is simply that Hyundai is protecting the trademarks in one of its most important markets with an eye to launching a production N74 at some indefinite point in the future, with no imminent plans laid. Considering that the timeless retro-futuristic styling is not directly associated with any other Hyundai product and could easily get lightly revised lighting to make it more contemporary or futuristic, and considering the fact that Giorgetto Giugiaro’s rinsed-and-repeated wedge shape will always be celebrated, Hyundai could sit on this design for years to come. Perhaps once Genesis is done testing the waters at the deep end of the luxury market, Hyundai can take a shot at a supercar with its own badge on the hood. What do you think Hyundai is doing? Let us know down in the comments.

Bruce McLaren’s Dream Comes True With McL 6GT

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Founded by New Zealand-born Bruce McLaren, the British company was built around motorsport, but Bruce wanted to eventually craft road cars, too, producing a road-going Can-Am prototype and then conceiving the M6GT. The iconic McLaren F1 eventually arrived, followed by the compromised Mercedes-Benz SLR McLaren, and then the MP4-12C and its recent descendants. That’s a relatively short history, but it’s heritage nonetheless, and after presenting a period-correct rebuilt M6GT at the Goodwood Festival of Speed earlier this year, McLaren’s new McL 6GT concept is testing the waters to see how much interest there is in a retro McLaren produced by a company famed for technical innovation.

Related: McLaren’s First Road Car Dream Looks Even Better In Person

McLaren’s financial situation has been rocky, so it can’t take unnecessary risks, but the company says a production version will arrive in 2028. And although the timing is coincidental, it arguably couldn’t be better.

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McLaren would have begun preparing this concept long before Ferrari got flamed online for the 12Cilindri Manuale with a clutch- and shifter-by-wire setup, but McLaren doesn’t miss the opportunity to take subtle digs at Maranello, highlighting an authentic manual transmission with an exposed linkage physically connected to the McL 6GT’s drivetrain. This is the brand’s first manual transmission since the F1 and is complemented by a V8 internal combustion engine (likely another 4.0-liter twin-turbo) powering the rear wheels, while the front wheels are controlled through an increasingly rare, feelsome hydraulic power steering system, all wrapped up in a carbon fiber monocoque and body. Inside, boxed quilting is reimagined, the shifter has been designed for perfect feel and throw, and there are a few screens, bridging the gap between the 20th and 21st centuries. The retro design includes various Bruce McLaren signatures, Speedy Kiwi logos based on McLaren’s original logo, and the brand’s Racing Loop motif, but the McL 6GT is not instantly recognizable as a typical McLaren, with the elegant form forgoing the aggressive aerodynamics of other contemporary Macs. A shortage of familiar design cues and logos makes this feel like something completely new and separate from normal McLarens, and that’s the point.

Autoblog’s Take

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Pricing and production numbers have not been revealed as part of the McL 6GT’s debut at the 2026 Monterey Car Week today, but we can expect big and small figures, respectively. McLaren has not revealed much of the cabin, and we don’t know if an existing product has donated its underpinnings to make the McL 6GT happen, but the new supercar will undoubtedly uphold McLaren’s reputation for rewarding driving experiences. Combine Woking’s excellent understanding of chassis dynamics and the potency of its powertrains with something that is tactile and requires deliberate inputs in a restrained design, and McLaren’s McL 6GT represents a completely new direction.

A digitized manual transmission might have suited McLaren better than Ferrari, but the roles have been switched, and as electrification and digitization take over the supercar space, the company that helped catapult car capability into the future is trying to capture the raw emotion of the past, not further increase speed and downforce. If this does well (as it almost certainly will), we can expect more products outside the core range. How McLaren will make the stories behind these future creations fit with its brand and its short history remains to be seen, but we’re pleased to see supercars returning to a more analog state. Hopefully, others will follow McLaren’s lead.

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Roadkill Nights is where you go for tire smoke and big horsepower. This year, Dodge did not disappoint, rolling out the 2027 Charger Super Bee – a 600-horsepower beast packing a twin-turbo 3.0-liter straight-six.

But it wasn’t just muscle cars and horsepower overload. Chrysler crashed the party with not one, but two Pacifica concepts – different from last year’s off-roader creation. And one of them? It actually makes the idea of a V-Series minivan sound less crazy than you’d think.

Both builds are Chrysler’s way of proving the Pacifica isn’t just for soccer practice and grocery runs. The brand says younger buyers are flocking to minivans, with Gen Z and Millennials up 143% in the last decade.

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The VANkulture Pacifica Is the Interesting One

The real showstopper is the VANkulture Pacifica Concept, built with help from the minivan-obsessed crew at VANkulture. This thing takes the Pacifica way past anything you’ll find in a Chrysler showroom, with a look and hardware that mean business.

It wears a custom VIS Racing aero kit – front lip, side skirts, rear diffuser, and a decklid spoiler all included. The satin PPF wrap, black accents, and smoked headlights push the Pacifica straight into motorsport territory.

Underneath, things get even wilder. The Pacifica sits on 20-inch Vossen wheels with fat 275/40R20 Kenda track tires, plus Megan Racing coilovers (32-way adjustable, if you’re counting) and custom Swift Springs. The whole van drops by 2.5 inches, just to make sure you notice.

Stopping power comes from massive Rotora brakes – eight-piston calipers and 15.4-inch rotors up front, four-piston and 14-inch out back. A MagnaFlow exhaust makes sure everyone hears you coming.

Chrysler isn’t calling this a V-Series, at least not yet, plus it doesn’t come with any power bump. But if they ever want to slap a performance badge on the Pacifica, this is the blueprint – a sort of rival to the wilder Honda Odyssey Type R.

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A More Subtle Pacifica Shows Another Direction

The second concept is a little more down to earth. Starting with a 2027 Pacifica Limited AWD and the S Appearance Package, Chrysler added some Mopar flavor but kept things tame enough that you could imagine it rolling off the assembly line.

It gets 21-inch Geode wheels wrapped in Pirelli P Zero summer tires, black brake calipers, a one-inch drop in ride height, red seat belts, and matte stripes from Mopar’s design team.

Neither of these is headed for production as a V-Series Pacifica. But the VANkulture build leaves us wondering: if Dodge gets performance Chargers, why shouldn’t Chrysler have a minivan that can keep up?

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Acura Is About To Stand Out

Acura hasn’t indicated what sort of car this concept previews, so it could be a hatchback, sedan, or SUV, but the X-shaped taillight motif is similar to that seen on the concept we saw in March, just more aggressive. Vertical brake lights appear above and below the illuminated ACURA wordmark, and the upper of these appears to indicate a fastback-style rear end, with the glasshouse flowing into a sudden drop-off of the tailgate. These details, plus the fact that the last Acura concept was said to preview design elements of the fourth-generation RDX, suggest that the concept being unveiled at The Quail will be tall and crossover-like. At the front, we’ll likely see a relatively familiar lighting signature with angular bodywork giving the fascia texture in a manner similar to the earlier concept. Presumably, this new concept will also promote a hybrid drivetrain, but we’ll have to wait for the reveal to learn more.

Autoblog’s Take

Hyundai’s premium arm, Genesis, is going further upscale, so Honda’s luxury arm could use a fresh approach to vehicle design to stay in touch, but we suspect that while the new concept will act as a blueprint for future aesthetics, it could also be a harbinger of more exciting offerings, just as the Magma sub-brand is at Genesis. The NSX is long gone, and a new halo vehicle may help bring attention to the Acura brand. If the concept shown at The Quail is as exciting as the teaser clip below suggests and it debuts to rapturous applause, and if customers show real interest, Acura may be able to justify creating something more exciting than the Integra Type S. We’ll just have to wait a few more days to see what Acura is working on.

What started as an internal engineering challenge eventually became one of the strangest concept vehicles ever created. To this day, it serves as a showcase of Mazda’s creativity and remains one of the company’s most fascinating forgotten projects.

A Suitcase That Transforms Into a Vehicle

The Suitcase Car was born from Mazda’s “Fantasyard” competition, an internal contest held between 1989 and 1991 that encouraged employees to dream up imaginative mobility solutions. One team of seven engineers from the company’s manual transmission testing and research division came up with the winning idea after imagining a quicker way to get around large airports.

Instead of designing something from scratch, they bought a pocket bike and squeezed its mechanical components into a large 57 cm x 75 cm (22.4 x 29.5-inch) Samsonite suitcase. The finished machine could be assembled in about a minute by unfolding the front wheel, fitting the rear wheels, and attaching the seat. Voilà! An ordinary piece of luggage had transformed into a functioning three-wheeled vehicle.

The Miata Philosophy

Despite its comical appearance, the Suitcase Car was a living, breathing car, albeit a painfully slow one. Much like the first-generation NA Miata that was on sale at the time, it featured a low center of gravity and very little power. The original Mazda MX-5 Miata was powered by a 1.6-liter four-cylinder engine producing 116 hp, which isn’t exactly a huge figure by modern standards.

The Suitcase Car, however, took things to another level – a lower one that is. Its tiny 34 cc (0.034-liter) two-stroke gasoline engine produced just 1.7 hp. In turn, that was enough to propel the 32kg (70.5 lb) trike to a top speed of 30 kph (18.6 mph), making it somewhat more than a simple novelty.

Mazda’s Quirky Spirit Lives On

The Suitcase Car was never meant for production, but it attracted worldwide media attention. Mazda even built additional examples for Europe and the United States, although only the American version is known to have survived. The original was reportedly destroyed by accident, while the European replica mysteriously disappeared over the years.

More than three decades later, Mazda’s willingness to pursue unusual ideas hasn’t disappeared. Although it still builds objectively great but boring cars like the CX-5, the company is working on other endeavors, too. Some of the most noteworthy include researching eco-friendly concepts that allow cars to capture CO2 while driving. With emissions tightening, Mazda has also opened up to the idea of making an all-electric MX-5 if internal combustion engines are pushed out of the market.

The Suitcase Car may have been one of Mazda’s strangest creations, but it perfectly represents the inventive mindset that exists in the brand today.

Cadillac had its fair share of these concepts, such as the 1950 Debutante featuring gold plating and leopard skin upholstery, the aviation-inspired 1959 Cyclone, or the several Eldorado concepts, some of which reached limited production later on.

Speaking of gold-plated Cadillacs, there was also another luxury coupe that featured gold plating and would have looked right at home at Motorama—although it was never on display at GM’s show.

1953 Cadillac Elegante Combined GM Engineering With European Styling

While the 1950 Cadillac Debutante was never offered for sale, another gold-plated Cadillac was, albeit as a one-off. We’re talking about the 1953 Cadillac Elegante, which created quite a stir during its public debut at the 1955 New York International Auto Show. Mind you, this wasn’t an official Cadillac product but a coachbuilt luxury convertible coupe based on a 1953 Cadillac Series 62 chassis.

The Elegante came to be after commercial artist Harry Birdsall joined forces with car importer Joe Mascari to create a luxury convertible coupe unlike anything offered by Detroit.

Starting from a 126-inch wheelbase 1953 Cadillac Series 62 chassis equipped with a 331-cubic-inch V-8 engine and four-speed Hydra-Matic automatic transmission, the pair turned over the design part of the project to Albrecht von Goertz, who had recently opened his own design studio, Goertz Industrial Design.

Interestingly, the Cadillac Elegante is most likely the first automotive design from von Goertz’s new studio. As a side note, two years later, von Goertz would design the BMW 503 and the legendary 507.

