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What You’re Paying For

According to Brabus’ spec sheet, the twin-turbo V8 is bored out to about 4.5 liters, with forged pistons, a billet crankshaft, and larger turbos, making 888 hp and 922 lb-ft of torque. Torque is electronically capped at 774 lb-ft to protect the transmission. Brabus claims 0-62 mph in 3.7 seconds, and duPont Registry reports top speed is limited to 149 mph. Coilovers drop the truck by 1.8 inches, and it rides on 24-inch wheels.

The Truck Part

Behind the rear seats is a new steel bulkhead with a heated rear window. The bed has a metal floor and tailgate, carbon-fiber side panels and, according to duPont Registry, soft-teak decking and two lockable waterproof storage boxes. A matte black sports bar sits over the bed. Brabus has built plenty of ultra-luxury G-Wagens, and this one adds a cargo bed. Payload and towing numbers weren’t given, which is the question any real truck buyer would ask.

Why It’s Not For The Rest Of Us

Inside, there’s leather and Alcantara with red quilted stitching and carbon trim. Every car is built to order, and prices climb with personalization. At $800,000, this is more collectible than commuter. If you want a Brabus G-Class you can actually buy, the used market is a more realistic route.

Subaru is one of the few major automakers, alongside Porsche, still widely using boxer engines. This type of engine provides smoother operation, as opposing pistons move in opposite directions to help cancel out vibrations, and a lower center of gravity, which can reduce body roll and improve handling.

This year marks the 60th anniversary of Subaru’s first boxer engine, which was introduced in the Subaru 1000 in 1966. To commemorate the milestone, the automaker is offering a special-edition BRZ limited to just 66 examples. The catch, however, is that it will only be available in China, though the special edition still shines a spotlight on the brand’s boxer engine, which is set to disappear from its European lineup by 2028 due to stricter emissions and other regulations.

The Birthday Gifts Keep Coming

The BRZ 60th Anniversary Edition isn’t the first Subaru to celebrate the milestone. Subaru China also introduced 60th Anniversary Edition packages for the Crosstrek and Forester earlier this year.

According to China’s Autohome, the special-edition BRZ gets 60th-anniversary graphics, complemented by exclusive gray paint and STI front-fender accents. An STI flexible V-shaped strut brace is also added to improve steering response and chassis behavior.

Safety is likewise improved with a new wide-angle monocular camera for the EyeSight system, which enhances detection of pedestrians and cyclists, particularly at low-speed intersections. The U.S.-bound BRZ also received a new wide-angle mono camera for the 2027 model year, along with added rear parking sensors for the tS model.

The manual version receives a Sport mode, which improves throttle responsiveness. Speaking of which, the engine remains unchanged, with the 60th Anniversary Edition retaining the 2.4-liter naturally aspirated boxer-four. It’s the same engine found in the Toyota GR86 and makes approximately 231 horsepower in China, compared to 228 horsepower in the U.S.

The Boxer That Built a Brand

The BRZ 60th Anniversary Edition with the stick shift is priced at 299,800 yuan (about $44,950 at current exchange rates), while the automatic-equipped version costs 309,800 yuan (approximately $46,450). In the U.S., the regular 2027 BRZ starts at $36,140, excluding destination charges.

It is unclear whether Subaru will bring an equivalent 60th Anniversary Edition to the U.S. market. But for those looking for exclusivity, perhaps the 2026 BRZ Series.Yellow is the closest alternative. Based on the BRZ tS, the 350-unit Series.Yellow features exclusive Sunrise Yellow paint and STI performance upgrades.

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AMG has been responsible for Mercedes-Benz’s factory high-performance cars for over 30 years now. The two companies signed a co-op agreement in 1990, with the first jointly-developed model being the W202 C36 AMG being presented in 1993. From there, the partnership became a majority stake, and eventually, a full merger.

But before all of that happened, AMG was an independent shop building fast Benzes much like how Alpina was with BMWs. Even before the co-op and merger, the company had built legendary cars such as the 560 SEC AMG Widebody, 190E 3.2 AMG, the 300 SEL 6.8 AMG race car, and the car simply known as The Hammer.

Meanwhile, at HWA

HWA has long been associated with Mercedes-Benz and AMG. Indeed, one of its co-founders is none other than Hans Werner Aufrecht, the A in AMG. It was created as a spin-off racing division of the brand, and one can say it’s close to being a works operation in several racing categories.

Established in 1998, HWA is more than a race team. It also does high-performance motorsport engineering, race car development, and low-volume sports cars. Its most recent creation is the HWA Evo, a fully reimagined and modernized version of the 190E 2.5-16 Evo II that ruled DTM and several other racing leagues.

The HWA Evo recently embarked on the 24 Hours of Nurburgring, taking second and third in class with all three entries going the distance. If anything, it proves that HWA is no mere restomodder, as the cars can talk the talk and walk the walk.

…And For its Next Trick

The company has proven that it can build truly reliable (and robust) bespoke cars with the Evo. However, HWA’s exploits in building highly specialized road cars won’t be a one-and-done deal, as shown by its most recent teaser.

HWA isn’t revealing much right now, and it won’t even give a peep of its name. That said, if anyone’s familiar with classic Benzes, the outline of the car shown in the teaser might look familiar. In our eyes at least, the silhouette resembles that of a W124, the midsize model that would eventually be called the E-Class.

But this is HWA we’re talking about here. Given that it turned the 190E into a modern track weapon that can be driven on the streets, we’re inclined to believe that it will soon build a modern-day interpretation of the AMG Hammer. Of course, it’s not official yet, and we’ll have to wait for the reveal to confirm it.

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High Expectations

If it’s the AMG Hammer reimagined, we have pretty high expectations. Besides, HWA set the bar pretty high with the Evo. The original Hammer dropped in 1986, and it was a Series 124 Mercedes that had a highly tuned 5.6-liter V8 from the 560 SEL. The result of that was 355 hp and 388 lb-ft of torque, figures previously unheard of in a midsize German car.

AMG then upped the ante in 1988 by upsizing the engine to 6.0 liters. The larger displacement meant 385 hp and 420 lb-ft, effectively setting the blueprint for future E-Class-based AMG models. Sure, those numbers don’t sound like much in today’s realm of performance sedans, but they were groundbreaking at the time and more than enough to shock supercars from the same era.

With that, we’re expecting supercar performance from the supposed modern-day Hammer by HWA. But instead of scaring Countaches and Testarossas, it should be able to chase Revueltos and 849 Testarossas.

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Camaro Muscle With Cadillac Proportions

In profile, the sweeping roof and flush handles keep the extra doors from dominating the design. The proportions suggest a family connection to the CT5, while the slim headlights and vertical lighting accents strengthen that impression. A large black grille, dark hood insert, and deep splitter give the nose plenty of menace, and the side-exit exhausts are an especially enthusiastic touch.

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Walk around the back, and tall, angular taillights frame a black panel carrying the Chevrolet bowtie, with a trunk spoiler above and a deep diffuser below. The rear has enough visual muscle to hold up its end of the Camaro bargain. Inside, the broad displays, carbon-look trim, and blue ambient lighting are familiar modern sports-sedan fare. The physical climate controls and manual gearbox are details I’d most like to see make it to final production. On that last point, at least, the rumors offer some encouragement.

The Rumors Lead Back To Lansing

Chevrolet left the door open when it announced the Camaro’s retirement after model year 2024. Chevrolet’s global vice president at the time, Scott Bell, said it was “not the end of Camaro’s story,” leaving enthusiasts hopeful and with plenty of room for interpretation. A more transparent picture emerged in April 2026. As Autoblog reported, Automotive News cited a source at a major GM supplier linking a new Camaro, the next CT5, and an unnamed Buick sedan to production at Lansing Grand River. GM Authority separately reported approval for a Camaro replacement. GM Authority’s later coverage described a midsize, four-door vehicle with a combustion engine and an updated Alpha 2 rear-drive platform. The Camaro name remained under consideration, and the body could even depart from a conventional sedan shape, but that leaves considerable room between these renders and whatever GM might eventually reveal. An August update shifted the reported arrival from model year 2028 to 2029, an early reminder to keep the calendar penciled in.

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Could A V8 And A Manual Make The Cut?

If Chevrolet wants an attainable starting price, a turbocharged entry engine is a sensible place to start. The current CT5’s 2.0-liter four-cylinder could make an appearance here, as it did in the final-gen Camaro. Further up the range, GM’s sixth-generation small-block V8 offers something more tempting. Chevrolet has introduced the naturally aspirated 6.7-liter LS6 in the 2027 Corvette Stingray and Grand Sport, where it produces 535 horsepower and 520 lb-ft. The transmission rumors are encouraging, too. GM Authority reports a six-speed manual alongside an automatic, plus a dedicated performance variant in its August coverage. Exact engine pairings remain unannounced, as does any return of the ZL1 badge shown here.

Will Chevrolet Actually Build It?

Cadillac has confirmed a combustion-powered CT5 successor for Lansing Grand River. GM president Mark Reuss made that distinction neatly in his June 2026 Car and Driver interview, while the Chevrolet and Buick programs remain unannounced. After mentioning the CT5, he added: “The rest is speculative, right?” Still, shared development and factory investment could give a Chevrolet sports sedan a more persuasive business case. Rear doors could broaden its appeal, too, especially among buyers who need one car to cover several jobs. I’d take the prospect seriously, while treating the name, timing, and specifications with caution. What interests me most is whether Chevrolet could preserve the steering, response, and sense of occasion that make a Camaro worth wanting. If Chevrolet can deliver that at a price enthusiasts can reach, I’m happy to let the people in the back have their own doors.

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The beauty of collaborations is that they bring together people from different backgrounds who might not otherwise cross paths. Case in point, Acura collaborated with Vans to create a one-of-one ADX with BMX-themed modifications.

Both the Acura ADX and Vans appeal to younger, lifestyle-oriented consumers. They also worked with BMX superstar Coco Zurita on this project, bringing Zurita’s total vehicle collaborations with the Japanese luxury marque to three. This one-off, called the “CZ-77 Concept,” comes at a time when the ADX is seeing strong sales growth, selling 25,211 units in the first nine months of 2026, a 114.5% increase year-over-year. Although the model only went on sale in March 2025, the collaboration could still be seen as a way to capitalize on its momentum.

The BMX Treatment

Debuting at Vans HQ in Costa Mesa, California, on October 24, the CZ-77 Concept aims to represent the world of tuners and BMX culture with modifications such as 19-inch Rotiform wheels with aero discs, a custom carbon-fiber aero body kit, and custom fender flares. There’s also a rear BMX structure designed to hold and showcase a BMX bike.

Vans North America supplied approximately 90% of the fabric used in the custom build. The cabin features a sporty finish with Sparco bucket seats and steering wheel, an NRG harness bar, CZ-77 design elements, and even a rear-seat delete, an uncommon modification for a luxury crossover. But perhaps that complements Vans’ core pillars, including self-expression and individuality.

Acura didn’t mention any powertrain changes, so the 1.5-liter turbocharged inline-four – which belongs to the same engine family as the one in the Honda Civic Si – is likely retained. If so, the engine should still make 190 horsepower and 179 lb-ft of torque. It comes with a continuously variable transmission (CVT) from the factory, paired with either FWD or AWD.

Far From Factory Fresh

The CZ-77 Concept builds on two earlier collaborations with Coco Zurita, who has earned several podium finishes at the X Games. The first project was a custom 2023 Integra, followed by a custom 2024 TLX Type S, which was unveiled at the 2024 Acura Grand Prix of Long Beach.

“Working with Acura and Vans gave me a chance to pour my passions for BMX, design and community into a unique ADX build that has a strong attitude and a lot of personality,” Zurita said.

The press release didn’t say whether the CZ-77 Concept will be preserved or auctioned off. Given the extensive modifications, this custom ADX would likely command a premium over the regular model if it were ever offered for sale. The standard ADX starts at $35,000 before destination charges and competes in the U.S. market against the likes of the BMW X1 and Lexus UX.

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There are many ways to skin a classic Porsche 911. You can keep it stock, restore it, do an extreme restomod, and everything in between. You have companies like Singer that enhance the classic cues and combine them with modern powertrains, and you also have RWB that would take a hacksaw to the car and make purists wince.

Then you have Gunther Werks, a firm that specializes in 993-generation 911s and turns these into absolute weapons. The company is no stranger to building extreme 993s, and has rolled out many over the years. We’ve covered several of its builds, the most recent being the Turbo Commission.

Meet the Brundle Edition

If you follow Formula 1 or motorsports in general, the name Martin Brundle should sound familiar. He was wheel-to-wheel with Ayrton Senna, posted strong results in F1, and found greater success in touring car and sports car racing. In other words, the man can steer a car very well. He’s better known by the younger generation as a pundit in F1, which has been his day job for nearly 30 years.

Still, his driving accolades are worth mentioning. With that, Gunther Werks has paid tribute to the man with a very special kind of 993. Dubbed the Gunther Werks Brundle Edition, the touching part is that Martin’s daughter, Charlie, designed it. We know it’s been months since Father’s Day, but we’ll count this as a pretty awesome present.

One of Five

Brundle approved the project, and it’s hard to say no. It’s rather ironic that Brundle never raced in Porsches professionally and quite famously beat the German automaker in the 1990 24 Hours of Le Mans in a Jaguar. Still, he did own several 911s, so there’s still a bit of a connection there.

Charlie paid tribute to her father by designing a livery inspired by her dad’s crash helmet. It’s then complemented by one-off forged magnesium wheels inspired by the Brabham Formula 1 car he drove. Unique Brundle wordmarks also appear inside and out, and other neat details appear in the cabin. Our favorite has to be one of Brundle’s famous sayings immortalized on the dashboard: “The most important bit of the car is the nut holding the steering wheel.” Only five will be built.

Not Just Fancy Paint

But this is a Gunther Werks car, so the 993 gets a healthy amount of upgrades. Starting with the chassis, it has a wider front track, thicker anti-roll bars, and bespoke suspension arms. It even has DGR computer-controlled active coilovers tuned specifically for the Brundle Edition.

As for the engine, it’s a 4.0-liter twin-turbo flat-six built by Rothsport Racing for Gunther Werks, revving up to 7,500 rpm. That tuning delivers 860 hp and 600 lb-ft of torque, all sent to the rear wheels. The best part? It has an honest-to-goodness six-speed manual.

Brundle might not have raced for Porsche, but Guther Werks’ tribute would do the man proud.

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What Is It, Exactly?

Underneath, it’s still a real Jaguar. The donor is a pre-facelift F-Type roadster with the supercharged 3.0-liter V6, rated at 380 horsepower and 339 lb-ft, and the rear-drive mechanicals are unchanged. What’s new is the body. Callum’s kit uses flax-based composite panels, a redesigned front bumper with aero flaps, wider fenders and bronze five-spoke wheels, all in a Tonga Green finish, giving the “Flax Type” a distinct look and proposing the feasibility of flax-based composite as an automotive raw material.

The Farm Part

The materials come from Clarkson’s 1,000-acre farm in Oxfordshire, England. The cabin has tan leather from his livestock, carpets made from farm-reared sheep’s wool and tweed inserts. Clarkson showed it at the Villa La Massa Excellence event in Tuscany, where he appears to have won a trophy. No direct quotes from him about the project were available, and the cost hasn’t been disclosed.

The Reaction

Most people like the spec, but whether the flax panels can ever be more than a one-off is unknown. Clarkson hasn’t said, and neither has Jaguar. But the fact that the “Flax Type” exists proves that it may deserve some looking into as a sustainable alternative to the materials used on modern cars.

The timing is interesting. Jaguar is in the middle of a very public reinvention, and a plant-based body kit on a gasoline V6 is about as far from its electric Type 01 direction as you can get. For now, it’s a one-off that grew in a field.

The Cadillac Escalade-V is a luxurious SUV with a price tag to match. For 2027, it starts at $169,300, before taxes, destination charges, and the options its wealthy buyers might want in their posh land yacht.

But if you want something more exotic and singular, Cadillac has revealed the 2027 Escalade-V 125th Anniversary Collector Series. Created to celebrate the brand’s 125th anniversary, this limited-run model adds exclusive styling details and collector-focused touches to the already expensive performance SUV.

Unveiled ahead of the United States Grand Prix in Austin, Texas, the special edition is also the first Escalade to receive Cadillac’s Collector Series treatment. The program has previously celebrated the automaker’s performance heritage through limited editions tied to significant milestones and racing achievements.

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Exclusive Colors, Carbon Fiber, and Blue Accents

The Escalade-V 125th Anniversary Collector Series will be available in two exterior finishes: Midnight Stone Frost and Vibrant White Tricoat. Both are intended to emphasize the SUV’s size and styling, while commemorative details make the special edition easier to distinguish.

The exterior package includes unique forged 24-inch wheels, a carbon-fiber grille surround, carbon-fiber lower rear fascia, carbon-fiber mirror caps, and a carbon-fiber engine cover. Blue brake calipers and dark-finish badges add contrast, while heritage V-8 puddle lamps provide another nod to Cadillac’s performance history.

The cabin receives its own set of exclusive details. Its black and Sheer Gray two-tone treatment is paired with Santorini Blue stitching, blue seat belts, and special interior badging. Illuminated sill plates, premium floor mats designed for the Collector Series, and an exclusive blue key fob round out the package.

Santorini Blue is particularly meaningful because Cadillac associates the color with the evolution of its V-Series design, including its connection to the V-Series emblem and the Cadillac V-Series.R race car. It’s a small detail, but one that gives the anniversary edition a clearer link to the brand’s motorsport identity.

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252 Units, With Buyers Choosing Their VIN

Cadillac has not announced a new powertrain configuration for the anniversary edition. Instead, the special model retains the Escalade-V’s performance-focused identity, with its appeal centered on exclusive equipment, limited availability, and personalization.

The most unusual feature is that buyers will have the opportunity to select their vehicle identification number (VIN) and serial number. Each exterior color will also feature vehicles labeled with the years 1902–2027, commemorating Cadillac’s history.

The 2027 Escalade-V 125th Anniversary Collector Series is available to order in the US and Canada, with pricing starting at approximately $239,000, including destination freight charges but excluding taxes, title, and dealer fees. That puts it roughly $69,700 above the regular 2027 Escalade-V’s starting price, before accounting for differences in destination charges and equipment.

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If you make a list of the best high-performance sedans, cars like the BMW M3 will inevitably appear, regardless of generation. The thing is, there are far more great performance four-doors out there, and we say the Giulia Quadrifoglio deserves to be there.

And what’s not to like about the Alfa Romeo? It’s got a Ferrari-derived engine wrapped in a sedan package, effectively making it a modern-day Lancia Thema 8.32. The difference is that the Giulia Quadrifoglio is rear-wheel drive, so you can get genuine tail-out action from it. It also helps that its chassis is genuinely well-balanced and the steering is wonderfully communicative.

A Solid Foundation

The Giulia Quadrifoglio is a great driver’s car, so it’s no surprise that its platform has been used in pretty special builds over the years. A recent example is the 55-SGT that turned the Giulia into a homage to the 155 DTM from the ’90s. Even Alfa Romeo had fun with the platform when it built the Giulia SWB Zagato as a one-off for a very special client.

Now, another coachbuilder wants to turn the sport sedan into something completely different. The coachbuilder’s name is Castagna Milano, and it reckons it can build a roadster out of the Giulia Quadrifoglio.

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The Plan

Castagna Milano has been around for nearly 180 years, evolving from building horse-drawn carriages to cars. It’s no stranger to bespoke vehicles, so building a roadster from a sedan is well within the company’s wheelhouse. The unique car doesn’t have a name just yet, but it should be revealed in due course.

That said, Castagna Milano needs a backer to make the project move forward. What you’re looking at isn’t the final product, but a 3D render of what it could look like if the build is allowed to proceed. But while we wait for that to happen, the coachbuilder has laid out some details of the car.

Its floorplan will be based on a Giulia, but the body on top will be completely different. The dash-to-axle distance has been stretched by nearly 13 inches, pushing the front seats back closer to the rear wheels. The design is bespoke, with a soft top for a true classic vibe. As for the engine, it’s the same Ferrari-derived 2.9-liter twin-turbo V6, so we’re expecting at least 505 hp and 443 lb-ft of torque. All it needs now is someone to fund this one-off project so it can hit the road.

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While the Toyota Land Cruiser nameplate was introduced in 1954, the off-road vehicle itself debuted in 1951 as the Toyota Jeep BJ. However, because Willys-Overland held the trademark rights to the Jeep name, Toyota renamed the vehicle the Land Cruiser. This means the iconic off-roader is celebrating its 75th anniversary this year, and the Japanese automaker is marking the milestone with a special edition limited to just 75 units, at least for German buyers.

The 75th Anniversary Edition is based on the Land Cruiser 250 and features round headlights, much like the U.S.-market Land Cruiser 1958. What makes this limited edition even more special is that it comes with additional off-road equipment typically found on the higher-end Land Cruiser trim, which features rectangular headlights. This means buyers who prefer the retro styling can also enjoy enhanced off-road capabilities.

Underneath the Retro Charm

Unlike the U.S.-spec Land Cruiser 1958, the 75th Anniversary Edition comes with a Stabilizer Disconnect Mechanism (SDM) and a Multi-Terrain Monitor (MTM). The SDM is an electronically controlled feature that disconnects the front sway bar, increasing wheel articulation that’s ideal for uneven terrain. Meanwhile, MTM provides drivers with real-time views of the front, sides, rear, and area beneath the vehicle, which is handy when maneuvering over rocks, mud, and tight obstacles.

The 75th Anniversary Edition is also available in the new and exclusive Smoky Blue paint, though customers can opt for Super White, Sand, Avantgarde Bronze, Aura Black, Dark Grey, and Platinum White. Moreover, the vehicles come with 75th Anniversary badges, while customers receive collectible extras, including a 1:60-scale Tomica Land Cruiser, a handmade keychain, a commemorative enamel sign, and a Land Cruiser history book.

Another major difference between the American and German Land Cruisers is the powertrain. While the U.S.-spec Land Cruiser uses a more powerful 2.4-liter i-Force Max hybrid powertrain with 326 horsepower and 465 lb-ft of torque, the German-spec model gets a 2.8-liter turbodiesel paired with a 48V mild-hybrid system, producing 202 horsepower and 369 lb-ft of torque. Both versions come with an 8-speed automatic gearbox and full-time 4WD.

A Pricey Birthday Celebration

The 75th Anniversary Edition starts at 84,750 euros, or about $95,100 at current exchange rates. A separate, more luxury-oriented trim called Lounge is also available for 91,990 euros, or about $103,300.

It is unclear whether Toyota will introduce a 75th Anniversary Edition for America. For now, the U.S.-market Land Cruiser has received updates for the 2027 model year as it continues to compete against the likes of the Jeep Wrangler. The Land Cruiser 1958 starts at $58,180, excluding destination charges, while the higher-end model starts at $64,255. It sold 26,697 units in the U.S. during the first nine months of this year, a 24% decline compared to the same period in 2025.

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That all became especially apparent on British Columbia’s picturesque Sea-to-Sky Highway—my all-time favorite driving road—where the Genesis seemed to filter the outside world with remarkable judgment. A gentle rush of ambient wind remained audible over the wing mirrors, enough road feel still came through to my hands to keep me informed, and its suspension softened the pavement beneath me without compromising control. I enjoyed driving it smoothly enough that simply getting somewhere became an enjoyable part of the day instead of a chore. And when I turned things up a notch, the G80 handled spirited drives with as much composure and gratification as it did when driven like a chauffeur.

Of all the Genesis models I’ve driven, the G80 might offer the most convincing balance of everything the brand does so well these days. It feels more substantial than the bread-and-butter GV70, yet its luxury remains approachable in a way the more grandiose G90’s sometimes doesn’t. In other words, it’s something of a Goldilocks Genesis, and the Prestige Black spec adds yet another layer of richness. That impression may have sprouted from how satisfying it was to drive, but a luxury sedan’s appeal has to extend to the moments spent just sitting in traffic, adjusting the climate controls, or getting comfortable on a longer journey. Over my week spent with the G80, those everyday details helped explain why this particular Genesis resonated with me so strongly, while also exposing a few areas where its flagship aspirations deserved closer scrutiny.

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Powertrain And Driving: Making Every Input Count — 9.5/10

When I reviewed the Genesis GV80 Coupe 3.5T E-SC earlier this year, its calibration felt a bit jolty at lower speeds, especially compared with the G90 flagship sedan, which shares its electrically supercharged V6. I found none of that awkwardness in the G80, which, for clarification, omits the electric supercharger. Its twin-turbocharged 3.5-liter V6 feels so naturally suited to this application that it’s easy to imagine Genesis designed the engine specifically for it. Easing onto the throttle produces a progressive, satisfying build of power, with the whole experience feeling as richly indulgent as miso sablefish melting in your mouth. Lean harder on the accelerator, and dessert arrives; all 375 horsepower and 391 lb-ft of torque make their presence known quickly. Still, the G80’s appeal extends well beyond its ability to gather speed. The relationship between what you ask of it and how it responds makes even modest acceleration enjoyable, while the eight-speed automatic lets that smoothness carry through the experience at any rate of acceleration.

The suspension contributes just as much to that impression. Its Road Preview system uses a forward-facing camera and navigation information to anticipate the road ahead and adjust its damping, but from the driver’s seat, what impressed me most is how thoughtfully the outside world reaches you. Enough sensation remains to keep you involved, while the rougher edges are effectively dulled. Subtle wind noise rushes over the wing mirrors, providing ambient white noise without letting in so much that it feels unrefined, and although its suspension eats up bumps and bruises and offers cloud-like ride quality, the steering still communicates road feel clearly and, specifically in Sport mode, offers impressive feedback for an electronic steering system. I eventually settled on a custom My Mode configuration combining Sport steering, Comfort suspension, and Smart powertrain settings, and it captured what I appreciated most about the whole car: satisfying control over its movements, a supple ride, and power delivery that suited my driving style no matter what mood I was in.

Balancing comfort and performance effectively is hardly unique to the G80, and is ultimately a necessary achievement for any modern luxury automobile to be worthy of consideration. But what stuck with me was how consistently its character carried through both ideals. I never felt that it needed an exaggerated response to make a normal input seem exciting and engaging. Instead, it reminded me of the deeply satisfying interaction I associate with older German luxury cars, and sometimes miss in their modern counterparts, and that same emphasis on natural experience is perhaps best demonstrated by its cabin.

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Technology: Modern Features, Familiar Pleasures — 9.0/10

Genesis’ approach reminds me of a beautifully made hi-fi amplifier: modern electronics do the complicated work, while tactile, well-crafted dials make interacting with them feel rewarding and familiar, and in a luxury car, operating it ought to be as pleasant as looking at it. The G80’s 27-inch OLED display is sizeable, but the rotary infotainment controller and separate climate panel keep it from becoming the sole point of interaction, unlike in many of the sedan’s contemporary rivals.

Although the climate panel is touch-sensitive, its dedicated layout preserves a welcome sense of familiarity, and its rapid responsiveness and quick-serving haptic feedback leave little to criticize. The 18-speaker Bang & Olufsen system was every bit as impressive as the GV70’s, making music a memorable part of the experience. Wireless Apple CarPlay gave me some minor trouble at first, but those problems somehow disappeared after the first few hours. It worked without issue for the rest of the week, allowing the technology to settle into the background and letting me enjoy the drive.

Exterior Styling: A Luxury Sedan With Its Own Identity — 10/10

Despite wearing one of the prettiest contemporary luxury automobile design languages out there today, the G80’s proportions still do most of the talking here. Its long hood, flowing roofline, and gently sculpted flanks give it the presence I want—nay, insist upon—from a luxury sedan, while the two-line lighting establishes an identity that feels unmistakably Genesis. I also can’t help but feel the stacked headlights subtly nod to the W211 E-Class, which featured horizontally detached quad headlamps, and shares much of its spirit with the G80.

Against my tester’s white paint, the Prestige Black’s darkened grille, window surrounds, and 20-inch wheels give those softer curves a more assertive edge. The contrast highlights the shape, and the simple Genesis lettering across the rear keeps the tail clean and composed. What I appreciate most is how cohesively these details belong together. The G80 looks distinctive from almost every angle, with enough visual detail to reward a closer look. Its sense of occasion comes from the innovative, boundary-pushing artistry behind modern Genesis design, and that uniquely intriguing language bleeds into the experience of ogling the G80 from near or far, making you proud to stand next to it, and even prouder to call it your own. I couldn’t stop myself from staring whenever I had the chance, and I have no notes. To my eyes, this is one of—if not the—best-looking vehicles on sale today.

Interior And Practicality: Almost Flagship Luxury — 9.5/10

The G80’s cabin backs up my Goldilocks claims with the most substance. Black Nappa leather, patterned stitching, and black ash wood give the Prestige Black a moody, atmospheric feel rather than a dimly-lit, dull one. Variations in grain, sheen, and texture add subtle depth to the dark palette, while the controls and touchpoints reinforce the same sense of care I appreciated in its driving manners. The low driving position and outward visibility also add to the appeal, and I could enjoy the scenery along the Sea-to-Sky while feeling comfortably sheltered from the journey’s less pleasant elements. For its 2027 model year, the G80 Prestige Black also adds a heated front-center console armrest, giving its Mercedes-outdoing ambitions even more teeth than before.

As for practicality, the G80’s 42.2 inches of front legroom and 38.7 inches of rear legroom both exceed the BMW 5 Series, Mercedes-Benz E-Class, and Audi A6, giving its almost-flagship ambitions some practical substance. Luggage receives a less generous allocation of space, though: its 13.1-cubic-foot trunk is smaller than the BMW’s and Audi’s, although slightly larger than the Mercedes’. My only real disappointment inside the cabin was the driver’s Ergo Motion seat, advertised in some material as a massage seat but not quite one to full effect. Its adjustments to support and posture never delivered a substantial massage experience, and the front passenger gets no equivalent function. The G90’s more comprehensive massage features really make the omission stand out. It’s a first-world complaint, certainly, but in a top-spec luxury sedan, buyers pay for these small indulgences. At least it features soft-closing doors. Very swish.

Value: A Premium Price With Substance To Match — 9.0/10

At $80,150 before freight, or $81,695 delivered, the U.S. Prestige Black has graduated beyond the easy “cheaper than the Germans” argument, and I think that’s for the best. You no longer buy a Genesis because it offers the same for less; now you buy a Genesis because it offers more for the same. The six-cylinder Audi A6, BMW 540i xDrive, and Mercedes-Benz E 450 4MATIC start at $64,900, $67,700, and $73,700, respectively, before freight, but those numbers don’t reflect fully equipped models, whereas the G80’s figure does. Equipment makes the comparison much more interesting. The G80 includes Nappa leather, B&O audio, a head-up display, and Road Preview adaptive suspension. Mercedes charges $2,990 for Nappa, $3,400 for Pinnacle trim, and $3,200 for AIRMATIC; those options alone push the E 450 past the Genesis’ starting price, not to mention the many other add-ons you can choose. BMW’s $2,500 Driving Assistance Professional and $1,350 Luxury Seating packages also narrow the gap. Nevertheless, an A6 advertised with Executive and Driver Assistance packages at a $76,065 MSRP shows that Genesis doesn’t automatically win on price, but it’s at least upfront about offering a top-end luxury experience without cash-grabbing on the order sheet for features most people automatically expect in a vehicle of this caliber.

Running costs might temper all that enthusiasm a bit, though. The G80’s 18-mpg combined rating trails the 540i’s 28 mpg by a long way, costing approximately $1,190 more annually at 15,000 miles and an assumed $4 per gallon. And, yeah, filling it up at the end of the week made my wallet wince. On the bright side, U.S. buyers receive three years/36,000 miles of maintenance and a ten-year/100,000-mile original-owner powertrain warranty; Canadian scheduled maintenance runs five years/100,000 km. Ultimately, I still think the Prestige Black’s $1,000 premium over the 3.5T Sport Prestige feels reasonable for the added finishes I appreciated every day, and even if the four-cylinder G80 is a far more sensible money-saving alternative, I’d still opt for this V6’s richness and the Black’s presentation if I ever found myself in a Genesis showroom with an order book in my hands.

Overall Verdict: Genesis’ Goldilocks Luxury Sedan — 9.4/10

To loosely paraphrase Ryosuke Takahashi from Initial D, “The key to success isn’t power, it’s balance.” It seems Genesis’ development team has been brushing up on its anime, then. And it would have to, wouldn’t it? After all, the Genesis G80 had to pick things up from where the Lexus GS and Infiniti Q70 left off. It began as little more than an Asian-brand alternative to a European delicacy (the executive saloon, that is), but as its Japanese rivals bowed out of the longstanding segment altogether, it leaned even further into its own individuality. It stopped attempting to recreate a simulacrum of a distinctly Western experience from an Eastern perspective, and instead learned to celebrate its uniqueness through style, feel, and carefully curated nods to historical inspirations.

That keen sense of balance makes the G80 my Goldilocks Genesis: even more special than the lovable GV70, indulgent enough not to miss the exquisite G90’s added grandeur too much, and rewarding enough to make the long way home feel like time well spent. Its thirst, and perhaps its underwhelming massage function if I’m being picky, leave room for improvement, but neither overshadowed how much I enjoyed the whole experience. It all brings me back to the W211. What I cherish so much about cars like that is how satisfying they make the not-so-sexy business of simply getting around. The G80 gives me that feeling, along with a style and personality I appreciate just as much.