Italian Coachbuilder Charged $30,000 for the Job

The Cadillac Elegante gained a sleek and sophisticated design, with distinct European proportions and understated elegance. Construction was entrusted to Carrozzeria Rocco Motto, a respected coachbuilder based in Turin, Italy.

The hand-formed aluminum body took a reported 30 months and $30,000 to finish, which was a fortune in the 1950s. In addition to the aerodynamic body, the chassis was lightened and lowered by 8 inches, resulting in a sleeker profile.

The Elegante brims with bespoke details such as the hydraulically-operated, disappearing retractable hardtop, lavish red leather interior, a Lucite steering wheel, custom-made bronze castings with gold-plated exterior trim, and a wraparound windshield with built-in window vents.

The Elegante was driven by Harry Birdsall until he passed away in 1960 and was then acquired by Mascari who sold it to a fellow speed boat racer. The one-of-a-kind Cadillac would later be sold to Stan Marks, a road construction executive and Orange Bowl Committee president.

Offered for Public Sale for the First Time in Its History

The Birdsall family made several attempts to buy back the Elegante, but it only managed to do so in 1992, when Richard “Dicky” Birdsall, the youngest son of the car’s creator, finally acquired it.

He subjected the car to a comprehensive restoration, bringing it back to its original form over the course of 16 years of painstaking work. The car made a return to the public eye at the 2014 Amelia Island Concours d’Elegance, where it captured the People’s Choice Award.

Now it is offered for public sale for the first time, which is kind of sad considering the efforts the Birdsall family had put in to buy it back and return it to tip top shape.

Nevertheless, this marks a rare opportunity for Cadillac collectors to score a unique concept car. Included with the sale is a custom-built enclosed Pegasus Race trailer that features air-conditioning and a power lift gate for easy loading, unloading, and transportation. Various period photos and a scale model by Brausi also come with the car.

The unique Cadillac will go under the hammer on September 5 at Kruse Auctions’ Auburn Fall 2026 sale. No estimate has been provided.

While Stellantis does operate several car museums in Europe—such as the Stellantis Heritage Hub and Alfa Romeo Museum in Italy and the Peugeot museum in France—it does not have a similar museum in the U.S. focused on its American brands.

Thankfully, that may change in the near future as Stellantis is reportedly considering finalizing older plans to transform a former Dodge Viper plant into a car museum.

Conner Center Could Finally Open Up to the Public

The Detroit News has learned about this possibility from Tim Kuniskis, Stellantis’ Head of American Brands for North America Marketing and Retail Strategy.

“We have a pretty cool car collection in Detroit that we’ve had many debates about,” Kuniskis recently told the paper. “Should we be opening that up to the public and things like that? TBD if we’re going to do that, but I’m pretty sure people would (come).”

Kuniskis was referring to the former Conner Avenue Assembly Plant in Detroit, which built Viper sports cars until 2017. Long used to store many cherished cars from the Chrysler, Dodge, Jeep and Ram brands, the site is not open to the public—although it sometimes hosts events like new-vehicle presentations for the media.

Kuniskis added: ”Can you imagine if (Conner Center) was full of all of the stuff that we have?” As an example, he said the carmaker has “beyond hundreds” of Easter Jeep Safari vehicles built over the years spread in various locations. “I think people would love to see those all in one place at one time,” the executive argued.

Stellantis Design Boss Does Not Want It to look Like a Traditional Car Museum

Stellantis’ Chief Design Officer Ralph Gilles had hinted at a similar plan last month and was more direct about it on a media tour of the automaker’s North American headquarters in Auburn Hills. 

“There’s a few details we have to fix with the building for fire code, because it was set up as a plant, not a public space,” Gilles told reporters. “So we’re doing that this summer, and we’re hoping to obviously have select events to start the process of opening it.”

He added that the current collection parked in rows inside the largest part of the plant would be expanded with more vehicles, noting that he doesn’t want it to look like a traditional museum.

Mind you, Stellantis later issued a more general statement that did not include specifics of the plan to open up Conner Center to the public. “We are actively exploring opportunities to welcome visitors to our Conner Center in the future and hope to share more details as our plan evolves,” company spokesperson Dale Jewett said in a statement to The Detroit News.

The vehicles currently in storage at the former Viper plant are varied and include classics such as a 1948 Chrysler Town & Country and 1951 New Yorker, an IndyCar pace car, movie cars like the Jeep Wrangler from “Lara Croft: Tomb Raider,” and even the automaker’s late-CEO Sergio Marchionne’s personal Dodge Challenger SRT Demon.

In total, there are currently over 400 vehicles in storage at Conner Center, about 85 of which are on display.

Butterfly Doors on Mazda’s Next Sports Car

The patents describe a body structure designed for a front-engine, rear-wheel-drive sports car, with the filing focusing on improving chassis rigidity for crash protection. The biggest surprise is the upcoming Mazda sports car’s door design. According to the patents, the vehicle uses a flip-up side door that opens outward and upward “like a scissor door or a butterfly door,” similar to a Lamborghini or McLaren.

Rather than serving as a styling gimmick, the unusual hinge arrangement helps strengthen the chassis by allowing the hinge pillar to transfer suspension loads more effectively while keeping weight to a minimum. The filings also describe additional structural bracing and a stamped front apron frame that further improve rigidity without adding unnecessary mass.

Could This Become The Next MX-5 Miata?

Mazda hasn’t confirmed which model these patents belong to, but the strongest candidate is the production version of the Iconic SP concept. We suspect that car could ultimately become the next-generation MX-5 Miata. The company has already confirmed that another gasoline-powered Miata is on the way, albeit the last one. Mazda has already admitted it’s exploring electrified options for its future sports cars, meaning there’s a real possibility this model could feature some form of hybrid assistance.

That would also align with Mazda’s insistence that any hybrid rotary-powered sports car it builds must remain affordable – a key characteristic of any MX-5 Miata. It’s also worth remembering that Mazda’s rotary engine was in production until the MX-30 R-EV got discontinued earlier this year, so it wouldn’t have to be developed from scratch.

Keeping the Miata Formula Alive

If these patents do belong to the next MX-5, enthusiasts will be hoping Mazda doesn’t lose sight of what earned the roadster such a cult following over the years; from the underrated NB Miata to the latest targa MX-5 RF. The simplicity of the Mazda Miata is what makes it great. A lightweight body, nimble handling, a preppy little engine, and an overall engaging driving experience have always mattered more than headline-grabbing technology. If Mazda can preserve those qualities while meeting future emissions regulations, its next sports car could prove that there’s still room for an affordable driver’s car in an increasingly electrified world.

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Walking into the booth where the BMW M Vision Neue Klasse is being exhibited, visitors are greeted by the front end, whose width is even more impressive in person. Seeing the front end up close also conveys just how deep the splitter is, and the trimaran-inspired support in the bumper is a neat reinterpretation of the dual kidney grilles, though those are also referenced in the light-accented upper nose, where yellow DRLs appear. These will no longer be exclusive to CS models, appearing on all future M cars, and we can also expect the “Track Lights” on the corners to make production, but the intakes and the splitter will be less aggressive.

The takeaway: Future M cars will have split lower intakes, yellow DRLs, and track lights. The mirrors will be similar, too, but less extreme, since the production M3 won’t be this wide. A recess in the center of the roof will continue to be a trademark design trope.

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The front three-quarter angle gives us a better view of the vent in the valley of the hood, helping cool the quad-motor powertrain, and this view also shows just how wide the arches are. We liked that you could see the upturned lip of the trunk from all the way in front of the car; no vantage point is boring. Light bounces off the angular surfaces in intriguing ways, giving the bodywork new depth and letting subtle details appear as you walk around the car.

The takeaway: Monza Red metallic paint is coming to the next M3, as is a four-motor ‘Heart of Joy’ powertrain capable of over 1,340 horsepower, but expected to produce roughly 800 hp to begin with. More hardcore variants, M5s, and other, bigger EVs BMW may produce with the M treatment will get closer to that threshold.

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Moving down the side of the car, we see that BMW has referenced the E24 6 Series and its famous ‘sharknose’ front end, which has an overbite that makes the car look like it’s moving at high speed even when parked. The waffle-weave wheels reference the BBS wheels on the E30, and they’ll likely make production, but with center-lock hubs? That seems unlikely, but it’d be very cool. Moving aft, the deep black side skirt, like the splitter, roof, and other elements that would normally be made of carbon fiber, benefits from new plant-based composite materials, turning flax into natural fiber composites developed alongside Swiss clean-tech firm Bcomp.

The takeaway: BMW is eschewing carbon fiber in favor of something less harmful to the planet, but it remains to be seen if the automaker will stick with this matte finish or add gloss, since the latter could undo some of the good work this cleaner alternative has done. What we do know is that an interpretation of these wheels is likely, and a slight overbite will appear on the production car, according to spy shots.

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From the rear three-quarter angle, the bulk of the rear fender comes into focus (though it would be easier to see in a color other than a notoriously difficult-to-photograph red). While most rear fenders on performance cars tend to bulge above the wheel arch and deflate somewhat ahead and behind them, the M Vision Neue Klasse’s flow nearly seamlessly into the rear bumper, allowing the track width to be dramatically increased. More Track Lights exacerbate the effect, while the dual lips of the pert trunk flick upwards, contrasting with the angle of the rear diffuser’s trimaran opening. Combined with the shape and coloring of the L-shaped taillights, it’s pure geometric indulgence. The angle of the trunk lip also reflects the Hofmeister kink, though it’s still not properly filled with glass, while extended wing mirrors provide more motorsport references.

The takeaway: The glasshouse will be identical in production, but the wing mirrors may get shorter stalks. Lights will appear in each corner, and the taillights will look much like these. We also expect the split trunk lip to appear, but the arches and other caricaturized elements, like the surfboard of a rear diffuser, will be much less extreme. Another example of how the electric M3 will pull back is that it will share its rear doors with the base i3 to keep costs down, making such swollen arches impossible to achieve neatly.

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The BMW M Vision Neue Klasse’s rear diffuser stirs up images of the Aston Martin Valkyrie and Red Bull RB17 in my mind, and it’s basically “just a hot 3 Series.” We expect that the recess atop the trunk will be almost this deep for the M3, but we doubt that you’ll be able to see through the diffuser – not this much, at least. Why? Because that would rob the production car of valuable space for the trunk. In addition, pedestrian impact laws mean the front won’t be so crazy, and the back has to match. Remember, the real thing’s proportions are unlikely to balloon this much, so there’ll be far fewer cubic inches of room to play with. Still, we haven’t yet spotted a prototype without fake bodywork, so BMW may provide a slightly tamer, downscaled take on this diffuser.

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Pop open the rear door, and you see just how much bodywork has been added to a regular i3 to make this concept as extreme as it is. Like the M5 CS, there are four individual seats, but unlike that road car, this has a roll bar behind the front seats, supported by a truss anchored between the rear seats. Perhaps in a special edition, these elements will come to life, but the production M3 coming next year will have a bench rear seat and no bar.

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We do expect something similar to these flax-shelled front-row bucket seats to be available with the M3 and M4, but not with harnesses. Normal seatbelts will suffice because harnesses are extremely difficult to homologate, especially with airbags, occupant sensors, and other problems. They’re great on a racetrack, where the driver has a roll cage above them, and there’s a very low chance of a high-speed rear-end collision, which can lead to spinal injuries. Accidents in harnesses can also cause submarining, where the occupant slides under the lap belt, often with fatal consequences. That’s why we don’t get the 911 GT3 RS with the factory roll cages other markets get, even though they’re carbon fiber, not metal.