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Nissan Pathfinder Special Edition: What’s New?

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The highlight of the Nissan Pathfinder Special Edition is the two-tone interior, which has been tailored to reference the burgundy cabin of the original 1987 Pathfinder. The 2027 model has black and burgundy TailorFit materials. The red hue is found on the seats, upper door panels, and dashboard. It’s complemented by burgundy stitching and matching floor mats. In addition to the plush cabin, the Pathfinder Special Edition comes with the following extras:

• Black 20-inch alloy wheels
• Panoramic moonroof
• Second-row captain’s chairs
• Rear door sunshades
• 12-speaker Bose sound system

As with all other Pathfinder models, the Special Edition comes with a 3.5-liter V6 producing 284 horsepower and 259 lb-ft of torque. Only the rugged Rock Creek model differs, with outputs bumped up to 295 hp/270 lb-ft for this variant. A nine-speed automatic and front-wheel drive are standard, with 4×4 being an option.

“The Nissan Pathfinder has challenged preconceptions of SUVs for 40 years, giving families more of what they need for the everyday while retaining the rugged confidence that made the original an instant hit,” said Marco Fioravanti, vice president, product planning, Nissan U.S. and Canada. “The Pathfinder Special Edition celebrates that legacy by connecting one of our most beloved nameplates with the customers and adventures that shaped its story.”

Related: China’s Nissan Pathfinder Makes America’s Look Old School

2027 Nissan Pathfinder Pricing

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Pricing for the 2027 Pathfinder has only increased for certain trims. The base model starts at $39,990, which is unchanged from 2026 pricing.

The SL is $200 more expensive and the Platinum now costs $100 more. The Rock Creek’s MSRP has gone up by $300. The new Special Edition slots in below only the Platinum. These prices all exclude Nissan’s destination and handling fee of $1,575.

Nissan sold its 2 millionth Pathfinder in September, and the SUV had its best-ever quarterly sales in Q2 2026. Q3 sales were down by 9.5%, but the Pathfinder’s overall 2026 sales are still healthy.

In our 2026 drive of the Pathfinder, we found it to be good rather than great in a crowded segment. The transmission was the main weakness, with the nine-speed automatic often found wanting. The transmission would too often select the wrong gear, to the point that we preferred using the paddle shifters, which isn’t something one expects to have to do in a family SUV.

Related: I Drove The 2026 Nissan Pathfinder For A Week: It Nails The Fundamentals

What It Means

The new Special Edition is a welcome addition to the Pathfinder range and should appeal to anyone who owned a first-generation model. What it won’t do is push the Nissan to the top of the class. The wonky transmission, lack of a hybrid, and the sheer breadth of talent in this segment—including the impressive Hyundai Palisade and Kia Telluride—stop that from happening. But for Nissan fans who need more space and power than a Rogue offers, the Pathfinder is an appealing three-row option.

Related: Nissan Pathfinder Will Split Into Two Very Different SUVs by 2029

As cars become more and more digital and software defined, there is a bit of fatigue with tech. There’s now a longing for simpler, analog cars, and automakers are well aware of that. There is some course correction going on with some bringing back more buttons in cars, but Porsche has taken it to a different level.

The folks from Stuttgart have unveiled the Mission S, and while it’s a prototype for now, at least it’s a functional car. That hints at it being relatively far into development, and the production model might not be far away. It’s a stark contrast to the Tesla Roadster that premiered on the same day, although that one wasn’t the actual car just yet.

Old-School Touches

The Mission S has something that Porsches haven’t had in a while, which is a physical key. Yes, you actually have to insert it in the ignition and turn a key to start it. There’s no touchscreen inside, either, and in its place is a MagSafe phone holder for your in-car entertainment needs.

Buttons and dials are strewn across the dashboard, and you don’t get settings buried in sub-menus because there’s no touchscreen in the first place. If anything, we haven’t seen a Porsche interior this screen-free in decades. Also, there’s a variety of drive modes that can be activated via a dial on the steering wheel, but there’s also a button that shuts off all driver’s aids simply dubbed ‘On Your Own.’

Powertrain specs haven’t been revealed yet, but if you’ve seen videos of it being started up, we just know that there’s a minimum of eight cylinders under its clamshell. It’s hard to tell if it’s electrified or not, but it’s making the right noises.

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More Carrera GT than 918 Spyder

There’s no launch date locked in for the production version just yet, but Porsche is pretty serious about actually building it. And for news to delight the analog enthusiasts, Porsche CEO Michael Leiters has confirmed that a manual transmission is compatible for the Mission S.

Of course, there has to be enough actual demand in the first place to make that happen. Leiters told Road and Track that “Customer demand will define what we build on this platform.” Then again, this is a highly-specialized classic-style Porsche, and there will inevitably be those who will say the want three pedals and actually buy it. If the math works out, this will be the first Porsche hypercar in 20 years to be offered with a manual.

With that, it seems that Porsche isn’t making a successor to the 918 Spyder, as the Mission S highlights simplicity and raw ability. Instead, it’s making a modern interpretation of the Carrera GT. Aside from the possibility of it being available with a manual, Porsche designed the platform in a way that it can go full combustion or electrified. Again, this will be defined by demand, and it will be interesting to see what the final product will look like. If Porsche actually pulls off a flat-8-powered mid-engined hypercar with no electrification and a manual, we could start partying like its 2003 again.

A Familiar Silhouette With Mitsubishi’s New Face

The most obvious influence on the front fascia comes from the newly revived Montero, known as the Pajero in other markets. Mitsubishi unveiled its new flagship on September 2, 2026, with distinctive T-shaped headlights and a choice of grille treatments, including honeycomb, which I’ve opted for on the Evo renders for a more aggressive look than the Montero’s alternatively available lateral slat inserts. Those ingredients translate surprisingly convincingly onto a lower, wider sedan. Here, the shallow upper lighting strips stretch toward the Mitsubishi emblem, while stacked outer lamps give the nose an unmistakable family resemblance. Beneath them, the expansive black grille, deep bumper openings, and projecting splitter make the front look hungry for cooling air.

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The Montero connection feels appropriate, as both nameplates carry Mitsubishi’s reputation for making traction and rough-weather capability central to a vehicle’s character, albeit in distinctly different ways, so translating that shared confidence into a sporting sedan gives the design some continuity with the company as it exists today, even if its lineup currently consists only of SUVs. The underlying silhouette nonetheless remains familiar, unlike what’s been done to the iconic Eclipse nameplate: an upright compact saloon with pronounced rear haunches, a vented hood, and a wing that makes no attempt to be inconspicuous. Dark multi-spoke wheels and Tommi-Makinen-Edition-inspired silver, grey, and white graphics reinforce its rally-ready identity.

Eclipse Cross Details Meet Three-Pedal Intentions

Around the rear, the inspiration shifts to Europe’s electric Eclipse Cross, mostly because the Montero’s vertical LED taillights didn’t look quite right on the much lower, sedan form factor. Mitsubishi introduced that European model in September 2025, describing its sculpted rear-end design through the theme of “Hexagonal Stability.” It looks very different, and substantially more modern, than the somewhat forgettable Eclipse Cross we have in North America. Here it is pictured below:

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The render adapts its angular lighting language to a conventional sedan’s trunk and shoulders. Thin horizontal lamps sit within a dark panel before stepping downward at the outer corners. It’s a more contemporary signature than simply reproducing an earlier Evo’s taillights, yet the broad stance and towering spoiler keep the result recognizable. A deep diffuser and four exhaust outlets make this interpretation’s combustion-powered ambitions clear, and those outlets are, of course, fun to look at, too. The old Evo’s appeal came from the impression that its aggression served a purpose—primarily to frighten Subarus—and a production version would need the substance to justify this sort of visual character.

Inside, the portrait touchscreen, digital instruments, and ambient lighting borrowed from the European Eclipse Cross bring the cabin into the present, but the most important addition is undoubtedly the manual gear lever and three pedals. They reestablish the relationship this car, and, ideally, Mitsubishi, wants with its drivers.

Mitsubishi’s Evo Dream Still Needs A Business Case

Though these renders are purely fictional for now, the Evo comeback rumors do have some foundation in Mitsubishi’s own aspirations. In a November 2025 interview with Australia’s Drive, engineering fellow Kaoru Sawase described reviving the Lancer Evolution as his personal dream and discussed electrification as a possible direction. Those comments fueled speculation about a hybrid or electric successor but didn’t establish a concrete development program (Autoblog). More recently, at Mitsubishi’s June 18, 2026, shareholder meeting, president and COO Keisuke Kishiura expressed a desire to make cars such as the Lancer Evolution again. Crucially, though, he also clarified that the company had no concrete plans to reintroduce those models. His enthusiasm was encouraging, but the company still hasn’t committed (Car Watch).

Mitsubishi’s Ralliart activities provide a tangible connection to competition through the Triton’s cross-country rally program. Turning that investment into a new performance sedan would require strong justification: a suitable platform, a significant development budget, and enough buyers willing to pay for it. An electrified Evo could still honor the original’s engineering spirit, and Mitsubishi’s own heritage account traces today’s electric-motor-based Outlander PHEV all-wheel-drive control back to principles developed for the Evolution. The hardest part is preserving the involvement, responsiveness, and accessible excitement that once made the badge so desirable.

These renders, though entirely imaginative, at least show that such ambitions could be met with a persuasive shape, using Mitsubishi’s current design language as inspiration. The familiar sedan proportions make it feel authentic, the new Mitsubishi styling details keep it fresh, and the manual gearbox makes its priorities wonderfully clear. I would love to see the company build something that earns this look through how it drives, but for now, the images merely offer a satisfying reminder of how much meaning three diamonds and a large rear wing can still carry if done right.

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For over 70 years, the Chevrolet Corvette has been America’s true sports car. After all, it originally drew inspiration from Europe’s open-top sports cars and eventually evolved into what it is today. Sure, it had large V8s over the years, but it was never a muscle car, per se.

But in 2020, the Corvette shifted to a mid-engine layout, something legendary GM engineer Zora Arkus-Duntov had always wanted. But while Arkus-Duntov never saw his dream realized, the mid-engined Corvette silences anyone still doubting its sports car credibility. Countless wins in international sports car racing further solidify its lineage, and it is by far the most successful American nameplate in the world of endurance racing, having won Le Mans nine times.

The Mighty ZR1X

The ZR1X is possibly the most extreme production Corvette ever produced, at least so far. Its Twin-turbo 5.5-liter LT7 V8 is paired with an electric motor in the front axle, giving this hybrid all-wheel-drive sports car a combined output of 1,250 hp. It starts at $227,695, which is a lot, but given the performance, it’s still a relative bargain.

It’s not just a straight-line rocket, as it’s proven itself on the world’s most demanding track, the Nürburgring Nordschleife. With Drew Cattell behind the wheel, it lapped The Green Hell in 6:49.275, making it the fastest street-legal American car to do it. Its record, however, was later broken by the Mustang GTD, which completed the circuit/derestricted one-way toll road in 6:40.835.

That said, the Mustang’s record is still being debated to this day, as it was a specially prepped car that did the lap. Nonetheless, the ZR1X is absolutely no slouch, as breaking 7 minutes around the ‘Ring is no easy task. As for a rematch, we’re sorry to say that it’s not happening, folks.

No More Mustang Chasing

In an interview with GM Authority, GM Senior Vice President of Product Safety, Integration and Motorsports Ken Morris explained why the company won’t be trying to beat the Mustang’s record, nor is it interested in doing so. “So I’ll start by saying the cars we set the numbers with are exactly the cars you buy, other than we put things like racing brake fluid in, and things like that. But it’s a production car, and we put a production car time out.”

Improvements are possible, but Morris explained that the company won’t go down a rabbit hole adding mode development just to settle a grudge. He also said GM has no interest in building a car specifically for lap times that won’t benefit the customer. “You know, we’re always looking for things to improve, but it’s not like we’re gonna get into some crazy competition with stuff that doesn’t exist that we don’t sell to people,” added the executive.

Point Proven

The Mustang GTD may have posted the faster lap time on the ‘Ring, but Chevrolet is adamant it used a showroom-stock example for the ZR1X’s run. That should still count for something, and GM can be proud of its car either way.

The ZR1X has shown its capabilities through and through, from setting blistering 0-150 mph-0 times to actually beating the GTD on other race tracks. Of course, it’s been said that it could’ve gone about 10 seconds faster in the Nordschleife, but it will have to be another driver, and not GM, to prove that point.

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.

Sold Out Before It’s Built

Renault is capping production at 1,980 cars, and a PistonHeads report suggests that over half of these cars have been spoken for already. Buyers are paying at least $181,000 at current exchange rates, with some cars even expected to sell for over $396,000 with options. For a car this small, with an electric drivetrain, this might be the most expensive dollar-per-square-foot expense in the automotive world.

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The Hardware

The 3E is rear-wheel drive and uses two electric motors mounted in the rear wheels. Reported horsepower ranges from 536 horsepower with a 70kWh battery to 555 horsepower, making it capable of a 3-second 0-60 mph sprint and a top speed of 168mph. Final horsepower figures are still to be confirmed by Renault, and Renault also mentions that this in-wheel motor design could find application in other electric models in its range.

A Longer Wait

With over half of its allocation already spoken for, the full tailor-made configuration program doesn’t start until mid-2027, with deliveries beginning the following year – which is later than reports first suggested. Renault CEO François Provost has said that the car is “a very meaningful project,” and stressed the importance of executing it correctly, even if, in his own words, they don’t need to “become Ferrari”.

Don’t Expect One Stateside

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The 3E isn’t headed to the U.S. Neither the 3E, nor its normie sibling, the Renault 5 E-Tech, which we like for its style and price, will be on sale in America. Americans who want a 3E will have to hunt for one on the European used market in a few years, assuming owners ever let go of them.

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Despite how challenging they are to homologate, the Tensei retains the pop-up headlights of the NA1 NSX, now enhanced with LED technology, which reappears in the bumper. Carbon fiber is everywhere, yet Pininfarina’s design just about manages to avoid looking tacky, and the original NSX’s proportions are well defined, only being slightly exaggerated in some areas, like the side intake.

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Filling the arches are 19-inch front, 20-inch rear center-locking forged aluminum Y-spoke wheels made by OZ Racing, but forged magnesium wheels are also available in a more old-school design. Behind them are carbon-ceramic brakes from Brembo, further reducing unsprung mass.

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In profile, the original NSX’s DNA is still evident, particularly in the wraparound rear window. But it’s more aggressive, more toned, and more kinetic an aesthetic, with everything slightly more swollen or slightly more taut. Personally, I love the shape and depth of the recess feeding the side intake, and the slimness of the vent behind the front wheel arch is equally neat. And look at how the carbon fiber side skirt deviates to accommodate the wider rear track. What a piece of design.

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The rear three-quarter angle is another highlight in a car full of them, with the spoiler’s integration with the muscular haunches particularly clean. KW coilovers with a front-axle lift and new roll bars contribute to stance and stability, and JAS developed the electro-hydraulic (thank God) steering rack specifically for this car. That brings us to the rear end, which faithfully modernizes an iconic taillight design.

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More LED technology appears in the rear cluster, while the exhaust outlets on either side of the large carbon fiber diffuser recreate the triangular shape. It’s clearly an NSX, yet it’s also clearly something more, and that’s a rare trick in the world of restomods, where grabbing attention is as important as exhibiting elegance.

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Inside, JAS Motorsport has shown just as much restraint with the cabin as with the bodywork, subtly uplifting the space to integrate modern creature comforts without losing the simplicity and ease of understanding that made the original NSX so enjoyable as a daily-drivable supercar.

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The driver gets a chunky, flat-bottomed steering wheel with physical buttons and switches, but not so many as to be distracting. The original, iconic stalk pods behind the wheel remain in place, controlling lighting, turn signals, and wipers. Naturally, everything is recovered in leather and usually made of carbon fiber, and a pair of digital screens have appeared, but the original door vents, the sloped dashboard console, and the snug driving position still put you in mind of a purposeful, driver-focused machine.

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A six-speed gearbox with a limited-slip differential sends up to 425 hp to the rear wheels. This is developed from a dry-sumped 3.4-liter V6 that started life as a 3.0-liter engine before Judd Power got involved. Along with increasing capacity through a short-stroke steel crankshaft, Judd engineered new lightweight alloy heads with more aggressive cams and titanium valves, the latter part of a race-derived fixed-timing valvetrain. 8,500 rpm will be the ceiling for this naturally aspirated screamer, which now breathes through a carbon fiber intake plenum, individual throttle bodies, and an Inconel exhaust. Think 1990s F1, and you should have an idea of the sound this will make.

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Despite its increased rigidity, new suspension geometry, and carbon fiber body, the Tensei should still be exceptionally comfortable. JAS Motorsport hasn’t mentioned cargo space, because it’ll be minimal, but if the Tensei hasn’t messed with the NSX shell too much, we presume there’s space for a duffel bag or two between the cabin and engine.

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Getting a shot of the Tensei without other similarly enthused show attendees photobombing the pic was difficult, but when something looks this good and stays true to the mission of its original – being a usable, comfortable, and reliable daily-driver supercar – it’s bound to attract hordes of fans. We love how analog and simple the whole thing is, despite being vastly more capable and powerful than the original, and although it’s longer and wider, the JAS Tensei truly captures the spirit of the agile, focused NSX from any angle. Hopefully, buyers take full advantage and use these cars as often as they can.

Sadly for the vast majority, just 35 will be made, each priced just short of a million dollars – excluding the NSX donor car buyers must provide. Don’t have one? NA1 NSX values range from $45,000 to over $360,000, with the cheapest ones obviously the best candidates for a wholesale transformation like this; no sense chopping up a perfectly good NSX when neglected ones are available. Worth it? In a world proliferated with restomods, it’s tough to be certain what is special and what is opportunistic, but the Tensei truly looks and feels unique. It’s also built by the best in the game (with Honda’s approval), and although JAS is much like AMG once was, the company avoids the temptation to overengineer. The Tensei is light, sexy, and engaging, and for those reasons, if I had an eight- or nine-figure bank account, my order would already be placed.

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This was part of the reason the original Smart car never took off; two seats are simply too few, and even just one additional seat would expand the use case a lot, something Toyota realized when it made its similarly sized iQ city car and gave it semi-usable rear seats. But what about three seats? This is the question the French asked themselves in the ’70s.

The Pioneer: 1973-1980 Matra Bagheera

Matra was a French engineering group that built the Bagheera in cooperation with Simca, a now-defunct French automaker first started by Fiat in 1934. Chrysler Europe took over control of Simca in 1970. The Bagheera was marketed as the Matra-Simca Bagheera until its 1980 model year, when the French PSA group took over following the demise of Chrysler Europe and the car became a Talbot-Matra. It was to compete in the mid-engined 1.3L to 1.5L market, so it needed to be compact to provide adequate performance, and it had to borrow from the existing Chrysler and Simca cars’ parts bin as much as possible to save costs.

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Matra’s head of design and engineering, Philippe Guédon, wanted more than two seats and got his idea of making it a 3-seater from his trip in a Ford Taunus station wagon that had 3-abreast front seating. This kept the car to a short 156.5 inches and a light 2,127 pounds, partly thanks to lightweight fiberglass-reinforced polyester body panels. The interior was interesting in that it retained the traditional left-hand-drive layout with a conventional dashboard, with the two passengers sitting to the right of the driver, presumably to avoid costly re-engineering. An 84-hp 1.3L 4-cylinder and a 1.4L variant with up to 90 hp were offered, with the engine sitting transversely behind the three seats and driving the rear wheels via a 4-speed manual transmission.

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The Follow-up: 1980-1983 Matra Murena

By 1980, the now Talbot-Matra company launched the successor to the Bagheera, named the Talbot-Matra Murena, now with a 91-hp 1.6L engine and later a 2.2L engine with up to 140 hp, still mid-mounted, but now with a 5-speed manual transmission.

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The body panels were made from fiberglass epoxy, so although the car grew to 160.2 inches, it still weighed no more than 2,271 pounds. The basic interior layout carried over, with the driver on the left and their two passengers to the right.

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The Reinvention: 1992-1998 McLaren F1

The immortal McLaren F1 was designed by Gordon Murray, and it put the driver right in the middle this time, with two offset passenger seats to the side and rear of the driver. This made getting in and out trickier, but standardized the layout for all markets, regardless of the hand of drive. The center driving position gave the driver a perfect view of the road, with symmetrical sight lines to both sides. The car’s butterfly doors were inspired by those of a humble 1.5L Japanese coupe – the Toyota Sera.

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With a naturally aspirated 6.1L BMW V12 putting out 618 hp, the F1 became the fastest car in the world, with a top speed of 240 mph, with the rev limiter raised to 8300 rpm, making it, to this day, the fastest naturally aspirated road car ever. It was a carbon-fiber technological marvel and is such a coveted collector’s item today that used prices exceed $20 million. A one-off 1996 F1 GTR, chassis 10R, has been valued at more than $35 million.

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The Encore: 2020 McLaren Speedtail

McLaren brought back the 3-abreast seating of the F1 in the 2020 Speedtail, even though Gordon Murray was no longer involved and had started his own company by then. The Speedtail uses a variant of McLaren’s twin-turbocharged 4.0L M840T V8 engine with hybrid assistance, giving it a total of 1,036 hp and making it capable of 250 mph. 

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The carbon-fiber monocoque was designed for lightness, strength, and aerodynamic efficiency, and the active aero devices are optimized for low-drag, high-speed performance in Velocity mode, enabling that impressive top speed.

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Gordon Murray Returns: GMA T.50

The true successor to the original McLaren F1 is undoubtedly Gordon Murray’s second instalment, the T.50, designed and built by his own company, but adhering more closely to the original F1 formula than any other car, the McLaren Speedtail included. A naturally aspirated 4.0L V12 developed by Cosworth that revs to 12,100 rpm puts out up to 761 hp and drives the rear wheels via a 6-speed manual transmission. The full carbon-fiber construction ensures a dry weight of less than a ton (under 2,200 pounds), and it uses butterfly doors just like the F1.

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The focus is purity and driver enjoyment, not performance figures, which would undoubtedly have been better with an automated transmission. The car’s most unusual feature is its rear-mounted 8.5-kW fan based on the design of the (Gordon Murray-designed) 1978 Brabham BT46B “Fan Car”. Working in conjunction with steep rear diffusers, the fan-assisted active aerodynamics substantially increase downforce by 30% (or 100% under braking when active spoilers deploy).  

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The Boutique Exclusive: 2024 SCG 004S

The last entry of what could conceivably be called “production” 3-abreast sports cars is America’s own Scuderia Cameron Glickenhaus 004S, the street version of entrepreneur James Glickenhaus’ Sleepy Hollow, New York-based boutique automaker’s SCG 004.

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Fewer than ten cars have reportedly been completed at the time of writing as Glickenhaus plans on scaling the slow hand-built production process. The SCG 004S is powered by a supercharged 6.2L GM V8 and is said to be capable of around 850 hp, and its curb weight is said to be 2,599 pounds.

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Honorable Mentions

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• The 1966 Ferrari 365P Berlinetta Speciale (above left) had three seats (below left), with the driver in the middle as well. Only two were ever built, and it was the first and last road-going Ferrari ever with this layout. It had a 375-hp mid-mounted 4.4L V12 engine.
• The 1968 Bizzarrini Manta (above center) was a one-off Giugiaro-designed concept car built up from an ex-Le Mans racer and taking the inspiration for its 3-seat configuration (below center) from the Ferrari 365P.
• The HTT Pléthore (above right) was a Canadian-designed prototype that was first shown at the 2007 Montreal International Auto Show and had 3-abreast seating (below right). It was meant to become Canada’s new carbon-fiber supercar, but it was stillborn after funding could not be secured for the planned 99-unit production run.

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Final Thoughts

The 3-abreast sports car remains a rare exotic today, but you can still buy one, and the advantage of the format for a sports car – specifically the perfectly symmetrical sight lines on the track – is readily apparent on the road as well, where enjoyment is elevated thanks to this driver-first configuration. While the French dabbled with the concept in the ’70s, they missed the opportunity to place the driver in the center of the action, a fault Gordon Murray most emphatically corrected with the glorious McLaren F1. It’s only fitting that he makes the most faithful modern interpretation of his F1 today under his own name, complete with the butterfly doors, screaming V12, and a stick shift.

Nearly a year ago, Jeep set out on its Twelve 4 Twelve adventure, rolling out a new limited-edition Wrangler every month to honor the brand’s heritage, design chops, and off-road cred. Now, the curtain falls with the 2027 Jeep Wrangler Switchback – the twelfth and final act in this colorful saga.

The Switchback is Jeep’s grand finale for this yearlong birthday bash. Earlier editions tipped their hats to military roots, retro vibes, and diehard fan clubs, but this last one goes off-script, channeling the mashup energy of gaming and digital culture.

Built on the Wrangler Rubicon X, the Switchback comes in both two-door and four-door flavors. The big draw? A purposely mismatched look that throws clashing colors and swap-meet parts right in your face. Of course, it’s still a Wrangler at heart, with all the four-wheel-drive muscle you’d expect – so it’s not just a fashion statement.

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Contrasting Colors Define the Switchback

On the outside, the Switchback is all about Gloss Black and Sting-Gray, with the two shades swapped around like someone played musical chairs with the body panels. The dual-vented power dome hood and doors make it look like two Wranglers collided in a parts bin – and we mean that in the best way.

Gecko green steals the spotlight as the main accent, splashed across the grille surround, hood graphics, swing-gate decal, and beadlock wheel rings. Those rings get a custom Gecko finish, and yes, this is the first time Jeep has dared to put such loud beadlock rings on a production model.

Other exterior details include a three-piece hardtop finished in either Gloss Black or Sting-Gray, black Jeep and Trail Rated badges, and black tow hooks. The hood graphics carry the Switchback name, while a Sting-Gray “41” body-side decal adds another reference to Jeep’s heritage.

Inside, the cabin gets Global Black Nappa leather seats stamped with a Switchback logo you won’t find anywhere else, plus Sea Salt Nappa leather on the dash, door armrests, and center console. Jeep claims this is a Wrangler first.

Pearl and Lime stitching sneak in pops of color, while custom cupholder and swing-gate plaques add even more personality. The swing-gate plaque is loaded with blueprint-style Wrangler sketches, specs, map details, and shoutouts to Detroit and Toledo. A satin-chrome Willys shifter medallion and unique HVAC vent graphics finish things off.

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Pricing and Availability

You can put your name down for a 2027 Wrangler Switchback starting in November. The package itself runs $2,870, with the two-door starting at $66,695 and the four-door at $69,995 – destination charge included.

If you like unique factory styling, the Switchback offers a Wrangler Rubicon X that stands out without needing aftermarket changes. The mismatched panels and Gecko accents make it easy to spot, while still highlighting the Wrangler’s off-road strengths.

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The Plan Is “Value Over Volume”

At an investor day, Leiters said the average price of Porsche’s top models should rise from about €270,000 ($306,000) this year to over €330,000 ($374,000) by 2030, roughly 20 percent. Top models would grow from about a third of the lineup to 45 percent, and break-even would fall below 200,000 cars, against 279,449 deliveries last year. The operating margin fell from 18 percent in 2023 to 1.1 percent last year, and Porsche now targets 10 to 15 percent by 2030. Autoblog has tracked the price hikes already rolling through the lineup.

Where Manthey Fits

Manthey now sits under a new “Home of Sports Cars” division alongside Sonderwunsch, Exclusive Manufaktur and Heritage. Porsche says it plans special low-volume models, performance kits and exclusive track experiences with Manthey, building on nine joint kits since 2020, including the Taycan Turbo GT that reclaimed the Nürburgring EV record. On Friday at 13:30 CEST (7:30 a.m. ET), Manthey will unveil two anniversary special models at Hockenheim. Nothing has been confirmed about what they are.

What It Means For Enthusiasts

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One Instagram post argues that a loaded 911 Turbo S could pass $400,000, and that if new Porsches get pricier, bigger and more digital, the fixed supply of naturally aspirated, manual and analog cars will only get more expensive.

That is a prediction, not data, and the $400,000 figure doesn’t match Porsche’s guidance. The target is a roughly 20 percent rise in the average price of top models, and Edmunds lists the 2026 911 Turbo S at $272,650 including destination, so a straight 20 percent would land near $327,000 before options. Those can add up fast: We maxed out a 911, and the options cost $98,000. Porsche hasn’t said which models will rise or by how much, so the used-market effect remains an open question.

Porsche 911 GT3 Cup MR 30: Big Engine, Big Aero

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Manthey began its story partly by modifying engines before focusing more on aero, suspension, cooling, and handling, and the new 911 GT3 Cup MR 30 combines both approaches again, with the 992.1-based race car’s water-cooled six-cylinder boxer engine being heavily revised to displace 4.2 liters and produce 552 horsepower. This is sent to the rear axle through a six-speed sequential transmission, and during early development with less power, the package helped the car achieve a time of 7:58.605 on the Nürburgring Nordschliefe’s long NLS track configuration. Manthey has crafted the entire front end, including fenders and hood, as well as the rear bodywork, wheel arch extensions (expanding the track width by 20 millimeters in front and 50 mm at the rear), rear lid, and rear wing from recycled carbon fiber. This is combined with a central radiator to improve exhaust air flow and keep the car going in the event of a minor impact, and the bodywork also helps optimize brake cooling with larger inlets. A new front splitter with an integrated underbody, added flics, and a new rear with enlarged end plates and modified mountings are also added, with the latter allowing for the fitment of a more aerodynamic intake. Even the wheels were addressed, with Manthey fitting its own forged design that saves 8.3 pounds, reducing unsprung mass. Six-way adjustable coilover suspension with modified kinematics and optimized spring rates are also included. In a nutshell, it looks fast and will be epic on track.

Porsche 718 Cayman GT4 RS Clubsport MR 30: The Ultimate 718 Racer

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911s first come to mind when thinking of Manthey, but the mid-engine 718 platform has also been used to great success, and the new GT4 RS Clubsport-based MR 30 is just as wild and wonderful as its rear-engine sibling. Here, instead of uing forged wheels, the Cayman gets carbon fiber, saving 12.5 lbs. The engine hasn’t been fiddled with, so it still produces only 493 hp, but that’s plenty in something this light and focused. Again, carbon fiber is used throughout, including in the fenders with their lightweight headlights, the front bumper and splitter, and the redesigned rear end with its bumper, trunk lid with lightweight window, and rear wing. The car also gets a carbon fiber diffuser and added front flics for more downforce, and like the 911, it’s got a central radiator, so the hood features a specially designed vent. Cooling optimization continues with the brake system, which has ducts developed using insights from the Porsche 911 GT2 RS Clubsport EVO.

Final Thoughts

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Manthey has not disclosed pricing for either of these cars, but with special anniversary liveries, ’30 Years Manthey’ badges, special-edition logos, and headrests with the anniversary logo, not to mention a very low production run, neither will be cheap. But if you’re not a professional racer and you want to get as close to the ultimate Porsche track experience as possible, the MR 30 anniversary editions are just what the doctor ordered. And if you miss out, don’t worry too much. Porsche is expected to be bringing the gas 718 back, and the GT3 RS is about to made even more extreme than ever.

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If the Lexus LS proved that Japan can make world-beating luxury cars, the NSX did the same for sports cars. Unveiled in 1989 for the 1990 model year and for 1991 as the Acura NSX, Japan’s first mid-engined supercar gave the European establishment a good fright. If anything, it shook off the complacency that had been brewing for years in the Old Continent.

The NSX also arrived at a great time, as Japanese automakers were rolling out technological marvels disguised as sports cars. With that, the NSX cemented its legacy in no time, alongside its contemporaries. The first generation lasted from 1990 to 2006 with two distinct versions.

Reviving the Legend

Honda and Acura revived it again in 2016, adding hybridization and all-wheel drive in the mix. The reinterpretation of the NSX was interesting, if admittedly very different from the original model. Mind you, the basic recipe was still there: a daily-friendly supercar, but with the added twist of electrification. Second-gen NSX production lasted from 2016 to 2022, with the Type S wrapping up its six-year run.

There have been talks of a revival down the line, although nothing is set in stone just yet. Italdesign and Honda did build a tribute model and showed it off earlier this year. It will be built in limited numbers, and it’s a unique take combining some elements from the first model with the second-gen hybrid system and all.

But Italdesign wasn’t the only Italian design house that’s had a crack at building a new NSX. Pininfarina, together with JAS Motorsport, made a modern version that’s an ode to the original. It’s called the Tensei, which is fitting as it’s Japanese for reincarnation or rebirth.

All Motor

The Tensei was previewed late last year, but JAS has finally revealed the juicier details of its latest car. We can confirm that the Tensei has no hybrid assists whatsoever, staying true to the spirit of the first NSX. The engine is based on the 3.0-liter V6 from the original model, internally known as the C30A.

JAS then sent that engine to JUDD Power, stroking it from 3.0 liters to 3.5 liters. The powertrain specialist heavily reworked it, and it also came with upgrades such as individual throttle bodies and a dry-sump lubrication system. Estimated output is rated at 425 hp, and that’s without any turbocharger assistance.