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In front of the driver, there is very little to distract. There’s a Panoramic Vision iDrive display along the base of the windshield and a thick-rimmed, sueded four-spoke steering wheel with a red noon marker. Physical M buttons in red and real stalks are refreshing in this cabin, but the majority of the interfaces are touch-operated, including the 17.9-inch screen in the center of the dash. We expect a smaller central island for the gear selector, likely adding storage bins for wireless charging and other everyday carry, but the gear selector will remain prominently mounted.

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The bold colors of the concept and the depth of the side thigh bolsters won’t be standard fare in the M3, but we like how supportive they look and wouldn’t be surprised if such an aggressive seat is available (again, without harnesses) as an option.

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A thinner wheel might be nicer; BMW seems to be fattening the rim up more and more with each new car. However, not having used the wheel on the road, we can’t cast any judgments yet. It feels good enough in hand while stationary, but personally, I’d prefer a thinner three-spoke and likely always will. Perhaps this is one of the ways BMW thinks it can convey a sense of power and a feeling of being in control of something devastatingly fast.

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In summary, the BMW M Vision Neue Klasse looks even more spectacular in person than the press pictures suggested, and thanks to the huge rear arches, its small doors seem to imply that it’s a coupe at first glance, helped by the hidden window seals and winglet door handles. It’s amazing, and the color-coded wheel nuts are a nice touch. The electric M3 will effectively look like this car has been slightly shrunk in the dryer, and that should translate to something angry enough to intimidate even the wildest AMG. We can’t wait for more revealing spy shots and the M3 EV’s global debut, expected in early 2027, with production scheduled for March.

One thing about car concepts is that they can spark ideas and design cues that may later be used for production models. This internship project, shared by Volkswagen design boss Andreas Mindt, shows a very future-forward take on a VW supercar called the ID.DIN T14.

According to Mindt, designer Fabian Reitz took a more logical, technical approach, grounding the project in precision, structure, and function rather than purely emotional or artistic expression. The result is a simpler and more easily understood design, the kind of minimalist-esque thinking that can already be seen in road-going models like the Tesla Model 3. This particular sketch is also reminiscent of Audi’s Concept C and the new Nuvolari.

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Technical By Design

Audi is under the Volkswagen Group, so a broader connection is not hard to imagine. What is immediately apparent is the monolithic body, minimal surfacing, and canopy-style cabin. But it is not as straightforward as it first seems, as the ID.DIN T14 also gets pronounced wheel arches and a massive rear diffuser that give it a more aggressive character.

Not a lot of technical details were disclosed about the sketch. However, it does raise the question of whether Volkswagen will ever tap into extreme creations again. One of the automaker’s best-known entries into that space was the ID.R, an all-electric prototype that still holds the overall Pikes Peak record in Colorado. Speaking of the ID.R, it also shares some visual similarities with this concept.

Wishful Thinking

While a production version of something like this would be compelling, it is worth noting that halo supercars are rarely easy business cases, as evidenced by the Lexus LFA. Volkswagen is still navigating the modern era of electrification, where choosing the right powertrain strategy can make or break a product plan. Many automakers are still trying to recover from EV-related spending, while VW is also preparing more affordable small electric cars in Europe.

Still, concepts like this show that Volkswagen’s performance ambitions could extend well beyond the Golf GTI and Golf R. Whether that ever translates into a production supercar is another question entirely. The reception to the Audi Nuvolari could offer a glimpse of whether this more technical design language has real appeal.

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Topolino Success Story

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At the root of this approach is the Fiat Topolino, a fully electric quadricycle that has dominated the European electric light-vehicle market since 2025. With second-quarter 2026 orders surging 30% year-over-year, the Topolino proves that the best things come in small packages.

Fiat is now expanding the lineup with fresh design variants—including the Sport, Corallo, and Dolcevita—while introducing the “Monsterlino,” a magnetic Bluetooth speaker system developed with audio giant Monster. For American readers accustomed to oversized SUVs, the Topolino, hitting American streets as we speak, offers a masterclass in efficient, zero-emission city commuting that could heavily influence how densely populated U.S. metros approach personal transit.

Expanding Utility With The TRIS

Moving beyond personal mobility, Fiat is reimagining commercial logistics with the TRIS, the brand’s first fully electric three-wheeler. Originally launched for zero-emission, last-mile delivery in the Middle East and Africa with a robust payload capacity of roughly 1,190 pounds, the TRIS is rapidly expanding its global footprint.

Fiat recently showcased the TRIS Dolcevita concept tailored for the hospitality and resort sectors, alongside a mobile street coffee shop built in partnership with historic Italian roaster Caffè Vergnano. Highlighting its practical application, the Vatican recently integrated a fleet of Topolinos and TRIS models into its internal operations to support its “Ecological Conversion 2030” decarbonization initiative.

The Fiat Multiplina Concept

Bridging the gap between a micro-car and a standard passenger vehicle is the all-new Multiplina Concept. Inspired by the iconic 1956 Fiat 600 Multipla, this prototype previews a highly pragmatic, space-maximizing layout. Designed with intelligent, human-centric architecture, the Multiplina represents the missing link in Fiat’s electric ecosystem, offering a roomy interior while maintaining an ultra-compact exterior footprint for easy city maneuvering.

The Correct Path For Fiat?

By focusing on accessible, ingenious, and distinctly Italian electric vehicles, Fiat is positioning itself not just to participate in the global micromobility megatrend but to lead it. As modern cities increasingly prioritize sustainability, Fiat’s triad of urban EVs shows a clear blueprint for the future of compact mobility. Having mobilized the masses once, Fiat is doing exactly that again – only this time with batteries.

Thanks to the vibrant world of digital automotive CGI, however, a new vision of what a third-generation Solara could look like has us wanting a new Solara.

Modern Face With A Familiar Badge

Virtual artist Jim, known on social media as jlord8, recently dropped a stunning digital rendering reimagining a modern Toyota Solara convertible. The concept seamlessly adapts the striking front fascia of the latest XV80-generation Toyota Camry into a sleek, two-door drop-top.

The signature Camry “hammerhead” LED headlights and front bumper, a lowered stance with modern oversized alloys, and a clean fabric soft-top silhouette. The concept almost perfectly portrays what a modern Camry-based Solara could look like.

What Would Power This Hypothetical Cabriolet?

If Toyota were to revive the Solara on its current TNGA-K platform, it would ditch the old gas-guzzling V6 engines of the past. The current XV80 Camry relies entirely on the 5th-generation Toyota Hybrid System. Meaning a power output of 225 horsepower in its standard front-wheel-drive (FWD) configuration, or up to 232 horsepower when equipped with electronic all-wheel drive (AWD). This setup would combine open-air freedom with an EPA-estimated fuel economy expected to hover around 45 to 50 MPG—unheard of for a mid-size convertible.

Will Toyota Ever Build It?

While Toyota continues to expand its American lineup with SUVs and electric concepts, a production-ready Camry Solara remains highly unlikely. Convertibles are a microscopic niche in today’s crossover-dominated market. Still, this incredible rendering proves that the desire for a stylish, ultra-efficient Japanese drop-top is alive and well.

Last year, Ford unveiled the one-off Bronco Roadster Concept inspired by the 1966 U13 Roadster, an open-top version of the original Bronco often considered the closest thing to an off-road Mustang of its era. Most of its public appearances have shown the concept sitting on display at events like SEMA and Pebble Beach – until now.

Robert Gelardi, chief designer of the Bronco Roadster Concept, brought the open-top vehicle to Jay Leno’s Garage. Leno, who has owned more than 180 cars, got a closer look at the concept and, naturally, discussed classic car design. He recalled how cars from that era felt “pure,” before the National Traffic and Motor Vehicle Safety Act of 1966 and subsequent safety rules began reshaping vehicle design.

When Freedom Hits Reality

Ford also describes the Bronco Roadster Concept as a “pure expression” of open-air driving. However, because of today’s stricter safety regulations, a production version in its current form would be challenging.

According to Gelardi, the concept was not intended for production. Instead, it was created to celebrate 60 years of the Bronco. It is based on a two-door Bronco but was modified to stay true to the original, including the absence of headrests and rear seats, along with the use of 17-inch steel wheels and lap belts.

Under the hood is a 2.3-liter turbocharged four-cylinder engine making 300 horsepower. That means the more potent 3.0-liter twin-turbo V6 was not used, but as Leno pointed out, the four-cylinder engine still makes more power than the V8s offered in the original Bronco. The engine is paired with a 7-speed manual gearbox with a crawler gear and power steering.

The Art Of Simplicity

This is still a prototype, so there is not really a true first driving impression, though Leno still commented, “It rides very nice.” The bigger story, perhaps, is Leno pointing out that younger buyers may not get the same sense of open-air driving that cars from that era offered because of stricter safety regulations.

To be fair, turning the Bronco Roadster Concept into a production car as it sits would be risky, given the lack of doors and pillars, especially in a rollover. The closest vehicles that can offer a similar experience today are the Ford Bronco and Jeep Wrangler, which allow owners to remove the doors and roof, though their structural frames remain.

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Called the Triple 10 Challenge, the concept was built around three ambitious “10” targets, all of which Shell says it achieved. There’s a certain irony in an oil company building one of the most efficient electric cars in the world, but here we are. 

A Battery That Keeps Its Cool

The EV industry’s solution to range anxiety has always been a bigger battery. Fair enough, but they also add weight, cost, and manufacturing emissions. Shell’s Triple 10 challenges that very notion. While not officially disclosed, based on its claimed efficiency and charging rate figures, the battery appears to be roughly 34-38 kWh, or a little over half the size of what many mainstream EVs carry today. Yet the concept could deliver over 200-220 miles of real-world range. 

The cooling system is one of the biggest contributors to its impressive efficiency. It keeps the battery, motor, and power electronics at their ideal temperature simultaneously, wringing over 30 percent more efficiency out of the same energy. The Tesla Model 3, one of the more efficient EVs, sits at around 8 km/kWh, compared to Shell’s 10 km/kWh figure.

Shell’s Real Product Isn’t the Car

The Triple 10 is actually a rolling demonstration of Shell Recharge, the real product here. Recharge is a dielectric, hydrocarbon-based thermal fluid that fully immerses the battery cells and powertrain components directly, replacing the conventional water-glycol systems that pipe coolant around cells rather than through them. It absorbs heat more uniformly, eliminates hotspots, and dramatically simplifies the vehicle’s internal architecture. Shell says the simplified design can reduce battery pack costs by roughly 25 percent compared to a conventional EV setup. 

The concept was developed alongside engineering partners and validated, which lends it considerably more credibility. Importantly, Shell isn’t trying to become a carmaker. It’s trying to convince the industry that better thermal management can unlock lighter, cheaper, and more efficient EVs. Coming from one of the world’s biggest oil companies, that’s a surprising pitch, but perhaps an increasingly logical one, especially when Shell makes the secret sauce to unlocking that efficiency.

Chrysler used to have a versatile lineup, from the 300C to a full-size SUV called the Aspen. Some models, however, were more polarizing, particularly the PT Cruiser. Under Stellantis’ FaSTLAne 2030 strategy, Chrysler is set for a revitalized lineup, and one of the new additions is expected to carry the Airflow name.

Thanks to Russian outlet Kolesa, there is now an unofficial glimpse of what this new Chrysler model could look like. The render is based on a Stellantis video presentation, but it appears to take a noticeably different direction from the Airflow Concept shown in 2022. Instead of the concept’s smoother and more intricate styling, this version looks cleaner, boxier, and sharper.

The Face Of Change

The headlight design resembles those on Cadillac electric vehicles, including the Optiq and Lyriq. It is paired with a full-width light bar that adds a modern appeal. At the back, a similar lighting treatment has been integrated, with the Chrysler script illuminated in the middle.