The Juicy Details

425 hp doesn’t sound like much these days, but the aluminum panels have been replaced by carbon, shedding even more weight from the already light platform. JAS reckons the car tips the scales at just 2,756 lbs. In a world where performance EVs easily blow past 5,000 lbs, it’s incredibly refreshing to see such low numbers from a new car.

And now, something that will delight NSX fans. The Tensei will have an honest-to-goodness six-speed manual transmission. It’s also rear-wheel drive only, making this a more faithful reincarnation of the car Gen-Xers and Millennials grew up with. The suspension has also been honed to handle the extra power, and it gets other goodies such as center-lock wheels, carbon ceramic brakes, adjustable dampers, and a Torsen rear differential, to name a few.

The interior gets a big makeover too, but not in the way that would upset the traditionalists. Yes, there is a digital display, but the overall look and feel is pretty much the same as the NSX. Given all that, production will be limited to just 35 cars, and we’re expecting a pretty hefty price tag. If anything, this is the NSX that Honda wishes it could build today.

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What The Money Buys

Beyond the standard Super Duty truck, the hardware list is mostly visual, with some chassis work. Roush fits 35-inch General Grabber A/TX tires on new 20-inch gloss-black wheels, plus a Roush Performance Suspension System, slotted brake rotors front and rear, and a shortened front air dam for better clearance off-road. Outside, there’s an illuminated gloss-black grille, color-matched fender flares with integrated lighting, and graphics with optional silver or red accents. Inside are carbon-fiber trim, Roush floor liners, and a serialized console badge. Roush also lists a performance exhaust, which Ford Authority says is for Power Stroke diesel models.

What It Leaves Out

There is a significant lack of information regarding horsepower or torque gains, and Roush hasn’t published approach-angle or ground-clearance figures. That is interesting to note because the 2027 Super Duty’s standard engine is now the 7.3-liter Godzilla V8, rated at 430 horsepower and 485 lb-ft, with the high-output 6.7-liter Power Stroke diesel at 500 horsepower and 1,200 lb-ft as the only option. Roush leaves all of that alone according to current reports.

The Factory Alternative

The more interesting comparison is Ford’s own off-road package. The 2027 Tremor package is now available on XL trucks with the STX Appearance Package, with 35-inch Goodyear DuraTrac tires, a factory lift, electronic locking rear and limited-slip front differentials, skid plates, and Trail Control. Ford hasn’t announced 2027 pricing yet, so a direct dollar comparison isn’t possible. Buyers should price both before assuming the Roush is the capability upgrade. On what’s been published, the $21,399 buys looks and brand, not performance.

MINI Countryman Untamed Edition Gets Loads of Changes

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The new Countryman Untamed Edition stands apart from other variants with a new front grille featuring redesigned, upright elements. The grille surround also gets special treatment with an exclusive color called Dark Steel, which reappears on the MINI emblems, Countryman lettering, and other areas. Elsewhere, the side sills get a new look, and the underbody protection plates on the front and rear of the crossover have been redesigned. MINI has also added textured matte black film to the side sills, hood, and wheel arches, helping reduce damage from scratches. The same care hasn’t been taken with the Untamed Edition Spoke 19-inch alloy wheels, which, while styled after resilient steel wheels, are finished in a high-gloss black (with the center cap wordmark in Dark Steel) that will surely show blemishes after a trip or two on a gravel road. While we’re on the subject of finishes, the Untamed Edition gets special color options inspired by earthy tones: Hideaway Grey, Nomad Blue, and Frozen Nomad Blue, the first matte finish ever applied to a series-production MINI. Also available are Nanuq White and Midnight Black, while the roof can be had in either Glazed White or Jet Black. The finishing touch is an Untamed logo on the C-pillar.

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More importantly, the Untamed Edition features a 15-millimeter lift and specially developed Pirelli Scorpion All Terrain Plus tires that bring total ground clearance to 19 mm. In North America, this rubber will be standard, while Europe will get them as an option, and other regions will get access through MINI’s aftersales department. The automaker has recalibrated the anti-lock braking, dynamic stability control, and steering systems to suit the new tires, and with ALL4 all-wheel drive, the Untamed Edition should have no problems getting to a campsite. Finally, the roof can handle loads up to 165 pounds while driving and up to 661 lbs while stationary, and in the U.S., a factory trailer hitch enabling a maximum towing capacity of 3,500 lbs will be standard.

MINI Countryman Untamed Interior and Availability

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Inside, the Untamed Edition gives the Countryman Vescin Nightshade Blue sports seats with perforated fabric and knitted upholstery. Their design, including Cornflower Blue stitching and an Untamed logo, is said to be inspired by rock formations, and the knitted finish reappears on the dashboard and door panels in dark grey and blue. Interior accents are no longer Vibrant Silver, as usual, swapping the finish for more Dark Steel and Cornflower Blue, the latter appearing on a strap on the base of the steering wheel, its spokes, and other areas, including the redesigned center console storage cubby. Rubber all-weather floor mats and a cargo area mat, with more rock-inspired patterns, add to the rugged look.

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Production is expected to begin in November, with a global market launch scheduled for early 2027. In the U.S., the Untamed Edition will be based on the Countryman S ALL4 and the Countryman SE ALL4, with pricing starting at $43,900 (excluding $1,350 for destination) for the gas model. The EV will be priced later. This means that, with MINI basing the special model on the Signature Plus trim and not the entry-level Oxford Edition, the Untamed Edition’s upgrades are priced at $1,600. Worth it? Well, MINI clearly seems to think a package like this is something its customers have been missing, and with off-roading and overlanding continuing to increase in popularity, perhaps this is the perfect time to jump on the trend.

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If you’re unsatisfied with the usual greyscale that we call colors in cars these days, BMW is more than willing to paint your car a special color from the factory. The BMW Individual program started way back in 1991 and made its public debut in 1992. Its first car was an E32 7 Series 750iL, designed by Karl Lagerfeld.

Since then, special shades have been applied to various BMW models, and in 2006, the program finally made it to the U.S. It has produced true bespoke models, and it’s not limited to the more expensive cars. Don’t be surprised if you see a low-spec 3 Series with a unique color if you’re abroad.

A One-of-One M4 CS Exists

The BMW M4 CSL was only available in three colors. These were Frozen Brooklyn Grey, Black Sapphire, and Alpine White, so there weren’t many choices. According to BMWBlog, more than half were in Frozen Brooklyn Grey, with the remaining two colors covering the rest.

However, the site, along with MDataWorks, found one owner who didn’t want any of the readily available paint jobs. Instead, said owner went to the Individual catalog and chose Frozen Tampa Bay Green for their M4 CSL. Turns out, no one else thought of choosing other shades for their coupe; hence, whoever bought the green CSL has a legit one-of-one.

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Potential Sighting

Spotting the truly Individual M4 CSL won’t be easy, but it might have been sighted recently. MDataWorks says it was spotted in Berlin, and that the photo was later shared to a public Facebook page. Based on the car’s plate, it’s registered in Germany, so it’s not a tourist wandering around the city in a very distinct car.

While the unique color scheme does nothing for performance, we do have to say that Frozen Tampa Bay Green works very well with the M4 CSL. After all, that color already suits the standard M4, and the matte Frozen finish adds an air of distinction. It’s a fitting color for a unique car, and props to the owner for going outside of the usual color choices.

We’re genuinely curious if the car also has Individual touches on the inside. We wouldn’t be surprised if it does, which would make this car even more special. The G82 M4 CSL is rare, with only 1,036 built, but the person who chose this spec has made their example stand out.

Dreaming seems to be the ultimate point of this truly unusual Mustang. Ford and Vaughn Gittin Jr.’s RTR Vehicles have turned the four-cylinder EcoBoost into one of the most overtly drift-focused production cars on the market—a “dream car” for young drifting enthusiasts by design. It has extra steering angle, a dedicated drift-brake lever, a Torsen limited-slip differential, anti-lag, and chassis hardware borrowed from the GT and Dark Horse. And somehow it’s still comfortable enough to drive to work. The biggest contradiction, however, was discovered on the window sticker. Two representative configurations supplied for the program totaled $53,440 and $55,850 delivered, respectively. For that money, the RTR still has just 315 horsepower, a 10-speed automatic, and a four-cylinder engine, whereas a base Mustang GT costs less and includes a 480-hp V8 and six-speed manual. So while Ford has created an excellent toy for younger drivers to thrash about in, I’m less convinced those younger drivers can—or will want to—pay for it.

2026 Ford Mustang RTR Specifications And Pricing

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What Makes The Mustang RTR Different?

The RTR is much more than an EcoBoost wearing luminous accents. Its $6,520 core package adds the electronic drift brake, active-valve exhaust, a 3.55:1 Torsen rear differential, 19-inch wheels with 255/40 summer tires, and the GT Performance Package’s six-piston front and four-piston rear Brembo brakes. Ford also installs the Dark Horse’s rear subframe and stabilizer bars, adjustable strut mounts, a GT steering rack with 72.5 millimeters of additional travel, an RTR-specific Track-mode stability-control calibration, and a larger cooling fan. The optional MagneRide dampers receive their own RTR tune.

The engine retains the standard EcoBoost’s 315 hp and 350 lb-ft of torque, but adds Ford-patented anti-lag technology derived from the Le Mans-winning Ford GT race car. It doesn’t spit flames, but it does keep the turbocharger ready for when the driver lifts and quickly returns to the throttle, which I noticed most during drift transitions, because I am, of course, a drifting God with a signed certificate to prove it. The result isn’t so much a power package as it is a control package for a specific use case—that is, sliding its bright green dumper around corners in excessively dramatic fashion. Ford has engineered the car around specific moments inherent to drifting, like when initiating a slide, catching it, changing direction, and repeating the process without destroying the car.

Surprisingly Civilized On The Road

Before I got to produce any tire smoke, my drive partner and I spent roughly two hours taking a dark-red RTR from our Napa Valley hotel to Thunderhill. We split the driving over highways and windy canyon roads, then repeated the trip back to the hotel after the track sessions. The RTR was far friendlier than its graphics suggested; its optional MagneRide suspension controlled the body without making broken pavement feel like a personal failure, road noise remained reasonable, and the 10-speed behaved unobtrusively in ordinary traffic. Critically, its additional steering travel didn’t make it feel awkward on the road. This is fundamentally a daily driver that can drift, and not the other way around.

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It really looks the business, too. It steals its front fascia from the GT, gets those signature illuminated RTR grille nostrils that look so good it’s as if every Mustang should have them, as well as dark-finished wheels, a raised rear spoiler, and available Hyper Lime graphics and brake calipers, which make it appear more provocative than a regular EcoBoost. Parked beside the Dark Horse SCs we would drive the following day, however, it was clearly the less beastly Mustang. So it’s proud of what it is, but it still knows its place within the family hierarchy.

The cabin tries just as hard to establish an identity distinct from other Mustangs. Hyper Lime stitching, seatbelts, screen graphics, and a matching drift-brake lever separate it from lesser EcoBoost models. At times, the effort resembles an older corporation’s interpretation of what younger enthusiasts find cool. At one point, my drive partner and I changed the ambient lighting from green to red, only to discover that someone from Ford had changed it back while we were on track—a gesture we found quite cheeky and therefore loved. Also, the virtual Mustang displayed while selecting drive modes wore a GT badge. Material quality also remains a bit of a question mark. Some panels creaked, and the sun visor would swing away from the side window during turns, striking me in the head, though it thankfully wasn’t very heavy. This kind of stuff is easier to tolerate in a Mustang with a legitimate value proposition than in one approaching $56,000.

A Lighter Nose Makes A Better Mustang

Thunderhill’s tight road-course configuration gave the EcoBoost enough room to demonstrate its abilities without exposing its power deficit. Across three independently paced laps, 315 hp felt adequate, the Brembos stayed consistent, and the chassis encouraged me to use more of the car. The real highlight was balance. Without a Coyote V8 over the front axle, the RTR changes direction with far less effort than a GT. Ford cites a 54/46 weight distribution, and that lighter nose might ultimately be the strongest reason to choose the EcoBoost foundation. The steering was direct, the MagneRide suspension kept the car disciplined, and the throttle encouraged the rear axle to rotate. It even overrotated unexpectedly once on my first hot lap—I was clearly bred for drifting—but the correction came quite naturally.

Ford Built A Drift Lesson Into The Car

After our circuit laps, one of Ford’s professional drivers took us through the upcoming drift course as passengers. Her demonstration revealed how much capability the RTR had when moving sideways, and my next exercise was a drift class led by Gittin and his team, which meant I would have to see just how much of that capability I could squeeze out of the car myself. The electronic drift brake works less like a conventional handbrake and more like a digital command that triggers hydraulic action. In Drift mode, initiation depends more on how quickly the lever is pulled than how long it is held. Pull it sharply, the rear wheels lock, and releasing the lever disengages it—no secondary button or switch required. Outside Drift mode, the same lever functions as an on/off parking brake control.

The simplicity of it all allowed me to just focus on weight transfer and steering—I could jump straight into working on my technique, rather than spending so much time feeling out the car. The car didn’t hold my hand through the process, as my repeated spins at the third corner proved, but it removed enough friction to make learning approachable. A novice could use the assists to explore the first stages, while an experienced driver can turn everything off and receive absolute freedom to shed rubber. So this is much more than just a gimmicky drive mode that produces one canned slide at a time. The extra steering angle becomes tangible as the car rotates; the lighter front end gives the driver time to work, and the automatic transmission means you don’t have to think about what to do with your left foot. The RTR makes drifting easier without making the accomplishment feel unearned.

How Does A Four-Cylinder Mustang Reach $55,850?

Although the most basic Mustang RTR can be had for $42,205 before destination, a representative Orange Fury example present at the event program carried, in addition to the RTR package, the $1,330 RTR Appearance Package, the $1,750 MagneRide suspension, the $3,000 Equipment Group 201A, a $1,160 B&O audio system, $1,995 for Recaros, $750 for Hyper-Lume calipers, and $995 for paint, bringing the total to $55,850. Meanwhile, Ford currently lists the base 2026 Mustang GT at $47,795 before the same $1,995 destination charge, and the GT Premium starts at $52,075 before destination. So the comparison practically writes itself: Do you want the most extreme version of the EcoBoost Mustang, or the most basic version of the V8 Mustang?

Personally, I would probably opt for the GT and add the drift brake, additional steering angle, and other hardware later if I really, desperately wanted that stuff. That route would surrender the RTR’s integrated calibration, full factory execution, lighter front end, Dark Horse chassis hardware, and serialized identity. It would also provide the manual gearbox and V8 that remain central to the Mustang experience for many buyers, including me. The intended audience that Ford claims it’s after here makes the price feel even more awkward. Ford acknowledged that RTR’s large following among 18- to 35-year-olds was part of the partnership’s appeal, yet the finished product can, at times, feel like older executives assuming young enthusiasts will gladly accept a long-term finance contract for a heavily optioned, automatic four-cylinder Mustang. The actual buyer for the RTR may care less about the Mustang mythology than the mechanical proposition: a turbocharged, rear-wheel-drive coupe that can commute all week and destroy its rear tires on the weekend. Alternatively, it may be an EcoBoost buyer who is unusually easy to upsell.

Verdict: An Excellent Toy With A Difficult Audience

The 2026 Ford Mustang RTR succeeds at the difficult part. It feels distinct from the regular EcoBoost I previously reviewed, behaves naturally on the road, remains balanced on a circuit, and makes genuine drift technique easier to access. It’s fun, useful, and engineered far beyond its graphics. My experience with it actually made me appreciate the regular EcoBoost more—mainly because of its price. The RTR’s engineering is most persuasive while the car is sideways, but its window sticker follows it everywhere. Once the total passes a base GT and approaches a GT Premium, the absence of both a V8 and a manual can no longer be treated as a mere footnote. The Mustang RTR is ultimately an expensive toy designed for kids to thrash about in, and while it is very good at being that toy, the difficult question is how many of those kids can responsibly justify buying it.

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AC Schnitzer should be a name familiar to Bimmerphiles. The tuning firm has long fettled and modded many of Munich’s finest since 1987, and it’s also made some of the best kits and wheels one can fit to a BMW. Based in Aachen, Germany, Willi Kohl and Herbert Schnitzer founded it as a separate division of its motorsports arm, Schnitzer Motorsport.

Both have seen huge success and victories over the decades, and have expanded to include motorcycles, as well as Land Rover and Mini models. Mind you, AC Schnitzer and Schnitzer Motorsport are different entities, but their goals are the same: Make cars go and look faster and cooler. Sadly, both organizations have seen difficulties over the last couple of years. The motorsport division is no more, and the road car part of the business is in danger, at least until now.

From the Brink

It wasn’t long ago that AC Schnitzer announced it would close after 39 years in business. Rising costs and shifting market trends have contributed to its struggles, which have sadly become a common pattern for many longtime and legacy tuners and shops. Its current owner, the KOHL Group, will focus on retail and services and drop manufacturing, leaving the company in the air.

At the time of the announcement, AC Schnitzer was said to be looking for a buyer. Now there’s good news: a new group has indeed swooped in to rescue the storied tuning shop and specialty automaker. It’s a Dutch-based company called the AM Group, and Schnitzer will officially be under the new firm by November 2026.

What Is the AM Group?

Its full name, AM Group Holding BV, has a rather interesting portfolio of brands that may favor Schnitzer’s long-term prospects. It specializes in the aftermarket and has built an ecosystem to support it.

AM Group brought together companies that offer vehicle personalization, carbon fiber engineering, performance products, and advanced composites manufacturing. All of those are right up Schnitzer’s alley, and it and the other divisions within AM Group could stand to benefit from each other.

The companies that Schnitzer will soon join include Urban, Heritage, Absolute Motors, UBC, and GP Products. Urban specializes in SUVs, while Heritage particularly focuses on Land Rover Defenders. Urban turned the Defender into a fancy, carbon fiber-kitted street truck, while Heritage builds soft-top versions of the same SUV. Absolute Motors also makes sports and performance cars, but it could support Urban and Heritage.

But UBC and GP Products could help AC Schnitzer most. UBC designs, builds, and manufactures composite parts, which is exactly what Schnitzer needs. GP Products is one of Europe’s biggest distributors and resellers of premium aftermarket products.

Safe at Last?

While this is great news for Schnitzer, its survival will depend on management on both sides. If AM Group can foster and grow Schnitzer in ways it couldn’t during its struggles, then all will be well. Schnitzer will also have to adapt quicker to changing times and make noise about its heritage, relevance, and significance in the aftermarket world again.

It won’t be easy, with many new players around, but at least the brand is getting a new lease on life soon. Schnitzer’s legacy is too great for it to just close down in one fell swoop.

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This Swap Fixes Honda’s Weakest Spec

The team from Throtl, in association with Idemitsu Lubricants, removed the Prelude’s engine, transmission, hybrid hardware, and interior before dropping in the Type R drivetrain. More importantly, it turns the automatic-only Prelude into a stick-shift car, answering one of the obvious questions enthusiasts had when Honda brought the nameplate back. 

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The Prelude and Civic share enough underlying hardware to make the swap surprisingly straightforward. The firewalls are near identical, the brake and fuel systems moved over largely intact, and the Type R’s dash bar, wiring, and interior bolted in with just two rivnuts as the main modification. Most of the Prelude’s brake and fuel systems could stay, but the turbocharged K20C1 needed the Type R’s higher-pressure fuel pump and fuel line. The builders also fabricated a bracket to mount the Type R’s brake booster and clutch master cylinder, then drilled the body for the manual transmission’s shift cables. Custom billet mounts from Hasport were needed because the stock mounts sat at the wrong height and angle. So while it’s not exactly a bolt-in swap, making a Prelude Type R appears simpler than one would think. 

This Prelude Type R Isn’t Quite Done Yet

The Prelude runs, drives, and shifts under its own power, but the swap isn’t completely sorted yet. The biggest remaining headaches appear to be electronic rather than mechanical. On its first drive, the car hit a limiter at around 4,500 rpm, suggesting the Type R’s ECU still wasn’t entirely happy with its new surroundings. But that looks like teething issues at the moment.

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When the build is done, the result should be a particularly convincing sleeper that fixes all of the Prelude’s criticisms. From the outside, it remains a Prelude, but underneath sits the Civic Type R’s 315-hp turbo four and six-speed manual. The red Type R valve cover may be the only obvious giveaway. Throtl plans to show the car at SEMA 2026.

Alfa Romeo Centro Stile Delivers Menacing Perla Nera

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The commissioning owner worked closely with Alfa Romeo Centro Stile and the brand’s Bottega department to create the only all-black 33 Stradale, though with only 33 units slated for production, the owner could have chosen just about any color scheme and still been unique. While other examples will have a beautifully applied multi-layer paint job, an exposed carbon finish is far more challenging, requiring millimetric precision in the hand-laid arrangement of each panel’s fibers. This is most easily observed on the front end, where the weaves meet in the middle in a V-shape, drawing the eye up and over the car. Bringing the look home are exclusive carbon fiber-garnished wheels with black and silver Alfa Romeo emblems in the center caps, and the dark theme continues in the cabin.

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Here, the seats have a reinterpretation of the Alfa Romeo’s typical “cannelloni” seat pattern, a design that is repeated in the door cards and on the side sills. The headrests of these seats were updated to feature a carbon fiber Perla Nera insert, and the name of the car reappears on the aforementioned door cards and in the storage cubby, which has been moved to the rear of the cockpit and is secured in a specially designed bracket. Each 33 Stradale comes with fitted luggage, and it’s only fitting (ha) that these are also refinished in black (Alcantara). The bags also get the car’s production number (3). Other neat details include the Quadrifoglio and Autodelta symbols appearing in the door frame and the rotary selector in the center console gaining the owner’s initials, though no images of this were provided to maintain anonymity.

Autoblog’s Take

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The one-off Alfa Romeo 33 Stradale Perla Nera is mechanically identical to the other 32 examples of the supercar that will ultimately be produced (630-horsepower 3.0-liter twin-turbo V6, eight-speed dual-clutch transmission, rear-wheel drive), but it’s the first project from Bottega Alfa Romeo, and it’s intended to show the world, and particularly well-heeled collectors, that this automaker is capable of providing the same bespoke finishes and details that others in the high-dollar, low-volume space can. We expect to see several more specially crafted finishes and looks as production continues, and if all goes well, Alfa Romeo’s upcoming project with Maserati will attract even more attention from those who can afford rare supercars. Hopefully, this kind of passion will trickle down to more attainable creations too.

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2027 WRX GD25 Celebrates America’s Subaru Love Affair

Both special editions’ names are references to the chassis codes of the predecessors that introduced the models to American buyers. The 2027 WRX GD25 celebrates 25 years since the first WRX to arrive on U.S. shores, the 2002 GD chassis, and the special edition comes exclusively in World Rally Blue with gold-painted 19-inch alloy wheels. This color scheme is usually an STI thing, and while this WRX certainly isn’t hardcore enough to justify the performance badge, it’s got beefier Brembo brakes with gold calipers, Bridgestone Potenza S007 high-performance rubber, and a flexible strut tower bar under the hood, improving rigidity. Stiffer springs and updated damper settings will also bolster handling. Most notably, the GD25 also gets the same Subaru Tecnica International dry carbon fiber swan-neck rear wing seen on the WRX ARA25L rally car helmed by Travis Pastrana.

Inside, Recaro seats with black Ultrasuede inserts are complemented by red contrast stitching and an STI knob atop the short shifter, but the 2.4-liter turbocharged boxer engine feeding all four wheels still makes 271 horsepower, which is the same as a regular WRX. Just 350 units will be produced, with deliveries expected to begin in the summer of 2027, but pricing and further technical details are being withheld for the time being. Presumably, the limited edition will edge towards $50,000, since a regular 2026 WRX tS starts at just under $45k.

2027 Subaru BRZ ZC15 Is Milder But Still Special

The 2027 Subaru BRZ ZC15, as was the case with the above-mentioned WRX, tips its hat to the first-generation BRZ that arrived a decade and a half ago on a chassis codenamed ZC. A lot has changed since that car appeared here in 2012, including a larger, 2.4-liter boxer engine making 228 hp, but the throwback special edition wears its slightly retro look well, sporting an exclusive shade called Ceramic White. The wheels are painted a unique bronze color, which is repeated in decals on each door, and the scheme references the 2020 BRZ tS. Other upgrades include a subtle spoiler atop the trunk in black, a flexible V-bar in the engine bay, and an interior unique to the special edition, with black leather and Bordeaux red inserts, a ZC15 anniversary plaque, and an aluminum STI short shifter with a leather boot. This will be slightly rarer than the WRX, with just 300 being produced. Again, pricing is unknown, but a regular BRZ tS starts at a little over $38,000, so the ZC15 will probably breach the $40k mark, with availability from sometime in early 2027. Hopefully, the long-awaited return of STI won’t be far behind.

If you go back to 1988, anything with over 300 hp would’ve been considered high performance. Heck, anything with over 200 hp was fast in those days. When BMW launched the E34 M5 that year, it packed 310 horses, and remember that this was a time when a Porsche 911 Carrera ‘only’ made 214 hp. It was a properly rapid sedan in the ’80s.

But some probably thought that was overkill. That’s where the Alpina B10 3.5 came into play, and it was the perfect bridge between the already punchy (at the time) 535i and the mighty M5. It wasn’t as fast as the latter, but it was quicker than the most powerful non-M 5 Series at the time, and it was far more exclusive.

The Backstory

Thanks to its close ties to BMW, Alpina released the B10 around the same time as the M5 in 1988. Instead of a specialized M engine, the B10 3.5 used the same M30 engine found in the 535i. It was then given new pistons, a modified cylinder head, a more aggressive camshaft, a reprogrammed ECU, and a unique exhaust system. The result was 43 hp and 15 lb-ft more than a standard 535i. It also came with sportier springs and dampers, along with bigger brakes. Only 572 cars were made between April 1988 and December 1992, and Classic.com lists average prices at around $36,670.

The one we found on Bring a Trailer is an earlier example with an interesting spec. Instead of the usual Alpina blue or green, this one is finished in grey. Of course, the stripes are present to let everyone know this isn’t a regular 5 Series. It’s number 49 of the 572 made, and it spent most of its life in Japan before heading to Canada. After some time up North, it moved to the U.S. in 2020.

Originally an automatic, it has since been swapped with a manual from a contemporary 525i. The car also got a replacement Alpina steering wheel, new exterior and interior trim pieces to replace the faded ones, plus paint correction and reconditioned wheels. It was serviced last year, and just this year, the mass airflow sensor, battery, air-conditioning condenser, and drier were replaced. Other new parts include a timing chain tensioner, engine gaskets, and fuel level sender.

The Offer

Interested in this car? View the listing here.

Why It’s Special

Any car that Alpina produced over the decades is special. Choosing one over an M product is a deliberate choice, and one can say it’s a car for connoisseurs. Now that the brand is under BMW’s wing, these independent models are even more significant and well worth preserving. This E34 B10 isn’t the fastest sport sedan in the world (there was a B10 Biturbo, by the way), but it delivers driving joy that one simply can no longer get in a more modern car. Its rarity isn’t the only reason it’s special; it’s the whole package.

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Gen-Xers and Millennials who flipped through magazine pages in the ’90s will probably remember the one for the Impala SS. It simply said ‘Lord Vader, your car is ready.’ Above it was a gleaming, gloss-black Corvette-powered (sort of) full-size sedan that the police loved to drive. Perhaps it’s the association with the Caprice that gave it an extra air of authority, and the deep black paint was downright menacing.

It’s one of the many memorable ads from the formative years of many. Today, it’s an’s an aspirational car for those too young to buy it when it was new, but are now old enough to own it. Also, it still looks as imposing as it did over 30 years ago, mainly because the traditional full-size American car has gone extinct.

The Backstory

This generation of Impala SS wasn’t just a Caprice that was painted black and given a floor shifter (in ’96). It’s far more than that, with upgrades that made it a true step above the car it was built on. The SS literally had a cop motor, along with cop tires, cop suspension, and cop shocks. It was then lowered, beefed up, and given unique styling touches such as blacked-out trim, 17-inch alloys, its own grille, and that Impala SS badge on the quarter panels.

Built from 1994 to 1996, about 70,000 of these were made out of nearly 690,000 final-generation Caprices. It’s not totally rare, but it represents only a small percentage of all the Caprices made at the time. Classic.com currently places market values at around $25,500, so it’s still a pretty accessible classic. However, the one we saw up for sale on Bring a Trailer is practically a museum piece. That’s because it’s traveled, if you can use that word, less than 150 miles over the last 30 years. We’d love to hear the backstory behind it, because it takes a lot of restraint not to drive one of these.

The Offer

Interested in this car? View the listing here.

Why it’s Special

This generation of Impala SS was a brilliant way to cap off the B-Body platform. While the nameplate returned eventually, it just wasn’t the same with the later model being front-wheel drive. These final B-Body Impalas are the kind of car you can’t build anymore, and they serve as a nostalgic reminder of simpler times. This ultra-low mileage version does pose a question, though: Do you drive it and stretch its legs, or keep the miles low for as long as possible? Either way, it’s pretty cool to have Lord Vader’s car in your driveway.

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Funnily enough, throughout automotive history, cars and the sailing lifestyle have coincided multiple times, birthing special-edition cars like the Buick Riviera, Rolls-Royce Boat Tail, and many more. If the brand wasn’t willing to go all the way, countless cars have still carried influences and tributes to life at sea.

Alfa Romeo is taking it a step further by introducing a slew of special edition models that pay tribute to one of the most famous, prestigious, and oldest nautical races in the world.

Edizione Luna Rossa

Alfa Romeo just announced the Edizione Luna Rossa series of cars, set to commemorate the second preliminary regatta for the 2027 America’s Cup, underway in Napoli, Italy, until September 27. The Edizione Luna Rossa series by Alfa Romeo merges two proud Italian institutions: the automaker and premier sailing team, Luna Rossa, where the collection gets its name.

The special collection is expansive and includes all of Alfa Romeo’s models, including the Junior, Tonale, Giulia, and Stelvio. Effectively, Edizione Luna Rossa will become the new top-of-the-line variant across all European markets. The Edizione Luna Rossa models are distinguished by the red Alfa Romeo logo and a color palette inspired by Luna Rossa boats, with white, black, gray, and red mixed and used together in different aesthetic pieces.

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Two Variations

In effect, there are two variations of the Edizione Luna Rossa Collection, split between the Junior, Tonale, and the Giulia and Stelvio. The Junior and Tonale draw inspiration from “technology and design inspired by the world of sailing.” Both cars feature a new gray color that was inspired by the Personal Flotation Devices worn by the team, but Black and White exteriors are also available. One key exterior difference is that the Junior uses 18-inch Gloss Black Wheels, while the Stelvio gets 20-inch wheels. The interior mixes dark shades with red accents, but the highlight is the new 3D Knit technology used for the seat upholstery. 3D Knit is usually found in activewear, and this new process debuts in these special Alfas.

The Giulia and Stelvio variants represent the most “exclusive and sporty interpretation” of sailing, linking Alfa Romeo’s sporting DNA to high-performance sailing competition. These cars are available in a standard color of White, or in Black and Etna Red. Most components use carbon fiber, including the front badge and the mirror caps with the Luna Rossa logo.

Specific to the Giulia model, the side skirts and spoiler recall the stylistic language of the renowned Quadrifoglio version. Both cars feature a monochromatic interior, broken only by the iconic Luna Rossa liner that crosses the seats and the carbon inserts on the dashboard. The interior materials mix leather with 100% recycled ECONYL fabric, made from nylon recovered from fishing nets on the seabed.

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2027 Mercedes-AMG GT Black Series Reveals More of Its Design

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The new spy shots reveal slightly different camouflage on the AMG GT Black Series, allowing us to see just how extreme the special edition will be. From the front, it’s immediately evident that the Black Series is wider than the regular AMG GT. We can also see a new take on the Panamerica grille design, potentially with elements similar to those on the recently revealed Mythos AMG CLE 646 Spezialanfertigung. Canards either side of this grille and above the aggressive splitter will help glue the front end of the car to the track, but as will active vents in the front wings. These will relieve pressure within the aerodynamically turbulent wheel wells at high speed, likely also flipping up under hard braking to slow the car more quickly, and they’ll fold down again when the GT Black Series needs to be slipperier. Two large bulges run down the hood, with a massive, Dodge Viper-like nostril feeding what is expected to be a twin-turbocharged 4.0-liter flat-plane crank V8. Additional vents on the hood, fading towards the A-pillars, are presumably there to help cool the mighty power plant, which is expected to produce more than its 720-horsepower forefather.

Three-pointed star elements are visible in the headlights, while the redesigned taillights call to mind the AMG ONE with their elliptical three-element clusters. We can also see carbon-ceramic brakes behind center-locking wheels. The front fenders each feature another huge vent ahead of a custom door panel, and the ridiculously wide sills have a fin behind each front wheel to smooth the airflow running down the sides of the car. The side skirts also draw the eye to twin side-exit exhaust tips, indicating that AMG has fitted an enormous diffuser that may extend from fore of the rear axle. Looking at the GT Black Series from the rear, this seems plausible, as the end of the diffuser would look more at home on a purpose-built GT3 racecar than a roadgoing machine. On either side of the diffuser, additional airflow channels help clean the airflow from the rear wheels, while above it, most of the rear end looks vented with mesh. A small ducktail lip spoiler and a vent from the rear window area almost fade into obscurity due to the savage swan-neck rear wing, which has actuators on it, indicating a drag reduction system of some sort is coming. Since this extends beyond the rear of the car, making it illegal for use on public roads in most regions, we suspect it may be a track-only option.