No interior renders were shared. But given that the Airflow will reportedly be underpinned by Stellantis’ STLA One platform, it should accommodate various powertrains, including hybrid and fully electric setups. That flexibility is crucial amid market uncertainty, which has already led Stellantis to record major charges tied to its EV strategy reset.

The Airflow is expected to start below $40,000, putting it in the same general price range as the Tesla Model Y in the midsize crossover market. It will also mark Chrysler’s first crossover since the original Pacifica was discontinued after the 2008 model year, before the nameplate was later revived for the minivan that replaced the Town & Country.

Growing The Family

Given the market demand for crossovers, an entry in this segment could make the Airflow one of Chrysler’s most important models in years. The Pacifica will remain part of the lineup and recently received a refresh for the 2027 model year. For more budget-conscious buyers, the automaker is also expected to introduce two smaller crossovers, reportedly called the Arrow and Arrow Cross. Both are expected to be based on smaller Fiat models and start below $30,000.

These plans are a positive sign for Chrysler amid Stellantis’ broader profit struggles. At the very least, the automaker does not appear headed for the same fate as now-discontinued brands like Plymouth, getting a more strategic lineup that moves it beyond being primarily a minivan brand.

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Literally Riding On It

This isn’t just a new model launch; it is a forced corporate reset. When the Type 01 finally reaches American showrooms in the first half of 2027, it will break an agonizing 18-month production drought. Jaguar effectively halted its core assembly lines following the discontinuation of the F-Pace SUV last December, leaving its retail network to survive on dwindling legacy inventory while the company engineered its drastic pivot upmarket.

At the core of this rebirth strategy is the bespoke Jaguar Electric Architecture (JEA). While Jaguar Land Rover (JLR) recently capitulated to market realities by introducing hybrid alternatives for its smaller EMA platform, which are holding the line on pure electric power for the flagship Type 01. JLR Chief Commercial Officer Leonard Hoornik and CEO PB Balaji have explicitly stated that the aggressive performance metrics demanded by this new grand tourer—specifically, an output exceeding 1,000 horsepower—simply cannot be achieved with combustion or hybrid drivetrains.

Top Of The Market

The automaker’s pricing strategy is equally uncompromising. Jaguar is intentionally abandoning the volume-premium fight against established rivals like BMW, Audi, and Mercedes-Benz. Instead, the Type 01 is positioned to cross swords directly with Bentley, Porsche, and Aston Martin. Buyers can expect initial sticker prices to open around the $150,000 mark (converting from the roughly £120,000 UK base), climbing well past $190,000 for heavily optioned, bespoke specifications. Choosing New York for the official reveal, following the concept’s prior debut in Miami, signals exactly where JLR expects this massive financial bet to pay off, deliberately ignoring recent rollbacks in US emissions legislation.

The nomenclature is a calculated anchor to the brand’s history. The “Type” designation leans heavily on Jaguar’s mid-century motorsport pedigree, directly invoking the Le Mans-winning C-Type, D-Type, and iconic E-Type. Meanwhile, the numerical suffix is strictly functional: “0” for zero emissions, and “1” marking the first vehicle of the brand’s overhaul. Industry tracking suggests subsequent JEA-based models—likely a full-size SUV and a flagship limousine—will adopt the Type 02 and Type 03 badges.

Jag’s Future?

Jaguar is betting its long-term survival on the premise that buyers will pay ultra-luxury premiums for a reinvented British marque. In October, the market will decide if the metal justifies the markup, or if Jaguar would have been better off refining its now forgone lineup. For now, we wait until the October reveal and the market launch to more accurately predict whether this is a renaissance or a retirement for the British heritage brand.

BMW’s upcoming electric M3 is shaping up to be a genuinely wild machine. Four motors, all-wheel drive, a battery pack north of 100 kWh, and power figures that reportedly swing anywhere from 700 horsepower to a frankly absurd 1,300. But specs alone don’t make an M car feel like an M car. So BMW did something that echoes what Ferrari did with the Luce EV. 

The brand recorded its own inline-6, V8, and V10 engines, studied how their sound rises and falls under acceleration, then mapped that emotional arc onto amplified noises pulled from the electric M3’s actual electric motors, like Ferrari chose to do. The Luce uses an accelerometer mounted in the rear axle to capture real vibrations from the motors and gears, then filters and amplifies them like an electric guitar pickup, turning vibration into sound. Ferrari says it amplifies frequencies that sound good and strips out the unpleasant ones. Going by the drive Charles Leclerc and Lewis Hamilton had in the Luce, they’ve succeeded. Neither company is faking an engine. Both are giving the EV’s own voice room to breathe.

EVs Have Been Faking It For Years

This isn’t new territory, though most attempts have leaned synthetic. Jaguar’s I-Pace had a futuristic hum piped through speakers years before this was cool. Hyundai went further with its N models, building in fake gearshifts and rev limiters that jolt and pause exactly like a dual-clutch gearbox under hard acceleration. Dodge took the opposite approach with Fratzonic, blasting exhaust-like sound both inside and outside its electric muscle cars. BMW’s rev-limiter chirp in the electric M3, which engineers admit is included partly because it’s “awesome,” fits into that same lineage. Ferrari, notably, is positioning itself apart from all of it.

Will Drivers Actually Want This?

Reception to synthesized engine noises in EVs has been mixed industry-wide. Dodge’s Fratzonic system, in particular, has drawn plenty of eye-rolls. Aftermarket companies already sell V8 soundtrack kits for EVs, proof that some owners crave the noise badly enough to bolt on speakers themselves. 

Ferrari reportedly spent around six years developing the Luce’s sound, which suggests the brand sees this as core to the car’s identity rather than a gimmick. BMW seems to be hedging more. The electric M3 will reportedly let drivers dial sound up, down, or off depending on drive mode. Crucially, BMW isn’t abandoning combustion. A traditional ICE M3 will continue alongside the electric version, giving purists a choice if synthesized soundtracks just aren’t their thing.

That doesn’t mean Subaru is about to build a mid-engine BRZ. To be clear, there is no official evidence suggesting the next BRZ will abandon its front-engine, rear-wheel-drive layout, its Toyota GR86 sibling relationship, or its basic positioning as a relatively affordable lightweight sports coupe. In fact, Subaru’s current 2026 BRZ still follows the proven formula: a naturally aspirated 2.4-litre flat-four, rear-wheel drive, and a standard six-speed manual transmission. But what if Subaru dared to do something stranger?

These renders imagine a next-generation Subaru BRZ if the model were to move to a mid-engine platform, transforming it from a traditional affordable sports coupe into something closer to a budget Porsche Cayman alternative. It is wildly unlikely, enormously impractical, and almost certainly not the car Subaru is actually preparing. It’s also exactly the sort of thing enthusiasts would spend years begging automakers to build, only to complain about the price, cargo space, and lack of rear seats the second it arrived. But, hey, one can dream, right?

This Render Imagines A Very Different Kind Of Subaru BRZ

Visually, the concept works better than it has any right to. The front end keeps enough BRZ familiarity to remain recognizable as a Subaru sports car, with slim headlights, a low nose, and a simple grille treatment that avoids turning the car into an unfamiliar concept spaceship. From the front three-quarter angle, the render looks broader, lower, and far more exotic than the current BRZ, but not unrecognizably so. It still has the compact, approachable stance that makes the real BRZ appealing; only stretched and widened to accommodate the packaging of a mid-engine platform.

The rear view is where the idea feels even more dramatic. A mid-engine layout reshapes the car’s proportions entirely, pushing visual mass rearward and giving it a fuller, more planted tail. The rear deck vents, wide hips, full-width taillight bar, central exhaust outlets, and aggressive diffuser make it look more serious than the current BRZ without turning it into an imitation Ferrari. There’s still a distinctly Japanese restraint to the surfacing, especially compared with how aggressively styled many modern performance cars have become.

Could Subaru Fill The Porsche Cayman-Shaped Void?

If Subaru ever did take the BRZ in this direction, the obvious philosophical target would be the Porsche 718 Cayman. The current BRZ and Toyota GR86 already occupy a similar purist headspace at a much lower price: lightweight, rear-wheel-drive, manual-friendly coupes built around balance rather than brute force. The difference, of course, is that the Cayman has traditionally placed its engine behind the seats, giving it a level of poise and prestige the BRZ has never attempted to match.

There is also a timely opening in the market. Porsche confirmed that production of the internal-combustion 718 Boxster and Cayman would end in October 2025, even as the timing and shape of their electric replacements have continued to evolve. Porsche has since adjusted its electrification strategy, with reports indicating future high-performance gas-powered 718 variants may return later in the decade, but the affordable-ish combustion Cayman as enthusiasts knew it has effectively left a gap.

A mid-engine BRZ could theoretically live in that same emotional space: not as fast, not as luxurious, not as prestigious, but lighter, simpler, cheaper, and available with a manual gearbox. Imagine a naturally aspirated, or even turbocharged, Subaru flat-four mounted behind the cabin, a six-speed manual between the seats, rear-wheel drive, and a curb weight kept somewhere close to the current car’s refreshingly lean figure. It wouldn’t need 400 horsepower to be worth getting excited about. It would simply need great steering feel, balance, throttle response, and just enough weirdness to make people fall in love.

Reality Will Probably Be Much More Sensible

Still, the most realistic outcome is probably much more conservative than this. The reported BRZ “complete car” sounds more like a sharpened special edition or deep facelift than a clean-sheet engineering moonshot. That could just mean lighter components, suspension tuning, aero tweaks, revised gearing, STI influence, or a more focused track-friendly personality. In other words, the kind of car Subaru can actually build without giving its accountants simultaneous brain aneurysms.

Regardless, that would still be good news. The current BRZ remains one of the few affordable sports cars keeping the manual transmission and lightweight rear-drive handling alive. I daily drive one myself, and I absolutely love it. If Subaru is preparing a more sharpened version, that alone is worth celebrating. But if Subaru really is thinking about the next chapter of the BRZ, this is exactly the sort of ridiculous, wonderful, completely unhinged idea that would remind us why small sports cars still matter.

BMW M Concept Neue Klasse Exterior Is Extreme

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Each end of the M Concept Neue Klasse is inspired by trimaran multi-hull racing sailboats, with the central section of the sharknose front end acting as a support for the chunky splitter. At the back, the same function is performed for the floating diffuser, which is just fantastic in its flat-planed extremism and size. As with the i3, the headlights and kidney ‘grille’ are a single element, but here, they feature M Yellow Lights in a new design, with an M logo on the driver side. Yellow daytime running lights are a relatively new design trope for BMW, first appearing on the exquisite F90 M5 CS and later on other CS models, but going forward, they’ll be used for all BMW M products as a direct nod to both GT racing and the M Hybrid V8 LMDh racecar competing at Le Mans. While not confirmed as a feature of future M cars, the dual lighting elements on each corner of each fascia, dubbed Track Lights, are also likely to become an M-specific signature. Another important element of an M car is the wing mirror, and here, it has real motorsport flavor, with a thin stalk extending outward. The mirrors have winglets that will help channel airflow, some of which will be picked up by the wing-shaped door handles. The M tricolor accents are a bit kitschy, but at least carbon fiber is finally falling out of fashion, with all the elements that would usually be adorned with the lightweight weave now made of natural fiber composite. That includes the splitter, V-shaped hood cooling vent, diffuser, and roof panel, which also gets tricolor highlights.