Final Thoughts

Low-volume, high-performance vehicles can sometimes fail to achieve the halo status manufacturers seek, but the AMG GT Black Series won’t. The rear windshield seems almost pointless, there are wild aero appendages everywhere you look, and the diffuser is so big that the exhaust had to move. All of these factors will make the Black Series the undisputed king of the AMG lineup, and they also indicate that this monster won’t be electrified – there doesn’t appear to be any room for a battery pack or electric motors given the huge diffuser. We should learn the full story before the end of the year, but we wouldn’t be surprised to discover that all allocations have already been sold out. We’ll update you once we know more.

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This Custom Maverick Will Outmuscle A Stock Mustang GT

Maverick getting Ford’s Coyote 5-litre V8 engine is not the only interesting part of the story. Engineers at Tucci Hot Rods have decided to go overboard, adding twin turbochargers, with the output expected to exceed a whopping 800 hp. That means this custom-built Ford pickup will likely churn out around 320 more horses than a stock Mustang GT and roughly 300 hp more than the Mustang Dark Horse.

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In stock form, the Maverick is being offered with two engine options: a 2.5-litre hybrid making 184 hp, and the famous 2-litre EcoBoost engine which produces 250 hp. So, one can only imagine the kind of difference an 800 hp engine would make under the hood of a compact pickup truck. That’s quite a leap from what Ford offers straight from the factory.

Tucci Has Done It Before

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It’s not the first time Tucci has showcased a custom Maverick. In fact, the company already brought one to the SEMA Show in 2021. That Maverick also featured several exterior modifications, including wider fenders, front and rear cab spoilers, and custom turbofan wheels. Notably, the body parts fitted on that pickup were 3D printed by Dom Tucci, son of Dave Tucci who owns Tucci Hot Rods. On top of that, they also fitted the Maverick with ISC coil-overs paired with rear toe links and sway bar links from Massive Speed System for low ride height. Further adding to the build, it also received a custom Borla cat-back exhaust with dual rear carbon fiber tips.

The Maverick Ford Could’ve Built

Even if not a twin-turbocharged Coyote 5-litre V8 engine, Ford could have definitely gone for an tuned version of the Ford Maverick over the standard Ford EcoBoost engine. Nevertheless, this new custom build from Tucci Hot Rods is definitely crazy, as 800 hp in a compact pickup is anything but normal. Even if Tucci Hot Rods could mass-produce such custom cars, it would need some helping hands for sure.

Subaru to Debut Enthusiast-Focused WRX and BRZ

Subaru’s announcement of the new models only gave us glimpses of the new WRX’s rear end; no details were provided beyond saying that the new WRX and BRZ variants, based on the 2027 model years of both cars, will be “limited-production, enthusiast-focused” vehicles. The teaser imagery indicates that these may simply be updates to the existing WRX tS and BRZ tS, but the wing on the back of the WRX tS is a large carbon fiber upgrade we haven’t seen before. Presumably, other aerodynamic enhancements will be made elsewhere on the body, but we don’t expect any increase on the 271-horsepower output of the current 2.4-liter turbocharged flat-four engine, which is paired with a six-speed manual feeding all four wheels.

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The BRZ will likely be a similar story, with no turbocharging for the new tS, despite some customers clamoring for more power, but potentially new aerodynamic upgrades. It’s also not unthinkable that Subaru will use the launch of these new limited editions to launch some new factory-backed aftermarket upgrades, but we’ll have to wait until Sunday to see exactly what Subaru has in the pipeline.

Autoblog’s Take

Besides the evergreen Forester, Subaru has been mostly struggling in America of late, but the WRX has been a ray of sunshine on the sales charts, and taking advantage of that momentum with a new special edition seems sensible. With the second-generation BRZ now about to enter its sixth year on sale, an updated limited edition also makes sense for the sports coupe. However, as always with a mildly hotter Subie, we can’t help but wonder if the automaker is once again testing the waters for a real performance comeback with new STI models. If the concept Japanese customers will see enter production does well, American buyers may start asking their local dealers for something similar. Fingers crossed.

It started as a concept, but because of the reception, Dodge ended up building the Viper for real. Sure, it wasn’t a volume model, but it gave the brand a truly aspirational model. Dodge had never made a car like it before, and since it was retired in 2017, nothing has come close. Not even close.

Its formula was simple: take a lightweight chassis, stick a V10 in it, and give the two people on board the time of their lives. Dodge kept that recipe for five generations, with the V10 growing in displacement and power, plus incremental improvements to driving dynamics. Of course, Dodge didn’t completely tame it, as Vipers are really meant to be wild. It was America’s one and only ten-cylinder sports car.

The Backstory

The final generation of the Viper ran from 2013 to 2017. Toward the end of production, Dodge rolled out a series of special-edition models to ensure the nameplate would bow out with a bang. One of those was the Snakeskin Edition, and only 31 were ever made. With its distinct green paint, snake skin-patterned stripes, and the ACR package, this wasn’t a car for shrinking violets. Then again, the Viper never really catered to the more introverted crowd.

As it is, the Viper ACR is a rare car with Classic.com listing values at around $315,000. There are fewer than 1,000 of these, hence the price. The Snakeskin model should be a little more valuable, given its significance. The one we spotted on Bring a Trailer is well over a hundred grand more than a ‘regular’ ACR, and it’s only ever done 1,100 miles over the last nine years. It’s a one-owner car too, so it’s fresh in the auction scene and hasn’t been passed around just yet. This particular car is also among the last of the Snakeskin models made, as it’s number 26 out of 31. If more proof is needed, the serialized plaque on the dashboard should quell any doubts.

The Offer

Interested in the car? View the listing here.

Why it’s Special

With all the rules in place now and the current automotive climate, cars like the Dodge Viper will probably never be made again. Building a sweet, naturally aspirated V10 today is nigh on impossible to build now unless there’s some form of electrification. The Viper was raw and visceral, demanding more out of the person behind the wheel. Scary? Probably, but that made it a truly thrilling and exciting car.

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Using the Cooper C 2 Door as its foundation, the latest limited edition boasts a distinctive look, with Midnight Black Metallic paintwork enlivened by orange body graphics bearing the “1998 GT” legend, along with orange exterior accents dotted around the body. Completing the look are sporty 17-inch JCW Sprint Spoke wheels, finished in black, along with a John Cooper Works aero kit, lending the humble Cooper C a sportier look than its engine might suggest.

The changes extend beyond the exterior embellishments. Front occupants are treated to John Cooper Works Sports Seats, trimmed in Black Vescin and a Black Knit finish, while the driver grips a three-spoke JCW steering wheel, replete with model-specific GT logos. Aside from that, the interior is business as usual, with 1998 GT floor mats and door sills, along with a GT-exclusive key fob and centre console storage box rounding out the changes.

This is the sixth of eight planned special editions Mini has plans to reveal in the United States, with the GT Edition following the aforementioned Heritage Edition, along with the Paul Smith Editions, Rooftop Editions, and the 1965 Victory Edition, among others.

So what’s the significance of the 1998 GT Edition? As mentioned, it harks back to the iconic 1275 GT, which was the top-of-the-line Mini back in the late ’60s and early ’70s, with its 1.3-liter (1275 cc) motor delivering 60 horsepower, enough to propel it on to a top speed of 87 mph.

While the Cooper C is not the performance pinnacle of the Mini lineup, the turbocharged 2.0-liter four-cylinder produces 161 hp — nearly three times as much as its namesake — and 184 lb-ft of torque, channeled to the front wheels via a seven-speed dual-clutch transmission.

So what do you pay for the privilege of 1998 GT Edition ownership? A not insignificant $36,875 (excl. destination), making it notably more expensive than the $29,500 Cooper C 2 Door on which it’s based. But for those seeking exclusivity and a story behind the livery, that price may well be worth it. Production is scheduled for October, with vehicles hitting dealerships in early November. As for how many will be produced, Mini USA is yet to reveal that detail.

It’s been 12 years since Mazda first pulled the covers off the fourth-generation MX-5, and over a decade has passed since it first landed in showrooms. But in all fairness, the car has still managed to defy aging. Over the years, Mazda has made many improvements and updates to the roadster, and it’s still a delightful car to drive today.

Of course, Mazda has made many limited-edition models since then. There’s the RF Launch Edition, the 30th and 35th Anniversary Editions, plus the 100th Anniversary Edition that commemorated Mazda’s centenary. There are also country-specific special models, the most recent of which we know is the Japan-only Roadster 12R (it’s still called Roadster over there), which came from the factory with 200 hp.

As Rare as it Gets

There’s no doubt the special, limited-run MX-5 models will be sought after by collectors someday. That said, four Mazda dealers in Japan are taking it further. As a semi-official model, Kanto Mazda, Shizuoka Mazda, Tokai Mazda, and Koshin Mazda will release what’s called the Roadster FSW Ver.2.

The name doesn’t exactly roll off the tongue, but if you missed the photos, these MX-5s are painted yellow, a color not offered in the official catalog. That said, the lack of a yellow option is a strange omission from the lineup, given that the MX-5 and Roadster have traditionally been offered in fun colors. So, why will it be rare? Only six will be made.

Not Just Dealer Specials

We wouldn’t dismiss the FSW Ver.2 as a dealer special. While it’s a collaboration among the four dealers mentioned above, Mazda Engineering & Technology paints each car. What makes that special is that it’s the division that builds the company’s concept cars, per Japanese Nostalgic Car.

That also means that it’s an OE-quality model, and not just an MX-5 that’s been sent to the paint booth. These cars are finished in Sunflower Yellow, which was known in the U.S. as Competition Yellow. That color was last offered on the facelifted version of the previous-generation model (NC). Here’s to hoping it joins the standard color range someday.

But Wait, There’s More

The exterior isn’t the only part that’s painted in Sunflower Yellow. In true ND MX-5 fashion, even the interior has been color-matched, namely the upper door trim, air conditioning vents, and key fob. On top of that, each of the six cars will come with a Mazda E&T to authenticate it and, well, bragging rights.

For those interested, it’s an extra ¥1,452,000 (about $9,400) on top of the standard MX-5/Roadster, and the buyers will be picked through a lottery system. Still, it’s not as pricey as, say, special paint on other brands, and the price also includes an experiential package for the lucky owners. It includes a two-day, one-night tour of Hiroshima, plus a visit to Mazda headquarters, the Mazda Museum, and the E&T center. If the options included a vacation like that, we’d gladly tick that box.

This may be shown to investors on October 7, during Capital Markets Day, and the hypercar could also be joined by the 992 GT2 RS or the 992.2 GT3 RS, the gas Macan replacement, the 718 sports cars, and/or the brand’s flagship SUV. The paper claims that the S1 will cost start around €500,000, or around $575,000 at current exchange rates, but regional pricing will obviously vary depending on taxes. What’s most intriguing isn’t the six-figure asking price, however, but the rumored eight-cylinder boxer engine.

Porsche S1 Isn’t a New 911 Variant

The report indicates that Porsche is developing a standalone hypercar unrelated to its rear-engine 911, which would make fitting the boxer-eight a lot easier. Porsche has confirmed the existence of flat-eight engines in the past, with eFuels project manager Marcos Marques saying a few years ago that a 5.0-liter eight-cylinder boxer with two turbochargers, 750 horsepower, and 738 lb-ft of torque was crammed into the chassis of a 718 Cayman. Redline was set at 9,000 rpm, and all the shunt was sent to the rear wheels through a manual transmission. It didn’t make production because Porsche felt the timing was off, but perhaps now that Porsche is trying to become even more upmarket, selling fewer cars to make more money, a low-volume hypercar may be the right call.

Related: Porsche CEO Hints at New Hypercar to Follow the 918 Spyder

It’s also worth mentioning that while Porsche surely has made advances allowing for even more power to be produced from an evolution of the abovementioned prototype, ultra-elite buyers are looking for more engagement and theater (just ask McLaren), and a rear-drive, manual hypercar that screams to 9,000 rpm (or higher) sounds enticing. By the way, if the S1 is the flat-eight monster this report claims it is, it may soon have a direct rival in Ruf’s upcoming supercar.

Porsche May Revive a Stillborn Le Mans-Based Hypercar

It’s also worth mentioning that nearly ten years ago, Porsche revealed the Le Mans-inspired 919 Street, but while it was no more than a full-size clay model, Porsche has since refined the recipe with the 963 Le Mans Hypercar, built atop a spec chassis. It’s also converted one of these into a semi-road-legal hypercar called the 963 RSP, so it appears that building a racecar-like road car would certainly be possible. However, we suspect this option is less likely, as the noise, vibration, and harshness limits of a racing car are much higher. The layout is also uncomfortable for more than one occupant, and getting in and out would not be graceful. Whatever the case, Porsche has not officially confirmed that its working on a flat-eight hypercar of any sort, a Le Mans-inspired road car, or anything else. However, with more detailed reports trickling out of Stuttgart, it’s only a matter of time before we get an announcement.

BMW has made many great M5S over the years, all of which have become deserving of iconic status. Each classic model was special in its own way. The E28 was the first, the E34 was a true sleeper, the E39 is the universal favorite, while the E60 had that glorious V10.

That’s not to say modern-era M5S aren’t as good, and that’s far from the truth. But among all the models from the last 15 years, the G90 M5 CS is perhaps one of the best iterations of the car in the last two decades. Stiffened, lightened, and made more powerful, it was less of a sport sedan and more of a supercar that happened to have four doors.

A Certain Shade of Green

When you picture the M5 CS, chances are, you’re imagining it in green. More precisely, it’s Frozen Deep Green, the one shown in all press materials. It’s the car’s push color, and it suits the car very well. Besides, not everything has to be black, white, or grey.

BMW made just 1,132 M5 CS models, and it was produced from March 2021 to January 2022. It was a short but sweet run, but it had to make way for the anything-but- lightweight G90 M5. Spotting one is rare, and seeing one that isn’t draped in Frozen Deep Green is even rarer.

Stats to Please the BMW Geeks

Spotted by BMWBlog, data compiled by M Data Works, of the 1,132 built, a whopping 570 were draped in its image color. That represents 50.4% of all CS models made, most of which ended up in the U.S. In a distant second was Brands Hatch Grey with 386 cars, or 25.3%, while third was Frozen Brands Hatch Grey with 276 cars, or 24.3%.

We were honestly hoping one or two Individual models would come in a different color. Sadly, none of those who bought a CS brand new went for a custom color. But while an overwhelming majority of customers chose matte green, the stats get more interesting when you break it down by country.

In some markets, Brands Hatch Grey was the most popular color, and some countries sold only one or two in Frozen Deep Green. Most notably, Japan only has two in that color, while Spain has just one, so if you see an M5 CS over there in green, you just saw a unicorn. Another interesting stat: over half of CS buyers opted for the track tires, and most went with the red brake calipers. But no matter what combination you spot, any sighting of an M5 CS will always count as a treat.

Performance pickups were all but gone by the ’80s, but the genre got a new lease on life in the early ’90s. First came the GMC Syclone, based on the Sonoma, followed by the Chevrolet SS 454, which turned the C/K into a proper street truck. In response, Ford unveiled the F-150 SVT Lightning in 1993.

From no hot trucks to three all of a sudden, the early ’90s were a good time for muscle trucks. That said, Chevrolet hasn’t made a go-fast truck in a long time, and Ford revived (and subsequently axed) the Lightning as an EV. But if you say F-150 Lightning to anyone born before the 2000s, chances are, it’s the image of the muscle truck that comes first, and not the battery-powered one.

The Backstory

As mentioned, the SVT Lightning was built in response to the SS 454. After all, Ford wouldn’t just sit on its hands and let Chevy take all the glory. It used the truck’s single-cab version, and the 351 cu-in V8 (5.8-liter) was tweaked to make more power. A fun fact about the Lightning is that its chassis got input from three-time Formula 1 champion Sir Jackie Stewart. With that, we’re just imagining him driving a ninth-gen F-150 on the ragged edge.

Today, the first SVT Lightning is a valuable classic with still reasonable prices. Classic.com currently lists market values at a little over $33,100 for a solid and clean example. Of course, low-mileage time capsules can easily fetch much, much more. That said, the one we found on Bring a Trailer still has pretty low miles and comes with useful, subtle modifications. This one has stayed with the same family for the past 33 years, being passed on from father to son. It had a knock in 2007 when it was hit while parked, but the body damage was repaired. Other than that, it’s been well cared for, and it still has less than 50,000 miles on the clock.