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Massively bulging fenders on all four corners are dramatic, but a quick look at spy shots of the electric M3 confirms that the rear doors will not be integrated with these aggressive arches, so the production car will be less overt. Disappointing, but cost-effective, letting the M3 share door panels with the regular 3er. Unlike every generation since the E46, there’s no vent, fake or otherwise, behind the front wheel, but the E30-like fenders make more of an impact. Further back, the concept has a significant integrated ducktail spoiler with a recess in the middle, with more sharply defined graphics in the darkened taillights compared to the i3. Then we have the waffle-weave wheels, which have red center-lock nuts on the driver side and blue on the passenger side. Like the iconic Porsche Carrera GT and many racecars, this is to indicate wheel direction so that the nuts don’t loosen themselves under acceleration. An M badge on the C-pillar and AP Racing brakes also feature, and all of this is wrapped up in a newly created Monza Red metallic paint finish that looks simply luscious.

BMW M Neue Klasse Concept Cabin Is Crazy

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Like the M5 CS, the interior of the M Neue Klasse Concept boasts four individual bucket seats, but as a concept, BMW has taken the motorsport link further, fitting a roll bar between the B-pillars. The seats are similar in design to today’s M Carbon buckets, but again, they feature natural fiber composite and, unlike any road car, occupants are restrained by red five-point harnesses rather than seatbelts. The seats are upholstered in Bathurst Blue and Berry Red Merino leather, and genuine nubuck leather (a more premium choice than Alcantara) appears for the first time in an M car, providing a velvety feel for the steering wheel, door panels, and roll bar. The dashboard, meanwhile, gets a black knit material backlit in the M colors. The view is similar to the i3, but with several M-specific elements, including a red gear selector, red accents on the M steering wheel and paddles, and unique graphics for the Panoramic Vision iDrive system. There’s an M badge atop the steering column that we could do without, and we’d still prefer a three-spoke wheel, but the prominent M buttons, noon marker, and tricolor accents should be sporty enough for most.

Final Thoughts: What Will Make Production in the Electric M3

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BMW hasn’t revealed detailed specifications of this concept, only saying that it’s underpinned by an 800-volt platform with a high-voltage battery pack of more than 100 kWh structurally integrated between the axles, using sixth-generation cylindrical cells that have been specially optimized for the M application. The production M3 EV will use the same stuff, though the track may not be quite as wide due to the i3 rear doors. In terms of styling, we expect the headlight ‘mask’ and the smoked taillights to make production, and probably the so-called Track Lights too. The hood vent, which helps cool the powertrain, seems a bit extreme for something that isn’t a special edition, but perhaps extremism will be beneficial in making the EV attractive to traditional M3 buyers.

The fascias won’t be as deep or as cartoonized but will share the same sort of trimaran shape, and we expect the wing mirrors to be a slightly toned-down take on those seen here, while the tricolor motif on the roof will be dropped. Hopefully. The center-lock wheels seem unlikely, especially since the EV will have roughly the same asking price as the next-gen M3 mild-hybrid with a six-cylinder, and we wouldn’t be surprised if the ducktail spoiler goes missing or is heavily toned down so that BMW can use it on CS and/or CSL versions of the electric M car later on. Inside, the four-seat layout will be ditched for a rear bench, but the front seats will likely be similar in style, minus the harnesses. Finally, the dash and graphics will be almost identical. So is this a hit? Has BMW found its design mojo? And is the world ready for an electric M3? Let us know below.

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New X Gran Convertible Concepts Are Enormous

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What makes these Genesis G90-based concepts particularly noteworthy is that they not only look production-ready, but they also eschew the trend of making four-seat convertibles only suitable for two adults, with spacious individual rear seats that have their own console and controls in the middle. A long wheelbase provides the legroom, giving the X Gran Convertible concepts a stately appearance. With the roof up, the long doors and extended near-monolithic bodywork give me hints of a 1964 Lincoln Continental, though this is a much more curvaceous design with shorter overhangs. Above, we see the Liquid Titanium example contrasted by a bright orange interior, a hue that calls to mind the Genesis Magma Racing division and is repeated in the wheel rims, and below, Genesis shows us Midnight Teal with tartan-inspired fabrics in a calming green hue. If these concepts foreshadow production vehicles, we expect that buyers will have access to many more colorways, both inside and out.

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And don’t write these concepts off as unlikely to reach production. The stunningly striking G90 Wingback Wagon could reach production in low volumes, and neither these convertibles nor the X Gran Equator SUV concept is just something to show off and forget about. This is Genesis using its Le Mans entry and other Magma creations to gauge global interest, and if there’s enough demand from the buying public, it’s entirely possible that these recent Genesis concepts will reach production, a possibility made more likely by the fact that their designs are far less extreme than that of the X Gran Berlinetta concept.

V8 Power Would Sell the Genesis Concept Vibe

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While the 3.5-liter twin-turbo V6 in the current G90 is acceptable, a V8 engine would be better at selling the luxury image Genesis is crafting, and the G90 Wingback Wagon could get a V8, which means it could work in the X Gran Convertible, too. There have even been rumors that the GV70 Magma could get a V8, possibly one related to the twin-turbo eight-cylinder in the GMR-001 racecar. Hopefully, Genesis will stop teasing us with iterations of these concepts and just build some luxury two-door cars, but that requires the company to be certain it can turn a profit. The fact that the X Gran concepts keep showing up in new forms suggests the automaker isn’t quite there just yet, but it can’t be too far away either. Maybe we’ll have production news before the end of the year.

The GR Yaris Paves The Way

Toyota is using a modified GR Yaris prototype known as the Concept M to help develop the new MR2. Unlike the standard hot hatch, the Concept M relocates its engine behind the seats and has been competing in Japan’s demanding Super Taikyu endurance championship. The program gives engineers valuable real-world data by testing new components under extreme conditions. Chairman Akio Toyoda has long supported this approach, previously stating, “If we decided to make such a car in a meeting, it would never exist.” The project also aligns with Toyota’s broader strategy under Toyoda’s leadership. Rather than focusing solely on EVs, the company continues to pursue a multi-pathway approach that includes hybrids, combustion engines, and electric vehicles.

A New Engine And A Different Formula

Power is expected to come from Toyota’s new turbocharged 2.0-litre four-cylinder engine, internally known as the G20E, which many are referring to as the “Baby 2JZ.” Early reports suggest the engine could produce more than 600 hp, with 400 hp being more likely for a road-going application, making it significantly more potent than previous MR2 generations and GR’s current 1.6-liter turbocharged three-cylinder. The most surprising detail is Toyota’s decision to pair a mid-engine layout with all-wheel drive. Not many mainstream sports cars have utilized this setup, as it’s most commonly found among supercars like the Lamborghini Revuelto. According to Gazoo Racing engineering boss Naohiko Saito, early testing showed the configuration delivered the best results for high-performance driving. The new setup could also help eliminate some of the handling “quirks” that characterised earlier generations of the MR2.

Taking Cues From The FT-Se Concept

Toyota has yet to reveal a production prototype, but many expect the new MR2 to take inspiration from the FT-Se concept unveiled in 2023. Its low-slung stance and two-seat layout would be the perfect platform to wear the MR2 badge. Recent trademark filings for the GR MR2 name have only added fuel to the speculation. Combined with Gazoo Racing’s transition into a standalone brand and word of a Celica revival, the signs increasingly suggest Toyota’s iconic mid-engined sports car will make its long-awaited return.

Most concept cars are displayed looking as if they’ve been waxed and polished by a team of people wearing silk gloves and N95 masks, but the Mercedes-AMG Concept AMG GT XX arrived in Vancouver with bugs permanently etched into its nose. This particular Concept AMG GT XX—one of just two ever built—had undergone testing at the Nardò Ring in Italy, where it ran at absurd speeds for absurd distances in the name of proving what AMG’s electric future could endure. It had apparently been detailed before arriving at Mercedes-Benz Vancouver, but the insects it collected at speed had damaged the paint and clear coat badly enough that AMG left the marks in place as a kind of high-speed patina.

This was clearly not just some gleaming orange sculpture placed beside a green G-Class 4×4² and a replica Benz Patent-Motorwagen for showroom theatre, though it was certainly a dramatic display. This was a working prototype with real, battle-worn scars, and in person, it looked far better than the images I had seen prior. I’m still not entirely sold on the design of the production electric AMG GT 4-Door, which shares its AMG.EA platform with this concept, and was developed with lessons learned from it. But the GT XX has an undeniable presence, and it dominated the showroom, which was otherwise filled with brand-new AMGs and Benzes. The Sunset Beam orange paint was stunning; its proportions were more suave in real life than they looked in photos, and the interior’s glowing orange tubes made the whole thing feel less like a hyper-powerful luxury sedan and more like an electronic weapon of mass destruction.

Riding Shotgun With The Engineer Who Helped Bring It To Life

My experience with the Concept AMG GT XX wasn’t had from directly behind the wheel. It was a ride-along, hosted by Mercedes-AMG and Mercedes-Benz Canada, with Boris Jelinek behind the wheel. His official German title is Forschungs und Entwicklungsingenieur, or research and development engineer, which is a wonderfully serious way of saying he knew exactly what this car was doing when it tried to rearrange my internal organs.

The prototype had only two racing bucket seats, each with a five-point harness. There was no air conditioning, no rear seats, and the windows did not roll down. Yet despite being strapped into a concept car that looked as if it should’ve required clearance from mission control before taking off, the cabin felt surprisingly refined and comfortable.

We left Mercedes-Benz Vancouver on Terminal Avenue and headed toward Rocky Point in Port Moody, with an AMG E53 Estate leading the way. The route included public roads, casual conversation, and a few cheeky pulls along the Burnaby Mountain Parkway; Jelinek was far from some emotionless German engineer reciting numbers from a laminated card. What stood out most was how candid he was about recent AMG products. He was surprisingly critical of the brand’s touchscreen-heavy direction and specifically disliked how some recent AMGs had moved away from a primarily driver-focused approach. His view of AMG’s future sounded less like surrendering to technology and more like using technology to get back to what people loved about AMG in the first place.

That future, thankfully, doesn’t sound like it’ll be just one thing that replaces all else. It sounds like V8s, EVs, and even V12s could continue to coexist harmoniously. For someone like me, who still thinks of AMG primarily through the lens of roaring V8 super sedans, that was incredibly refreshing to hear.

AMG’s Problem Isn’t Speed—It’s Soul

No one needs to be convinced that AMG can build something fast. Speed has never been the problem, but these days, accusations of a “lack of soul” seem to be flying around the internet more than ever. AMG, of course, means different things to different people. To some, it means electrified Formula 1 technology. To others, it means hypercars, Black Series track weapons, or tiny four-cylinder hatchbacks with hilarious amounts of power. To me, AMG will always first mean V8-powered sedans that make too much noise, too much torque, and love to misbehave just enough to make the morning commute feel completely reckless and irresponsible. The Concept AMG GT XX is not that, but it doesn’t try to be.

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I appreciated that it didn’t pump artificial V8 noises into the cabin. The production AMG GT 4-Door EV can simulate that experience, but in this concept, the natural whir of the electric motors felt more authentic. It recognized that an electric AMG need not cosplay as a combustion AMG to have merit.

The best analogy I can come up with is a roller coaster. A great V8 AMG is like an old wooden coaster: loud, physical, slightly alarming, and exciting in a way that leaves you laughing when it is over. The electric AMG is more like a modern hyper-coaster that fires you down the track at impossible speed, loops upside down three or four times, and leaves you stepping off with your legs shaking and your stomach ready to empty itself onto the pavement. It’s perhaps even more thrilling, but it’s less lighthearted and a bit more painful. It’s still emotional, just not in the old way.