The Offer

Interested in this car? View the listing here.

Why It’s Special

It wasn’t the first muscle truck of the ’90s, but the original F-150 Lightning proved successful enough to merit a second generation. And while Ford never produced a true third-generation model, its DNA lives on in the Raptor models SVT developed. Today, the Raptor has pretty much defined the performance pickup genre in the modern era, but none of that would have been possible if the first Lightning hadn’t been built in the first place. It wasn’t a massive seller, but it was a significant model nonetheless.

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Many great Mercedes-Benz models were sold in the ’80s. There’s the W124 that was renowned for luxury, reliability, and durability, as well as the W126 that quite possibly still remains the best-ever S-Class ever made and built. We can also throw in the R107 SL as no wealthy area wouldn’t have been complete without at least two or three sightings of it back in the day, not to mention Dallas’ Bobby Ewing was the a case of perfect car casting. Also, the G-Class was already around by then. It was the rare instance an automaker made no misses in the lineup.

But among them, perhaps the most significant car it produced during that era was the W201. You might know it as the 190, 190E, or 190D, but regardless of what’s under the hood, it was a baby S-Class for all the right reasons. It wasn’t a cheap Mercedes, but rather a small Mercedes. It was engineered like no other compact car in the world, and the spicier versions were proper sports sedans.

The Backstory

But at the top of the 190E hierarchy is the 2.5-16 Evolution 2. In those days, Mercedes-Benz was a strong force in the golden era of DTM, Germany’s premier touring car championship. Wanting to keep BMW’s E30 M3 and the Audi V8 at bay, Mercedes continuously evolved the competition model, and the ultimate iteration of that was the Evolution 2. Lowered, lightened, made more powerful, and bewinged, 500 road cars were needed to enter the competition. It was totally worth it, though, as it was the final champion before the DTM reformatted in 1993.

Given its pedigree, Classic.com puts its values at just under $286,200. Of course, even more pristine examples can carry for much, much more. As only 502 were made, these rarely come up for sale, so we’re glad to see one pop up on Bring a Trailer. This is number 401 out of all the cars made, and it lived in Japan for most of its life before it landed in the U.S. Once it arrived stateside, it’s received a good amount of service. It’s gotten a replacement water pump, thermostat, Bosch alternator, distributor cap and rotor, spark plugs, engine mounts, and a valve cover gasket.

The Offer

Interested in this car? View the listing here.

Why it’s Special

The 190E was a pivotal moment for Mercedes-Benz. It proved that a compact executive car didn’t have to come with compromise. Like its bigger brothers, it was solid, well-built, robust, and reliable. The Cosworth 16-valve models brought the car to new heights, establishing it as a formidable force in motorsports. On one hand, it was a great small luxury car; on the other, a champion in the racing world. The Evolution 2 is the ultimate expression of the latter, and if you dare, given the price tag, it’s still a totally agreeable daily driver. This is still a classic Benz, after all.

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The BMW M1 was the first car officially sold as an M model, but Bavaria’s motorsport division traces its roots a little further back. BMW M was established in May 1972, and its very first project was the 3.0 CSL. Although it wasn’t badged or named an M car, it’s still the car that started it all.

Today, BMW M’s lineup has grown exponentially. It no longer does just coupes and sedans, but crossovers have also joined the mix – for better or worse. Some might say the M now stands for Marketing instead of Motorsport, but the division still makes great cars. Case in point, the G87 M2 Competition is, in many ways, the spiritual successor of the E30 M3. The E30 M3 took over racing duties from the M635CSi that succeeded, you guessed it, the 3.0 CSL.

A Fitting Tribute

BMW has since made a number of Hommage concepts that paid tribute to the past masters. These were pretty sweet-looking tributes to the models that helped shape the performance division, but most never reached production. There was the extremely limited-run 3.0 CSL from 2023, of which 50 were made, based on the G82 M4.

Now, a newcomer to coachbuilding wants a crack at it. The company is called Riverti Automobili, and the Italian coachbuilder is turning the current-gen M2 (G87) into a 3.0 CSL tribute for its very first model. That’s a massive undertaking for a young brand, though it did release a teaser of what appeared to be the final product.

Dimensionally Similar

In its day, the E9 Coupe the 3.0 CSL was built on was considered a fairly large two-door. Today, it’s pretty compact and even smaller than a modern-day 3 Series and even dwarfed by the 4 Series. If anything, the E9 is closer in size to today’s 2 Series Coupe and M2, so you could say it’s the better basis for the homage build.

The 3.0 CSL measured 183.5 inches long, 68.1 inches wide, and 53.9 inches tall, with a 103.3-inch wheelbase. The M2 measures 180 inches long, 74.3 inches wide, 55.2 inches tall, and has a 108.1-inch wheelbase. If it all works out, those dimensions should help Riverti pull off the classic tribute.

Viewed from the side profile, we can already see some of the box-flare arches and the big wing at the back. Meanwhile, the front end, with its four round headlights, echoes the CSL, as does the upswept headlight housing. We’d love to see how Riverti would pull off the grille. As for the rear, it tips its hat to another classic BMW. Those square taillights remind us of the 2002 Turbo, which also raced in DRM, the precursor to the series we now know as DTM. A nod to the Group 5 2002 Turbo is those massive scallops on the quarter panel.

How Much Power?

That’s still the big unknown. That said, it’s safe to assume that the yet-to-be-named car will be powered by the twin-turbocharged 3.0-liter inline-six (S58) engine that already resides under the hood of the M2. It already makes 473 hp and 442 lb-ft, far surpassing the original car’s 203 hp and 215 lb-ft.

Still, a bit more power wouldn’t hurt. Besides, the M2 CS has 523 hp and 479 lb-ft, so there’s plenty of wiggle room for tuning. It would be interesting if Riverti could not only extract more power from the twin-turbo inline-six, but also pair that engine to a manual. Now that would be an even more fitting nod to the 2002 Turbo and 3.0 CSL race cars that ruled the race tracks in the ’70s.

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While Lexus was busy proving to the world that the Japanese could build a world-beating luxury sedan, Acura was also proving that the East can genuinely scare off the sports car establishment. The result was the NSX, and like the Lexus LS, it upset many European and American marques.

The NSX didn’t just keep up with the best; it also beat them in many other aspects, forcing the establishment to do better. It was the Honda-badged version that got a slew of special edition models, including the Type R. But in 1999, the Acura NSX finally got a model unique to it in the form of the Zanardi Edition.

The Backstory

The NSX Zanardi Edition was built to commemorate Alex Zanardi’s back-to-back CART championships. It was stripped down, lightened, and even had the power steering removed to shave off more pounds. The suspension was also stiffened for sharper handling, and it was similar to, but not exactly like, the NSX Type Zero sold in Japan. It’s an incredibly rare car and was never offered outside of the U.S. Its 51-car production run made the original NSX-R look like normal traffic.

With its history and rarity behind it, Classic.com puts its value at just under $152,400. These cars rarely come up for sale for obvious reasons, so imagine our surprise when we found one on Bring a Trailer. It’s a one-owner car, and it’s number 22 out of the 51 made. In the 27 years it’s been with the seller, it’s only done a little over 23,000 miles. It’s also been well looked after, which is what a car of this status deserves, so it’s seen vigorous service over the years. It isn’t flawless, as shown by the scuffs on the underside of the front bumper cover, but overall, it’s straight and true. This car isn’t restored, but rather, blessed to have a caring owner.

The Offer

Interested in this car? View the listing here.

Why it’s Special

More than the car, the person it’s commemorating is even more special. Alex Zanardi was an open-wheel legend, and an even bigger hero and inspiration off the track. Following his horrific accident in 2001, where he nearly lost his life, he was determined to get back behind the wheel despite losing both legs. After his accident, he resumed racing, became the 2005 Italian Superturismo champion, and found success in touring car racing. Outside motorsport, Zanardi was a Paralympian and an accomplished hand-cyclist, inspiring many. Zanardi passed away on May 1, 2026, leaving behind a legacy that will never be forgotten. The NSX Zanardi Edition is just a glimpse of the man’s legend.

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Mazda doesn’t exactly have a long and illustrious history of making hot hatchbacks. But on the rare occasions that it does, we can say these were solid efforts. The 323 GT-X was a homologation special for the World Rally Championship, and it took decades for Mazda to follow it up with the Mazdaspeed3.

The Mazdaspeed3, also known as the Mazda3 MPS in other parts of the world and the Axela MPS in Japan, was Hiroshima’s last hot hatch. Mazda produced it from 2007 to 2013 in two generations, and it hasn’t built a performance hatch since. Its 2.3-liter turbocharged engine was good for 263 hp and 280 lb-ft for both generations of the car. Oh, and it was front-wheel drive with a limited-slip differential instead of being all-wheel drive. Torque steer was, indeed, the order of the day.

A Possible Comeback

It’s been 13 years since Mazda last made a hot hatch, but a report from Japan hints it’s coming back. According to MotorFan, Mazda3, now in its seventh year of production, will get a performance version.

The basis? The Mazda Spirit Racing 3 concept shown at the 2024 Tokyo Auto Salon. It premiered alongside the Mazda Spirit Racing Roadster and later became a limited-run production model with more power and handling upgrades than the standard MX-5. It made 200hp, all without the help of any turbocharging, just old-school tuning through hardware and a little bit of software.

Juicy Details

MotorFan then cited its ‘informants’ on the possible powertrain. According to the information given to the publication, the 2.5-liter turbo engine in the current model is the prime candidate for tuning. As it is, that engine makes 255 hp and 317 lb-ft on premium fuel (227 hp and 310 lb-ft on regular gas), so it has solid foundations if Mazda ever actually pushes through with it.

Now, the question would be how much power it could make. The publication reckons about 300hp, putting it right in the crosshairs of the GR Corolla. There’s a strong possibility of it being all-wheel drive, and given that the old Mazdaspeed3 was often criticized for torque steer, that might be the way to go. If so, adding all-wheel drive would be a nod to the often-forgotten 323 GTX from back in the day.

The information also claimed it might be out as early as the first half of 2027. Given that, the Spirit Racing 3 could reach production, as the commercial viability of the Spirit Racing brand proved successful for the MX-5. Besides, for a company that prides itself on Jinba Ittai and the joy of driving, a hot hatch is a strange omission that will hopefully be rectified soon.

While Fiat has a much stronger presence overseas, the brand is not what it used to be in the U.S., with sales dropping from 43,772 units in 2012 to just 1,321 units last year. The company is still catering to American buyers with the 500e and, more recently, the Topolino, a small low-speed electric vehicle that starts at $13,995 before destination charges.

Given the affordable pricing, there’s not really much to expect from it, especially considering it is intended for short-distance transportation rather than highway driving. However, that didn’t stop Fabrizio Giugiaro and Lapo Elkann from giving the model more character beyond its straightforward micromobility identity. They unveiled two one-off creations based on the Topolino at Salone Auto Torino in Italy, called Top L and Top J.

The Anti-Supercar

The Top L (L stands for Love) is the sportier of the two, featuring an open-top, two-seat cabin. It draws inspiration from the spirit of actor James Dean’s Porsche 550 – dubbed “Little Bastard” – and features a matte aquamarine finish with matching leather upholstery and Alcantara cabin inserts.

While the Top L looks built for speed, the standard U.S.-market Topolino tops out at just 19 mph and is restricted to private property. Fiat’s low-speed vehicle conversion kit raises that to 25 mph and allows access to certain public roads. Essentially, its intended use is closer to that of a golf cart than a conventional car.

But perhaps that’s what makes these one-off creations more special. After all, both Giugiaro and Elkann are renowned names in the automotive space, yet decided to spend time reworking an affordable vehicle instead. Giugiaro is a car designer and son of Giorgetto Giugiaro, who penned iconic models like the DeLorean DMC-12, BMW M1, and Hyundai Pony – which inspired the Ioniq 5. Meanwhile, Elkann is an Italian entrepreneur and brother of Stellantis Chairman John Elkann.

On the other hand, the Top J (J stands for Joy) puts more emphasis on utility with its back-to-back four-seat configuration. The striking blue-and-green livery draws inspiration from the 1950s Ferrari 166 MM once owned by Elkann’s grandfather, Gianni Agnelli. It also comes with a fabric canopy and a terry-cloth and leather interior.

Two Takes on a Tiny Fiat

The press release did not mention any production plans or sale status, so treat them instead as one-off design studies showing that even affordable cars can inspire emotion.

With Jeep and Ram central to Stellantis’ U.S. business, the standard Fiat Topolino could be seen as a potential lifeline for Fiat, albeit aimed at a completely different demographic. Still, if it can generate revenue, then why not? Companies like Waev and Chip Motors are also targeting the low-speed vehicle market.

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Mustang GTD Buyers Have Plenty of Options

The European application window for the Mustang GTD is open through October 16, so interested parties have a little over a month to make their case for ownership. If successful, the Spirit of America package with its included Performance Package and Forgeline wheels is just one of many schemes available. We’ve seen Lamborghini purple and an exposed composite finish called Liquid Carbon, and if a buyer wants a unique color choice to stay that way, Ford will guarantee one-of-one status through the Exclusive Extended Color Palette Lock-Out option. Of course, all of these choices add to the final cost, and with the GTD starting at well over $300,000 in the U.S., it’ll be well over €300,000 across the pond. Still, that’s a bargain compared to the challengingly named new 637-horsepower Mercedes-AMG CLE 646 Spezialanfertigung, rumored to cost over half a million of your favorite currency. This special-edition AMG has some similar design cues and is much rarer with a 30-unit production run but is also vastly less powerful than the GTD’s advertised claim of 815 hp, which may be conservative.

With the AMG 646 beig revealed on Friday, we can’t help but wonder if Ford noticed the similarities between the Mythos-line Merc and its own creation and decided to reopen applications now to take advantage of those who may have missed out on the brutal Benz. Regardless, we’re sure Europeans are glad to have access to the GTD, especially since imported American supercars tend to become much more expensive when not acquired directly from the manufacturer.

Autoblog’s Take

The Mustang GTD acts as a halo model in the Ford Racing lineup, standing alongside cars like the Porsche 911 GT3 RS with its head held high, and having it available in Europe makes it feel even more like a global competitor to the best supercars in the world, while increasing its presence in Europe will also be beneficial in selling GT and EcoBoost models. Granted, it’s very expensive for a Mustang, especially when compared to the Corvette ZR1, but it’s as close to a racecar for the road as anything else out there, and its Nürburgring exploits have proven how capable it is in the right hands. Sure, the GTD is arguably too wide for most European back roads, but it’s most at home on a track anyway, and we hope to see several Europeans finding that out for themselves.

If you have more than enough money in your bank account, no car becomes unaffordable. More than that, some billionaire car collectors don’t just buy a car; they commission one. They can also serve as custodians of one-of-one creations from the world’s most exotic automakers.

That brings us neatly to the Bugatti Brouillard. As it is, the Mistral is an epic piece of engineering. Whether you’re into hypercars or not, you should be able to appreciate the work that went into it, along with the intricate details and the numbers that it lays down. The Brouillard takes it a step further by being a one-off version of the Mistral with a fixed roof.

Programme Solitaire

For Bugatti owners who want to truly stand out, the company launched the Programme Solitaire. It’s a special division that specializes in one-off commissions, and the Brouillard was the very first model under that program. It was revealed in 2025, and the car now has a very proud owner.

Before you ask, this isn’t the Bugatti that had a bit of a fender bender recently. That was a Tourbillon prototype, and let’s just say there was a little VW-on-VW violence involved. But back to the Brouillard: Bugatti has just turned it over to its owner, and if you want to know how much, The Supercar Blog reckons about $20,000,000.

Programme Solitaire has since made a couple more one-off cars. There’s the epic FKP that was a tribute to Ferdinand Piëch, and more recently, there’s the Destrier that was based on the Bollide.

The Specs

As mentioned, the Brouillard is based on the Mistral. This one-off is a hardtop, unlike the car it’s based on, and it has a couple of design changes to make it even more unique. By the way, the car you saw in the press photos is the one that now has a new home, since there’s only one.

As for the engine, it’s one that’s befitting of a Bugatti. It has the same 8.0-liter quad-turbo W16 as the Chiron, so there’s proper get-up and go. Power is rated at 1,578 hp and 1,180 lb ft of torque, which is exactly the same as the Chiron Super Sport. It also has bespoke interior touches, and the striking green-on-green color is an elegant touch. A ‘regular’ Mistral went for about $5.5 million, which is a little over a quarter of the Brouillard’s final price. One thing is for sure: the price of this will appreciate should the owner decide to sell it.

We already feel that this car will rarely be driven. With that many zeroes on the price tag, we probably can’t blame the owner. Still, we’re hoping the W16 gets the exercise it needs from time to time.

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