From The Passenger Seat, It Feels Like It Could Outrun A Black Hole

The first full-throttle pull was the moment I stopped thinking about philosophy and started thinking about how irrelevant everything that isn’t electrified, at least to some extent, will soon become from a mere performance standpoint. From the passenger seat, the Concept AMG GT XX felt like the fastest car I have ever experienced, without question. It didn’t accelerate so much as it compressed time. For a moment, it felt as if my eyeballs were trying to leave through the back of my head, and I eventually surrendered my body to the velocity, falling limp with defeat.

The acceleration was sudden but surprisingly smooth. There was no fake noise, no artificial drama, no simulated shift events. Just thrust, immediately, then more thrust, then never-ending thrust. It just takes off, then keeps building power as if to play a game of chicken with its pilot. Who will relent first? Certainly not the GT XX, especially on public roads.

Many electric cars are quick off the line, but the GT XX felt relentless once already moving, as if speed were a state of being it could enter and hold onto firmly. The car’s triple axial-flux motor setup is the technological heart of that experience, and while I will spare everyone a full-on engineering lecture, the basic idea is that these motors are compact, power-dense and well-suited to the sort of repeatable high-output performance AMG is trying to prove.

The chassis also felt deeply composed. Even from the passenger seat, it was obvious how flat the car cornered, helped by its low center of gravity. You could sense the mass, but it never became a problem. Jelinek drove with enough enthusiasm to make the car’s capabilities obvious, yet the GT XX never felt ragged or experimental. It felt like a prototype with production intent, which is exactly what it set out to be.

The Numbers Are Absurd, But The Bigger Point Is Endurance

The numbers are, naturally, ridiculous. Mercedes-AMG says the Concept AMG GT XX can exceed 360 km/h (~223 mph) and launch from 0-60 in roughly 2 seconds flat, but this prototype was tested at Nardò to prove not just speed, but repeatability. The electric AMG future won’t be interesting just because another EV can launch hard enough to make you scream involuntarily. We are well past the point where silent acceleration alone feels revolutionary, if a bit uneventful aside from an upset stomach. What AMG needs to prove is that an electric performance car can sustain abuse, shed heat, charge quickly and go back out for more. That is the GT XX’s main mission, and, according to Boris Jelinek, it has succeeded.

Verdict: AMG’s Electric Future Doesn’t Feel Like A Mistake

Even after experiencing the GT XX firsthand, I would still hate to see electric AMGs entirely replace V8 AMGs. That isn’t the future I want, and fortunately, it no longer seems to be the one AMG is planning, either. A better future should consist of greater choice. V8s for the people who want thunder; EVs for the people who want impossible speed, and maybe even V12s for the people who think true luxury means fashionable excess.

The Concept AMG GT XX made me more optimistic because it didn’t feel like a fake V8 replacement that tried to mimic something that was unwillingly ripped from our hands. It felt like a new AMG language—one that values endurance, thrust, intelligence, and futuristic violence rather than noise, vibration, and combustion theatre. Do I love it the same way I love an AMG V8? Of course not. But after an hour riding shotgun beside one of the engineers who helped bring it to life, I understand it and greatly appreciate it as an incredible piece of technological engineering. More than that, I respect it. AMG’s electric future may not look like the past, but from the passenger seat of the Concept AMG GT XX, it still feels worthwhile.

The Return Of The T-Top

Nissan enthusiasts have been left T-topless for about three decades now, leaving buyers with traditional coupes and convertibles instead. According to Scherr, the new Z T-top is a “modern interpretation of what a factory-inspired T-top Nissan Z could look like in 2027.” While removing sections of the roof inevitably reduces chassis rigidity compared with a fixed-roof coupe, T-tops offer a unique driving sensation by allowing occupants to enjoy fresh air without sacrificing the protection of a permanent center roof structure, similar to Porsche’s Targa cars.

Celebrating Nissan’s Weird Side

The T-top Z will headline what Scherr calls the “Open Air Collection,” a trio of unconventional Nissan builds that celebrate some of the brand’s more unusual ideas. Joining the sports car will be a reimagined version of the Murano CrossCabriolet, one of Nissan’s most infamous niche vehicles, as well as a one-off convertible interpretation of the Juke crossover. Scherr says the collection is intended to showcase the creativity and enthusiasm that exist within the Nissan community.

Nissan’s Sports Car Still Has Untapped Potential

Now that the Toyota Supra and BMW Z4 are discontinued, there are very few sub-$50k sports cars left on the market. Despite the lack of competition, Nissan isn’t finished evolving the Z just yet. The Z uses a twin-turbocharged 3.0-liter V6, producing up to 420 hp in Nismo spec. Yet Ponz Pandikuthira, North America Senior Vice President and Chief Planning Officer, sees room for additional performance upgrades in the future.

While additional power could attract performance-minded buyers, Scherr’s project taps into a different part of the enthusiast market. The current Z already pays tribute to its ancestors through its styling, color options, badge, and manual transmission; a T-top conversion would push that nostalgia even further. Whether it remains a one-off build or inspires similar projects, the concept injects old-school Z-car into the latest Z car. That alone should be enough to put it on the radar of enthusiasts around the world.

1. Ferrari Luce

The first entry on our list is the most obvious. The Ferrari Luce is a philosophical conundrum for the Ferrari fanatic. It’s all-electric, it seats five, and it looks like nothing else from the Maranello stable. On the other hand, the Luce highlights Ferrari’s technological prowess, something the company has built an identity around with innovations like the Side Slip Control vehicle dynamics system. Moreover, the Luce’s nontraditional aesthetic intentionally places the vehicle in a separate category from the V6, V8, and V12 creations Ferrari offers (with the side effect of making “normal” combustion Ferraris more attractive by comparison and therefore more valuable). Several commentators have suggested that the Luce was intentionally designed to be undesirable and ludiscrously expensive so that Ferrari can later tell European emissions regulators that it really tried to offer an EV, the public didn’t want it (at around $650,000, who can blame them?), and forcing Ferrari and others to sell nothing but EVs may decimate historic brands’ chances of survival, resulting in job losses, economic instability, and the destruction of an iconography as big as the Catholic church. Whatever the reasoning behind the Luce, it’s got the whole world talking.

Pros:

• Luce advances Ferrari EV technology, which may benefit future hybrid Ferraris.
• Luce enables Ferrari to enter a new niche and offer yet another experience.
• Luce controversy gets more people talking about the brand, including youths who may not yet be permanently attached to the idea of a combustion Ferrari.
• As an addition to, not a replacement for, gas-powered Ferraris, the Luce provides a contrast that makes combustion Ferraris seem even more analog and emotional.
• The Luce’s interior sets a standard for other automakers, showing that tactile interfaces that avoid overuse of screens, particularly as entertainment systems, create a calmer, safer driving environment that will not age quickly.
• All-electric powertrain helps Ferrari reduce overall fleet emissions, allowing Ferrari to continue producing combustion engines without incurring fines and penalties.

Cons:

• Luce design is so unconventional (arguably ugly) that the car is not identifiable as a Ferrari without badges and branding.
• Luce alters perception of the brand built on V12 engines and motorsport.
• The price is absurd.
• If it doesn’t sell in decent quantities, the Luce will be branded a failure, and journalists will say an EV was a mistake for Ferrari.
• If the Luce somehow does become a big seller, Ferrari will be encouraged to produce more EVs, which will further dilute brand perception.

Verdict:

The Luce is not pretty, not powered by a soulful engine, and far too expensive. However, any publicity is good publicity, and Ferrari’s first foray into the world of EVs being so controversial softens the blow for the next Ferrari, whether gas-powered or electric. What Ferrari has learned with torque vectoring will also surely be valuable. We doubt the Luce will sell in big numbers, but perhaps that rarity will be part of its allure to some buyers. Overall, it looks like a big mistake, but we can’t shake the sense that Ferrari is using the Luce as a means of justifying more combustion-powered creations, and for enthusiasts, that seems like a net win.

2. Jaguar Type 00 Concept/Type 01

The internet had a collective meltdown when Jaguar announced the decision to cease operations with combustion cars, rebranded as a seller of six-figure luxury cars with a controversial campaign, and pledged to offer only monolithic EVs. As with the Ferrari Luce, this got people talking, and for Jaguar, that was far more important. Formerly a rival to BMW, Mercedes, and Audi, Jaguar was struggling to compete with the best the Germans had to offer, partly because it was slow to update architecture and technology, and partly because those Europeans had cornered so much of the premium market and so well that any alternative had, at best, a chance at only a sliver of their sales. By going further upmarket and targeting the likes of Bentley, Jaguar is hoping to survive by selling fewer cars at a higher price, rather than trying to sell volume in larger segments that are already cornered. And honestly, the Concept Type 00, which will only be lightly altered for the production Type 01, looks pretty good, even if the design doesn’t call to mind the lithe muscularity of a predatory cat. However, it still feels too early for a brand that isn’t Tesla to sell nothing but EVs, and given that Lamborghini and others have backtracked on their all-electric vehicles, we question whether Jaguar has jumped the gun by half a decade or more.

Pros:

• Jaguar was struggling to compete in the premium space, and a completely new direction with fresh ideas may help the brand.
• The Type 00/Type 01 looks decent, albeit plain, even if its lack of a rear window is odd.
• As a seller of only EVs, Jaguar can get a jump on learning how best to make a luxury EV while the Land Rover and Range Rover elements of the JLR enterprise can continue to bring in cash on a day-to-day basis through popular combustion SUVs.

Cons:

• Jaguar has history in racing, and the Type 00 reflects none of that.
• The so-called “woke” ad campaign element of Jaguar’s rebrand may have pushed traditional Jaguar buyers and enthusiasts away.
• Competing with the likes of Bentley and Rolls-Royce takes more than just a higher sticker price, and if Jaguar’s quality standards fall short of those rivals, the entire move will be an embarrassing flop.
• It’s arguably too early for a brand, high-end or otherwise, to survive selling only electric products; even Rolls-Royce, whose brand is built on a whisper-quiet ride and effortless power, still offers V12s.
• Producing EV systems that rival what Rolls-Royce, Ferrari, and Chinese automakers offer is a monumental and costly task that could flush Jaguar away if its creations become obsolete too quickly.

Verdict:

Jaguar had little choice but to try a new strategy, and the rebrand doubtless put the Jaguar name in front of far more eyes worldwide than in the years prior, but convincing smart, wealthy buyers that Jaguar is on an even keel with Bentley will take years, if it ever happens. In the meantime, EV tech is constantly improving, forcing Jaguar to invest in further innovation, and the Type 00’s design does not convey the sense of beauty and brawn that the E-Type and F-Type did. It feels like Jaguar has bet it all on red when most of the pockets on the roulette wheel are still black.

3. Mercedes-AMG GT 4-Door Coupe

Yes, there are plenty of EVs on this list, and the third is the Mercedes-AMG GT 4-Door Coupe, which has dropped its 4.0-liter twin-turbo hybridized V8 and sports car-aping design in favor of an all-electric powertrain wrapped in a Cyberpunk new look that, from the rear, is funky in a weird way and, from the front, looks like it’s mimicking some sort of bottom-feeding aquarian creature. Like the other EVs we’ve discussed so far, the pricing is astronomical, with the GT 63 starting at around $230,000. That’s easily supercar money. We don’t have too much bad to say about this because the AMG GT 4-Door was already filling a small niche in V8 form, but it makes the list because, while it doesn’t have the oversized waist of many other four-door EVs and generally looks sleek in profile, the front and rear ends are simply too strange. Hopefully, Mercedes will give the car a refresh that brings it closer to the AMG GT XX concept.

Pros:

• AMG GT 4-Door Coupe produces 1,153 hp, which is even more than the 1,035-hp Luce and less than the AMG.EA platform is capable of (1,300 hp).
• Its shape is good, so improving its styling with new front and rear fascias won’t be difficult.
• Technology from this car will undoubtedly filter down to other, more affordable AMGs.
• The knurled switches on the center console provide physical ways of interacting with how the car behaves and feels.
• The numerous settings altered by those switches suggest that this is a real AMG EV, not just an EV with some AMG flavor sprinkled on top.

Cons:

• It looks like a catfish from the front, and the rear is too fussy.
• The MSRP is ridiculous, though the old GT 63 S E Performance was similarly priced.
• Fake V8 noises remind us that another V8 four-door has been taken from us.
• Massive screens dominate the dash, even if they integrate air vents in a stylish way.

Verdict:

The AMG GT 4-Door Coupe is a technological showcase of what Affalterbach can do when it focuses on EVs and not V8s, and the results are sure to be exhilarating. This genuinely appears to be a true AMG product, but as with many of the other six-figure EVs on this list, we question whether it has enough of a market to justify its existence, and we can’t get over how much better this might have looked with a more conventional aesthetic, or how much more loved it might have been with a V8. Overall, it’s not indefensible as a product, but it certainly is questionable.

4. Dodge Charger Daytona

Another EV that seems to have been launched ahead of its time is the Dodge Charger Daytona, and what makes this one controversial is not its styling – the car looks epic – but the fact that it exists as an EV at all. This isn’t a new car that dredges up an old name. Instead, this was launched as the replacement for two cars, Challenger and Charger, that were both available with monstrous supercharged 6.2-liter V8 engines. The fanbase for Hellcats, Redeyes, and Demons was huge, and that was evident by Dodge’s numerous Last Call special editions. Creating the new Charger as a vehicle that could be either hybrid or electric was relatively smart, but now that Stellantis is bringing V8s back, the Charger Daytona exists as a cautionary tale. Give people what they want while slowly introducing change. Don’t yank the rug out from under them, tell them they have only a few more shots at owning a new HEMI muscle car, and then go back on your word because everybody got cold feet over the bad initial decision. That costs a fortune, erodes trust in the brand, and makes rivals (like the Mustang) look good. To be fair, the EV space race automakers were involved in at the turn of the decade started at a time when widespread EV adoption appeared to be imminent, and Stellantis was trying to get an edge while also avoiding the ire of regulatory bodies, who seemed destined to demand we all drive ever-cleaner cars.

Pros:

• The Charger Daytona looks fantastic.
• The Charger’s platform can accommodate combustion power.
• The Charger has no direct rivals.
• Charger is available as both two-door and four-door.
• Hatchback rear end is practical, interior is spacious.
• AWD means all-weather fun.

Cons:

• Driving range is weak (Scat Pack claims 241 miles per charge).
• Cheap interior trim is an improvement over the aging last-gen, but still not good enough.
• Ford still offers a V8 Mustang, and it now owns the segment.
• Priced at around $60,000 before options, you could buy an EcoBoost Mustang and a Coyote V8 Mustang for the price of one well-specced Charger Daytona.

Verdict:

An electric muscle car is not necessarily a bad idea in principle, and the Charger Daytona looks great, but again, this is an EV that seems to be a few years ahead of its time. What made this car particularly controversial was the contrast between what Dodge buyers had access to just a few years ago, compared to now; a pricy, electric, AWD hatchback muscle car just didn’t gel with buyers accustomed to cheap, RWD, supercharged V8 insanity.

5. Tesla Cybertruck

There are so many reasons why the Tesla Cybertruck is controversial. It looks like something from a dystopian future; it failed to deliver on many of the claims made during its concept reveal in 2020; it’s far more expensive than promised; and for some, it has become a political symbol, becoming tied to divisive figure and Tesla CEO Elon Musk in ways that the globally popular Model 3 and Model Y have not. At the same time, it’s got ingenious steer-by-wire technology, it’s quick, and as a Tesla, it’s got Level 2 semi-autonomous driving aids. With the Cybertruck having been on American roads for some time now, its design has become less abrasive, but it’s still one of the strangest vehicles out there.

Pros:

• Innovative technologies.
• Brilliant packaging.
• A truly unique design in a world of generic trucks and SUVs.
• Remarkable straight-line performance.

Cons:

• Weird styling.
• Divisive symbolism.
• Less practical than other full-size pickups and often worse off-road.
• Too expensive to be utilitarian, with horrendous resale values.
• Fails to deliver on several promises made at launch, making it “just another EV.”

Verdict:

With time, the controversial Cybertruck’s straight-edged styling hasn’t necessarily grown on haters, and it still stands out in regular traffic, but its looks aren’t particularly offensive anymore. America has just accepted that it exists as an option, and if you want a truck that looks like it was drawn by a five-year-old, that’s okay. But as Musk’s politics have become the focal point of his fame, the Cybertruck has also become yet another topic for people to take an “us versus them” stance on, and whether you’re buying a Cybertruck because you like it, to make a statement, or simply because it’s an interesting alternative to an F-150, people are going to make assumptions about you, many of them negative. Get a traditional truck, and perhaps it will appear to be an unimaginative choice, but at least you won’t struggle to sell it a few years down the line.

(Dis)honorable Mentions

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This list could have stretched on much longer, so we’re going to add a few more noteworthy vehicles, not all of them electric, that have caused a furore by being either controversial or disappointing.

• Ferrari SF90 XX, SF90 XX Spider: Controversial – Ferrari XX models were always track-only test beds offered to Ferrari’s most precious buyers and used to develop more extreme performance technology for future road cars, but the SF90 XX twins are the first road-legal cars with the suffix, with the Spider also being the first roofless XX. This waters down the mythical nature of the XX program, just as putting the GTO badge on the 599 turned a line of iconic homologation specials into a marketing tool for a special edition.
• Fisker Ocean: Disappointing – Part of another failed Henrik Fisker venture following the Fisker Karma, the Ocean was plagued by delays, reliability issues, and high repair costs. The design was attractive, the ideas inventive, and the roadmap for successors encouraging, but Fisker left buyers hanging when it went under, forcing abandoned customers to set up their own ways of maintaining and living with their unsupported EVs.
• Lotus Eletre, Emeya, Evija: Controversial – Lotus, founded by Colin Chapman around the guiding principle of simplifying a car and then lightening it to find performance and precision, went the other way by announcing big, heavy, electric SUVs, sedans, and hypercars that added weight and complication. Worse still, these were meant to be replacements for, not accompaniments to, gas sports cars. It would be less controversial for BMW to say the next M3 will be front-wheel drive.
• VinFast VF8: Disappointing – Vietnamese VinFast made a splash by announcing a big factory in North Carolina to support affordable electric SUVs, but not only has the factory been delayed several times, but the VF8 SUV has been perhaps the worst new car of the last two decades. Unfinished software, inconsistent steering, delayed throttle response, glitching infotainment systems, and numerous panel gaps just scratch the surface of the well of frustrations and irritations that owners have reported. Along with safety concerns, VinFast’s U.S. offering has simply been inexcusably glitchy and unreliable.
• Bentley EXP 15 Concept: Controversial – Bentley’s recent design study, the EXP 15, previews an electric SUV with styling that is far from the graceful and elegant feel exuded by contemporary or historical products. Fortunately, this is just a concept, and Bentley isn’t going all-electric throughout its lineup, but if this is the future of car design from Crewe, count us out.
• BMW XM: Controversial and disappointing – The BMW XM is the first standalone M car since the M1 supercar, yet it’s a 6,000-pound luxury SUV that forgot the luxury part, despite its aim of luring Bentley Bentayga buyers. The cabin is a psychedelic mix of colors and materials, but while the seats are comfortable, the chassis is not sharp enough for a 738-hp super SUV and is too stiff for a wafting Cullinan alternative. BMW’s first modern foray into the upper echelons of the four-door luxury market has been a flop, both economically and philosophically. Hopefully, the BMW Alpina brand will do better.

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There are so many more cars and concepts we can discuss, from recent times and well over a decade ago. The BMW 5 Series GT and 6 Series GT were some of the ugliest and strangest cars ever made, making the Bangle-era E65/E66 7 Series almost look handsome. Not quite, but almost. The Mercedes-Benz EQS was supposed to be an electric alternative to the S-Class, but it was an inelegant, overly digital, amorphous blob that few buyers signed up for. Across the pond, Ford resurrected the Capri name, but now it’s an electric SUV, not a V8 fastback coupe. The Maserati Ghibli wore a luxury badge, but was it worthy? Not really. The Lexus LFA, a name once associated with mechanical precision, an obsession with engineering excellence, and a Yamaha-tuned V10, has now become an (admittedly very pretty) electric concept. The Aston Martin Cygnet is an even earlier example of an automaker producing something nobody asked for, layering the intentionally basic Toyota iQ in fancy dress and expecting customers to view it as premium. It was so unexpectedly strange that some of us thought it was a joke, but Aston Martin really thought it was onto something. More recently, Lexus has decided that the LS is no longer the greatest luxury sedan around but must become a big electric van with six wheels. Huh? And who approved the design of the Kia Tasman?

Putting cynicism aside (which is strong with the Luce), we must remember that these concepts and production vehicles are attempts at pushing the envelope, trying to give the world something new, something better. Whether they have been or will be failures or successes is often a matter of timing, and regardless of the respective outcomes, lessons learned in their creation will inform future vehicles and even new automakers, acting as cautionary tales or examples to follow. Which other cars have blown your mind for the wrong reasons recently? Let us know below.

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Toyota’s Compact Pickup Hits The Road Running

The spy shots reveal a dual-cab layout with boxy wheel arches and a full-width tailgate complete with an integrated step. Toyota has made no official comment, but a running prototype on public roads is about as close to confirmation as you can get.

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Entry-level models will likely use the 2.0-liter engine already found in the Corolla Cross, producing around 169 hp and paired with a CVT, available in both front-wheel drive and all-wheel drive versions. The more compelling option could be the 2.0-liter hybrid paired with three electric motors for a total of 196 hp and standard all-wheel drive, once again borrowed from the Corolla Cross. If based on the RAV4, expect to see the 2.5-liter hybrid with 226 hp, the all-wheel drive version with 236 hp, as well as the RAV4 plug-in hybrid’s 324 hp setup.

The estimated pricing of Toyota’s compact pickup is anybody’s guess, but the Corolla Cross starts at around $25,000 in the US, and the Ford Maverick opens at just over $28,000. Toyota’s compact truck would realistically have to land somewhere close. Considering the RAV4 starts at just under $32,000, if Toyota were to build a truck based on the Corolla Cross instead, it may just have the upper hand, at least in price.

Why the Maverick Proved There Was a Market Worth Chasing

Ford stumbled onto something significant when it launched the Maverick in 2021 at under $20,000. The truck sold out almost immediately and has never really looked back. Ford sold more than twice as many Mavericks as Rangers, with combined truck output pushing the brand past one million US sales in both 2024 and 2025. The Maverick tapped into something the industry had forgotten: buyers who want the practicality of a pickup bed without the footprint or the fuel bill of a full-size truck. Toyota watched Ford prove the math works, and now wants in.

The Brutal Market Reality

The automotive landscape isn’t friendly to sedans, and Ford knows it. For Ford, sedan demand accounts for a fraction of its customer base—a sharp plunge from historical highs. But Ford believes the Mustang badge carries enough weight to buck the trend. Following a record year for Ford, anchored by compact pickups, it is now focused on a portfolio expansion to grow sales and economies of scope. CEO Jim Farley has previously echoed this sentiment, confirming Ford would build a four-door vehicle as long as it retained the “performance and attitude of the original.”

Cost-Effective American Muscle

This isn’t a blank-check vanity project. If Ford brings a Mustang sedan to market, it has to be profitable. In a recent interview with Automotive News, Andrew Frick, president of Ford Blue and Model e, explicitly noted that any expansion must make sense within the portfolio and “is going to have to be very cost-effective for us to do it.”

For driving enthusiasts, cost-effective development is good news. It dictates a path of shared architecture and proven powertrains. The most logical route involves porting the current S650 generation’s internal combustion hardware to an extended wheelbase. That makes the entry-level 2.3-liter EcoBoost and the revered 5.0-liter Coyote V8 the prime candidates to motivate a four-door chassis, given the relative success of the Mustang coupe over the Mach e.

The Paper Trail

The evidence for a four-door Mustang goes beyond executive speculation. The paper trail gives these hints serious credibility:

• The “Mach 4” Trademark: In early 2025, Ford filed a trademark application for the name “Mach 4,” specifically covering gasoline and electric automobiles, fueling speculation of a four-door counterpart to the Mach-E.
• Dealer Previews: Leaks from 2024 indicated Ford teased North American dealers with a four-door coupe concept, alongside an off-road-focused variant.
• Farley’s Open Door: Ford’s global CEO has consistently refused to rule out a return to the sedan segment, provided the company can find a way to compete and maintain profit margins.

The Verdict

A four-door, rear-drive all-American sedan powered by a V8 is an endangered species, especially with competitors pivoting away from traditional V8 platforms. If Ford pulls the trigger on the Mustang sedan—presumably bringing a manual transmission along to cement its credibility—it won’t just be expanding a brand. It will be capturing a highly lucrative, abandoned market segment. The writing is on the wall; Ford just has to make it a reality.

Before you get too excited about the Hummer X, GM says it’s “not intended for production.” It was created to mark the official opening of its new advanced design studio in Pasadena, California, which focuses on conceptual design studies that look beyond current production programs to envision “what could be.”

A Capable Rock Crawler Built On A Modular Platform

Obviously, that doesn’t mean that some of the solutions proposed by the Hummer X won’t make it to production one way or another. GM describes the Hummer X pickup and SUV concepts as highly reconfigurable mid-size EVs that reimagine “what a vehicle can mean to the people who drive it.”

Born from a collaboration between GM Advanced Engineering, Advanced Manufacturing and the Advanced Design Pasadena studio, the Hummer X concept is a testbed for new technologies, new aesthetics and new ways to build community around adventure, with a focus on sustainability, GM says.

The Hummer X is build on a modular platform, but GM did not reveal details about it. It did say that the electric mid-size truck is envisioned as capable rock crawler built around four pillars: reconfigurability, capability, community, and sustainability.

Starting with reconfigurability, this is made possible by flexible manufacturing technology called Flex Fab—something GM is already using to build the Cadillac Celestiq. The solution enables fast, small-batch, on-demand production, similar to 3D printing but for metal. That means there’s no need for specialized stamping tools, with the same machines being able to churn out multiple designs.

Thanks to Flex Fab, the Hummer X adopts a new aesthetic with a clean, flat-topped silhouette with rounded edges, laser-welded seams, and visible precision bolts. While the Hummer X still has those unmistakable Hummer looks, it also appears more sophisticated and high-tech.

Off-road capability is enabled by 35-to-37-inch Goodyear tires, beadlock wheels, Multimatic shocks, removable fender flares and serious underbody protection. The vehicle also has a low center of gravity and “extreme on-demand acceleration,” even though no powertrain specs are available.

A Configurable Interior With Stackable Displays

The impression of high-tech is even stronger in the cabin, which is equally adaptable thanks to stackable displays that let drivers tailor their digital experience to the driving environment: rock crawling, trail running, or cruising the highway. 

As for the sustainability part, the Hummer X concept explores mono-materials that can be fully recycled, such as snap fits and mechanical fasteners that replace adhesives, for example. The seat backs, headrest backs and instrument panel ends are made from recycled car fascias, while the parts are designed for easy disassembly, allowing customers, to swap, share and recirculate them as part of the community experience.

Speaking of the community, the Hummer X was designed for what the team calls the “builder maker,” someone who doesn’t just drive a vehicle but also builds it, modifies it and shares it with a community of like-minded people.

To that end, the Advanced Design Pasadena team conceptualized the Hummer Hub, a suite of connected apps designed to connect drivers and their vehicles. One application of Hummer Hub is a scout drone that can fly ahead on the trail, feed real-time terrain data back to the vehicle, and land and dock itself when not used.

The concept also features several Easter eggs such as the team’s mantra imprinted in Morse code on the floor, and the tire treads that spell out “the courage to get lost leads to new discoveries.”

GMC HUMMER X SUV SPECS:

Overall Dimensions:
Wheelbase: 2945.5mm (116”)
Length: 4782.5mm (188.3”)
Height: 1852.6mm (72.9”)
Width: 2032mm (80”)
Approach Angle: 44 Deg.
Departure Angle: 46 Deg.
Breakover Angle: 30.9 Deg.
Ground Clearance: 334.3mm (13.2”)
Flex Fab Percentage: 57%
Tires by Goodyear:
Rock: 315/75R18 x 9, OD 37”
Wheels: 18″ Aluminum with accent inserts

GMC HUMMER X TRUCK SPECS:

Overall Dimensions:
Wheelbase: 3318.6mm (130.7”)
Length: 5264.5mm (207.3”)
Height: 1854.4mm (73.0”)
Width: 2032mm (80”)
Approach Angle: 41.5 Deg.
Departure Angle: 29.7 Deg.
Breakover Angle: 24.9 Deg.
Ground Clearance: 316.7mm (12.5”)
Flex Fab Percentage: 57%
Tires by Goodyear:
Street: 305/55R22 x 9.5, OD 35”
Wheels: 22″ Aluminum with accent inserts

The Champion of the Proletariat 

The 2CV has been one of the most enduring symbols of France’s motoring landscape. Conceived in post-war France as affordable transport for the masses, it was engineered to be cheap, lightweight, and incredibly easy to maintain. Its famously soft suspension could traverse unpaved rural roads while carrying eggs without breaking them, and its tiny two-cylinder engine delivered remarkable efficiency. Yet the 2CV’s appeal went beyond practicality. Its quirky styling, roll-back canvas roof, and minimalist philosophy made it a cultural symbol of simplicity, individuality, and anti-luxury motoring — eventually earning cult status far beyond France. The Citroen 2CV remained in production from 1948 to 1990.

2CV or not 2CV?

So does the upcoming 2CV retain anything of the original, other than charm and a plucky, anti-authority attitude? Only in spirit, given that it has a totally different powertrain. While it is expected to retain the original’s idiosyncratic design elements, its chief purpose is to bring greater affordability to the EV space, according to Auto Express UK. Technically, this is far from the first electric 2CV since EV conversion kits for the 2CV are available in European markets. 

It can be a tad confusing since Citroen recently unveiled the CV21 concept, which is nothing like the upcoming 2CV, the official image for which is yet to be released. The car was a major talking point at Stellantis’ FaSTLAne 2030 event, which showcased the company’s major upcoming EV models through 2030. The brand intends to shed more light on the project by October 2026. 

According to reports detailing a recent Stellantis presentation, head of American brands Tim Kuniskis teased a 3D-printed buck of a wild, high-performance special edition. Part rugged truck, part nostalgic beach cruiser, and part track-inspired monster, this rumored V8 Jeep Scrambler aims to be the ultimate statement piece for off-road enthusiasts when it enters production around 2030.

Retro Styling is Making a Comeback

The upcoming Jeep Scrambler SRT is reportedly built on a Gladiator-based platform, with design cues from the retro Convoy and Wrangler Anvil 715 concepts. It features a forward-canted “shark nose” front end, square headlights, and a hood intake.

Aggressive exterior styling aside, it’s the open-air layout that will truly turn heads. Like an old-school K5 Blazer, the Scrambler features a completely removable rear hardtop paired with traditional Wrangler front “Freedom Panels”. Even wilder? The interior features a four-seat configuration with elongated doors for easier access, and a second row capable of rotating into backward-facing rear seats.

What’s Under the Skin of the New Jeep Scrambler?

While official powertrain specs remain under wraps, the “SRT” badge implies serious muscle. Jeep insiders suggest it will likely inherit the legendary 6.4-liter Hemi V8 392 engine, especially since Kuniskis confirmed that a V8 is finally headed to the standard Gladiator lineup.

The biggest mechanical mystery lies in the suspension. Engineering teams are reportedly pushing for a radical shift to an independent front suspension (IFS)—and potentially an independent rear suspension (IRS)—to handle high-speed desert running. While abandoning the traditional live front axle might make solid-axle rock crawling purists nervous, it signals that Jeep is gunning directly for high-speed desert runners like the Ford Bronco Raptor.

If you’ve been waiting for a factory-built, V8-powered open-air truck that breaks every rule in the book, the Jeep Wrangler Scrambler SRT might just be worth the wait. Stay tuned to Autoblog as more production details emerge.

These announcements come at an important time for Alfa Romeo and its parent company. Stellantis lost $26.3 billion last year, yet Alfa Romeo’s global sales rose by 20.1%. That said, the company’s lineup has started to feel increasingly stale. Aside from the Alfa Romeo Tonale and the all-electric Junior, the brand has very little fresh metal in showrooms.

Alfa Romeo’s Core Models Are Showing Their Age

The Alfa Romeo Giulia and Stelvio have now been on the market for nearly a decade. Alfa Romeo has kept them relevant with updates and special editions like the Collezione range and Giulia Luna Rossa, but both models are beginning to show their age against newer rivals from Germany. Despite that, the Giulia and Stelvio Quadrifoglio remain some of the most characterful performance cars in their segments, which helps explain why enthusiasts are still so attached to them. Reports suggest the next-generation Giulia and Stelvio may not arrive until 2028, leaving Alfa Romeo with a significant gap to fill.

Another Compact SUV On The Way

Alfa Romeo wants to focus on smaller cars and SUVS for the future. That’s why we’re seeing yet another small SUV being revealed, despite the brand already offering the compact Tonale in the US. Alfa Romeo teased the crossover under a cover during the presentation, while executives confirmed it will ride on Stellantis’ new STLA One platform. The architecture supports both hybrid and fully electric powertrains and is expected to introduce technologies like steer-by-wire systems and advanced centralized software controls.

Alfa Romeo’s Next Passion Project

Enthusiasts have always admired Alfa Romeo for its emotional halo cars as much as its everyday models. Cars like the 8C, 4C, and 33 Stradale helped define the brand’s image, despite small sales volumes. Now Alfa Romeo wants to continue that tradition with its new “Bottega Fuoriserie” project. Developed together with Maserati, the initiative will focus on ultra-exclusive halo models inspired by cars like the 33 Stradale and Maserati MCXtrema.

Early teaser images suggest the upcoming vehicle may have a slightly more practical shape than previous Alfa Romeo specials, though the company has not revealed any technical details yet. The project also arrives during a difficult period for Maserati itself. The luxury brand has struggled with declining sales, while recent reports claimed Maserati’s next EV could even be built in China with help from Huawei. A project like Bottega Fuoriserie could be exactly what both Italian brands need to reconnect with the emotion and exclusivity that made them desirable in the first place.